This is the story of vistara flight 944. Vistara has been a staple of indias skies for the past decade or so and as of the 12th of november 2024, vistara will be merged into the new air india and will cease to exist as its own entity. Given that I thought it would be interesting to look at one of vistara’s closest calls as we havent covered them on the channel yet. The date is the 15th of july 2019. On the ground at mumbai india , at 9:27 UTC an airbus A320 is loaded up with 8500 kilos of fuel for a quick hop to delhi, india. The plane took off and flew all the way to delhi with no issues. But as they got close to delhi they got the first whiff of trouble. The winds were particularly bad that day with winds at 20 knots gusting to 30 knots. ATC knew that it would get worse before it got better and told the pilots to expect delays. With the weather so fickle they decided that, they might have to divert and so they started looking at the weather of the airports in the vicinity. But as they were having that conversation, ATC gave them new vectors to set them up for an ILS approach to runway 29 at delhi. The runway was wet and windy, this would be a challenging landing. As the pilots fought through the wind and the rain it looked like they might actually land at delhi but then just 250 feet off of the ground the winds shifted and the pilots had no choice but to go around. The pilots did not think that the weather in the area of delhi would improve any time soon so they asked ATC for vectors to lucknow. An airport close to delhi that is often used as a diversion airport for delhi. As the jet climbed away from delhi, the pilots punched in a course that would take them around some nasty weather on the way to lucknow. They started their descent into Lucknow a bit earlier than usual due to traffic. But heres the problem the weather at lucknow started to deteriorate as well. The weather system that was hammering Delhi was also starting to mess with lucknow. The A320 was number three in the sequence and they let the controllers know that they could not take any delays to get into the airport as they were starting to run low on fuel. The controllers were like yeah there shouldnt be a problem with you getting in in time but the weather system was practically over the airport. The pilots were now literally in a race againt the clock, would they be able to put this plane down before the weather made a landing impossible? Or would they have to stay airborne on a fuel state that was getting worse by the second. Things were not looking good as the plane in front of them went around due to the weather. 17 miles from the runway the pilots got the call that they had been dreading, the visibility had dropped to 275 meters all the way from 475 meters. This landing was a no go. They were now well and truly for the lack of a better word screwed. The pilots stayed low to the ground to land as soon as possible once the weather improved. At this point an amber warning came on the MCDU they were at minimum fuel. The pilots were desperate, they enquired with the ATC about the nearest airport which was kanpur. Kanpur wasnt even listed in the database as being an airport capable of supporting an A320 but any runway is better than an open field or worse a densely populated area. They decided to go for kanpur. But as they started to head for Kanpure the weather there started to head south. This is when they decided to head for another airport nearby kanpur called prayagraj. Heres the problem they had no idea if theyd be able to make it to prayaraj with the fuel that they had and making matters worse both kanpur and prayagraj were not in the planes database, so they had to use VOR and ADF beacons to get them to these airport. They didnt even have charts to land at these airports. If they got to these airports and thats a big if they would have to fully rely on ATC to guide them in. But the pilots of flight 944 was thrown a lifeline the weather at lucknow had improved. They now had 500 kilos of fuel onboard. At this point lucknow was 37 miles away and paryagraj was 58 miles away. The choice was clear they were headed back to lucknow. The

America has a lot of nuclear warheads and getting that warhead to where it needed to be in a time of crisis is a task in and of itself. Thats why you have the minuteman intercontinental missile, large subs with enough nuclear missiles to send any country on the earth back to the stone age multiple times over and the topic of today's video, the B-1B lancer or more affectionately known as the bone. The B1 could go up ot mach two or get down low to the ground and get close to the enemy and set off its payloads to unleash mayhem on anyone that has the misfortune of being in its crosshairs. To do that in a time of war you need to be on your toes and thats why the USAF makes sure that all of its crews and well trained. On the 4th of october 2024 there was one such training mission underway, two bbs would make up felon flight and they would take off from ellsworth AFB in south dakota enter the power river test range and then practice stand off weapon employment. Now i had to learn what a standoff weapon is so now you have to as well. Basically a standoff weapon is a weapon usually a missile that can be fired from a distance so that the firing platform can stay out of the crosshairs of enemy fire. With all the briefing and all that out of the way the two B!Bs lit their burners and took off, they felon flight successfully employed their simulated standoff weapons and most of the training objects had been met but they now had a new problem brewing, the weather. Moreover the first B1b was starting to run low on fuel. They needed to start heading back now. They considered diverting to tinker AFB in oklahoma, but before they made any decisions the flight lead decided to contact ground controllers for a weather update. As they got into radio range the tower did not have good news for the crew the visibility was down to 5/8th of a statute mile or one kilometer or 3300 feet. The two planes discussed they both agreed that they could make a visual straight in approach to runway 13. With just half a statute mile of visibility. Once they were in contact with approach control they requested the 13 approach as they had higher ceilings on that approach. WIth decisions made the two planes split up as they both lined up for their respective landing attempts. RAPCON or radar approach control watched on as both jets locked on to the ILS and started cutting through the fog down to the runway. The controller cleared both the jets in for a opposite direction approach, this meant that they would be landing in the opposite direction of the other planes. They did this instead of switching the active runway at the airport. The two huge bombers were now space out by 7.71 nautical miles and the first b1b felon one touched down without any issue, as it taxied in the fog, now it was upto the second b1b felon two to do the same. The Aircraft commander of felon two now had set the speed of 164 knots and was on the glideslope. Then in the final moment of flight the wind suddenly shifted from a heading of 340 to 190, felon two had flown right into some severe wind shear. The plane sped up by 12 knots and in the cockpit the pilot pulled back power three times to keep the speed in check. The plane was still covered in fog and the pilots searched for the runway in the fog hoping that the lights of the runway would suddenly appear out of thin air leading them to the runway. The pilots one pilot was staring at the instruments making sure that everything was right where it should be and the other was peering into the fog. The nose of the plane went up ever so slightly as the plane cut through the fog. Then the instructor pilot out of no where screamed climb climb climb they had somehow strayed away from the glidepath and were now mere seconds from slamming into the ground. The captain took a few seconds to light the engines, the 4 afterburners kicked in but the pilot pulled back on the stick too hard and the plane was now unrecoverable. The jet slammed into the ground just shy of the runway the captain knowing that things were going wrong immediately pulled the ejection handle. and the burning wreck of the B1B went onto the runway and rolled along the runway for 5000 feet before coming to a stop east of the runway. In the tower they knew that something had gone seriously wrong and they were scrambling the emergency vehicles as fast as possible. In the commotion, the assistant director of operations got a text from the pilot of the plane saying all was okay with a location pin to where they were.

This is the story of Singapore airlines ___ on the 24th of October 2022 a Singaporean 777 was on the ground at London Heathrow airport getting ready for the long flight to Singapore’s changi airport. While they were on the ground they got the terminal aerodrome forecast, the TAF told them to expect moderate thunderstorms on the way in which would only last from about 30 mins to about an hour. So with everything looking good they decided to take off and then a couple of hours later they were in the Kuala Lumpur flight information region, the Singapore approach control or the SAC let them know that they could expect runway 20R to land at changi.While they were making their way towards changi they were asked to hold over the waypoint PASPU as runway 20R had a bit of a tail wind making landings hard. A minute into their hold ATC let them know that they might be waiting a while as the tail wind had intensified to about 10 knots. By this point the pilots had started to look at alternate airports. The first and second alternate airports, Paya Lebar Air Base and Senai International Airport were engulfed by rain as well, their third alternate Batam airport in Indonesia was a viable option. But as they mulled a diversion ATC let them know that the active runway had now switched to 02L . But Changi airport was still engulfed by rain and as the pilots lined the jet up with the runway the visibility dropped to 2NM, as time went on the visibility dropped further. In the control tower the controllers did not like what their displays was telling them the wind was changing rapidly. The tower had just changed the traffic flow from runway 20 to runway 02 and now the wind had changed again. Making arrivals into runways 02 L and R harder. As they looked over the data two planes went around from their approach to runway 02L and then a third plane decided not to go forward with the landing as the weather was just so bad. Thus the controllers decided to stop arrivals into the the airport for the time being and let the pilots know that they they could expect a delay. The pilots were asked to hold over the waypoint SAMKO and they were now getting worried they let ATC know that they could only ,hold over samko for one circuit and then they’d be at bingo fuel. From that point on they would be flying on their emergency fuel reserves. So they listened into the transmissions from BATAM airport and it looked like things were good over there. Then they got the bad news that the weather at BATAM had gotten worse, the visibility was now under 500 meters , the crew now seriously consider the prospect of diverting to BATAM airport.As the 777 held over the SAMKO the pilots let the controllers know that they could perform one more hold and if the weather did not improve and they did not get a quick landing clearance then they would need to divert to BATAM. At this point the pilots aren’t too worried both changi and BATAM are about the same distance from the plane and they should have no issues getting the plane to either airport. Meanwhile the controllers on the ground worked with the controllers at BATAM to make the diversion happen. The pilots were now coming up on the end of the second hold and they needed to know what to do from the controllers as they could not hold for any longer they had squeezed as much performance as they could from their 777 but now they needed to get this jet on the ground. But to their dismay and maybe shock ATC asked them to fly south. This was away from both changi and Batam airports and made no sense. The pilots were confused ATC explained that changi wasn’t ready for any new arrivals yet and their diversion to Batam had not been approved yet. They did not want to fly south so they asked if they could perform one more hold over SAMKO which approach control was okay with that. Now the crew was getting desparate. They needed to land now, so ATC started vectoring the plane towards Batam even Thought the final approval for the diversion still had not come in yet. But hey they were desparate. The jet was handed off to SAC who then handed the plane off to the TPAC. Then as the plane made it way to Batam the pilot declared mayday fuel. From this point if they landed straight into BATAM then they would be able to land with the final reserve fuel. That is the minimum permissible amount of fuel that they were allowed to land with. But yet the clearance for the diversion still had not come in. Eventually the clearance came in and the pilots lined the jet up with the runway. They were almost home, almost being the operative word here. But as they were on short final to runway 22 at BATAM they were informed that they had a 14 knot tail wind gusting to 30 knots this landing could not be carried out and they went around at 1600 feet.

This is the story of Republic airways flight 4439, America is a strange country when it comes to aviation, it has rules that in other countries would just be weird. For instance the mainline the regional airlines often take on the branding of their larger full service brothers and operate low demand routes to far flung parts of the country but the most interesting thing about all of this is the size of the jets that these regional airlines are allowed to operate. The scope clause limits the size of these jets to 86000 pounds. This is why republic airways was operating this flight from Atlanta to well the report doesn’t really say where the flight was headed to but it just said that the incident happened near Atlanta. But other sources that i have consulted said that the flight was headed to LaGuardia. So that’s what were going with although I wonder why a flight to New York from Atlanta of all places had 6 places on board, if you have any idea about this please do let me know. The jet lined up with runway 9L at Atlanta and the pilots pushed the engines to max power and they were rolling down the runway. Within moments they were airborne as flight 4439 left Atlanta behind and gained in altitude the pilots decided that they were going to now engage the autopilot but for some weird reason the autopilot would not come on. But that wasn’t all the pilots figured out that they were having some control issues with the plane, it was pitching up much more than they expected the plane to. It was as if the plane had a mind of its own. The pilots immediately knew that they had a pitch trim runway. Now what is trim? Trim is basically a way for the pilots to automatically adjust the control Surafces on the plane so that the pilot does not have to constantly provide a control input. For example take a situation where one of your engines flames out, the plane now wants to yaw, in this case you can trim the rudder to counteract this yaw. In the case of republic airways 4439 this trim system seemed to have a mind of its own pushing the nose of the plane up. When this happens it’s known as a pitch trim runaway. If you paid attention to the max crisis this is what a lot of the pilots thought they were dealing with. Obviously pilots are trained to handle this and in the captains training kicked in and he held the trim disconnect button down on his side. Theoretically this should tell the trim system to knock it off but the the plane still wanted to pitch up, the captain asked his first officer to try the pitch disconnect from his side but still there was nothing the plane wanted to pitch up and the pilots struggled to keep the nose down. The pilots knew that they were in deep trouble and immediately declared an emergency letting the controllers know that they had a trim runaway. These pilots needed to land asap and the controllers offered up runway 10 for them and they decided to go for it. The situation in the cockpit was so bad that both pilots were pushing down on the yoke meaning that neither of them could get to the quick reference handbook to trouble shoot the issues, their only line of defense was their wits and experience. The tower then asked if they needed to go higher to trouble shoot this problem and then the seconds ticked by then the transmission came in “Brickayrd 4439 were in a stalling situation”. The pilots were quite literally figfhting for their life with the plane that just did not respond to their commands. ATC now knows that what ever is happening with flight 4439 is serious and they they start cleaning the airspace around runway 10 out. Just so that they can give flight 4439 a straight in approach should they need that. They also stop departures to give the E175 some manevering room and to prevent a potential collision should the 175 lose control. As all of this is happening the piots in the cockpit are trying to descend but they still did not have any luck. The pilots now having gotten some control of their plane back ask whats available, the controllers let them know that runway 10 was all theirs and they were more than willing to get anybody and everybody out of the way to make any

This is the story of Singapore airlines flight 231. If you dont know the airbus A380 is the worlds largest passenger plane and that it carries a lot of people. Just to put things into context a typical emirates a380 can handle well above 500 people, while a 737 in an all economy configuration tops out at about 180 . It would take 4 737s to replace one A380 and thats with the space on the A380 being allocated to things like bars spas and showers. So the question is what do you do when such a large plane has an emergency well we thankfully havent had to find out, weve had a few close calls like quantas 32 and the story of Sigapore 231 is one of those lesser known stories. On the 9th of february 2020 An airbus A380 was making the trip from Singapore to sydney, with singapore being a connecting hub and with so many people wanting to travel to sydney it makes sense to put an A380 on this route. On this day as the pilots approached sydney they were greeted by some bad news, the weather in sydney was not the best. There was quite a bit of wind from the east south easterly direction with a crosswind of 29 knots. Moreover severe windshear had been reported for runway 16R. Wind shear really messes with a plane especially on final approach as the wind quickly changes direction for short period of time, it can really destabilize a plane on final. Heres how the aussie bureau of meteorology puts it a wind direction and/or speed change over a vertical or horizontal distance. It is significant when it causes changes to an aircraft’s headwind or tailwind such that the aircraft is abruptly displaced from its intended flight path and substantial control action is required to correct it’. Seeing all of this the pilots decided to go over the missed aprpaoch procedures for sydney airport and its a good thing that they did as they were cleared to land on runway 16R . They lined the jet up with the runway and took it down the plane as they fought with the weather to keep the plane centered with the runway. The jet was now just 1000 feet above the runway and then they flew right through some heavy windshear, The pilots immediately knew that they had no way of making this landing, they were no longer stablized and the best thing for everyone was to go around and try again. They commanded TOGA or Takeoff / go around power from the engines, retracted the flaps a bit and then let the controllers know that theyre going around. ATC instruicted them to climb to 3000 feet and to turn right to 270 degrees. But as the jet climbed away to the horror of the controllers the massive plane stared banking to the left instead of right. This was a huge problem as Sydney has a runway 16R, the runway that they were landing on and a runway 16L a runway that as the designator says is on the left, this left turn took them directly into the approach path for runway 16L. The controller is confused by this and he or she enquired if the plane was turning right to which the pilots of the A380 were like no we are not turning right. The controllers immediately gave them vectors to get them out of this area but they were now getting dangerously close to a dash 8 at their 12 O clock who was 11 kilometers or 6Nm away, who was landing on runway 16 L. The A380 wasnt turning as fast as they wanted to they got the Dash 8 to turn to the right to keep separation with the A380. Now this would have done the trick at most other airports but for such a busy airport like sydney it can cause some problems. In this case the right hand turn of the dash 8 took the dash 8 into the path of the 737 that had lined up behind the A380 to land on runway 16R! The dash 8 was now barrleinginto the path of the 737 and the distance between them dropped all the way down to 2.6 Nm which is well below the required minimums. This caused the controller to immediately issue a few traffic avoidance manuevers and all the planes then landed safely at sydney.

This is the story of the ukhoi superjet test crash. Airplanes are as safe as they are beacause we put them throught the ringer. Take the worst case scenario you can image and most of the time I assure you that a jet has gone through it. My favorite video of this type of test is this one of a 747 doing a rejected takeoff. In this test they loaded up a 747 took it up to its V1 speed and then slammed on the brakes to see what would happen. Mind you they were using worn down brake pads for this test and amazingly the plane stopped in time. This is done so that you know how planes react when in less than optimal conditions. This is what the russians were doing on the 21st of july 2013 with their brand new sukhoi super jet at keflavik airport. The jet which was a test article had been in keflavik for the past month jyst undergoing tests. On this day this was the crews 4th test flight. And on the 5th flight the test pilots had their work cut out for them they had to carry out test #978 which was to simulate a CAT III automatic approach close to the planes max ladning weight while in a cross wind taht exceeded 10 m/s with a critical engine failure at 25 feet above the ground resulting in a missed approach. When i tell you that they test everything i mean it. To carry this out the flight expert in the jump seat would kill the right hand engine from the ATTCS or the Automatic Take-off Thrust Control System test panel. With all of this planning done they started out with the test. The plane was lined up with the runway and they brought the jet lower and lower . At 5:23 and 26 seconds just as the engines were being pulled back to idle by the automated systems the flight expert killed the right hand engine at just 10 feet. But the left hand engine never came on, there was no roar that pushed the test aircraft to safety but instead the jet kept falling and falling tit was just 4 feet off of the ground. The pilot knew that something was wrong and immediately called for a go around and hit the TOGA or takeoff / go around button. Just as he did that the main gears touched down on the runway. The pilot was perplexed he looked at the displays and the TOGA mode had not engaged. He didnt have flight directors as well. He decided to carry out the go around himslef. Hr pushed the throttles to max power and retracted the gear. But still no power as the plane started to climb it lost the little speed that it had. As the plane lost its precious energy, it started to come down towards the runway. In a bid to prevent the plane from stalling they tried to bring the nose of the plane down. As the landing gear not down warningpermeated the cockpit, they knew that they were in danger. This is when the pilot flying realized his folly, he had been controlling the wrong engine. His right hand engine was the inoperative one and he had been commanding more thrust from that engine. He immediately firewalled the left hand engine in an attempt to save his plane. But it was too little too late as the left hand engine started to spool up the jet hit the runway. The fuselage dragged along the ground as the plane was pushed to the left by the crosswind. In the cockpit the pilots used the rudder to keep the plane on the centerline. Even though the plane was dragging along the runway. The pilot now needed to do everything that he could to stop this plane and putting the engines into reverse would give them a little bit of stopping power and thats what he decided to go for. But it was not enough the jet went right through the end of the runway and went along for another 163 meters or 534 feet. The pilots immediately started an evacuation of the jet as soon as the running engine had been brought under control. Thankfully all onbaord survived! So how did an experimental plane lose control so bad? Well that was up to the Icelandic transportation authority or it would be under normal circumstances. But the jet that crashed was classified as a state aircraft meaning that it got special treatment and this crash would be investigated by the icelandic ministry of foreign affairs.

This is the story of TWA flight 553, I started this channel because I wanted to shed light on the incidents and accidents that other people over looked because these incidents for whatever reason as I belive that we can learn a lot from the lesser known incidents. A lot of the safety practices that we take for granted come from smaller accidents like the one that we are going to look at today. TWA flight 553 was a flight between Newyork and Chicago with stops at harrisburg, pittsburgh and dayton ohio. TWA opted to operate a DC-9 on this route as the DC9 was just the right size for this job with only 25 passengers being on the leg from pittsburgh to dayton. The jet took off from the Pittsburh at 11:25 am local time the jet climbed out of pittsburgh with no issues whatsoever and after a relatively short cruise it was time for the jet to start its descent into dayton ohio. As all of this was happenintg a beechcraft that was chartered for a business flight was making the trip from detroit to springfield ohio. The beechcraft was flying under VFR or visual flight rules meaning that it was using visual cues on the ground to navigate from point A to point B. the beechcraft was staying pretty quiet on the comms as well. After takeoff the pilot only transmitted that he was on top of the smoke and haze and then left the detroit frequency. He also made a radio call to springfield aviation incorporated asking them for a courtesy car and letting them know that he would be starting his descent shortly. With that he slowly made his way south. As the jet approached the dayton terminal area it was cleared to descend from 20000 feet, its cruising altitude to 5000 feet and the jet was handed off from the indianapolis air route traffic control center to the Dayton Radar Approach Control Center. Dayton RAPCON wanted to the jet to fly a heading of 240 which would take them right to an ILS approach at Dayton. With the jet making great time with its descent the controller further cleared flight 553 all the way down to 3000 feet. As the controller went about his duties he noticed something that he didnt expect. A radar contact near TWA 553, the controller had no idea that there was a beach craft heading south from detroit and so he didnt really know who was in that vicinity and he issued the following warning to the pilots of TWA 553. “TWA 553 Traffic at 12:30 one mile sotuhbound slow moving” the pilots of TWA 553 just responded with roger. The controller the went about his way. On the screen the two blobs got closer and closer over the next 14 seconds and then they merged, the Beechcraft slammed into the DC-9 then left wing of the jet dropped and the bank angle increased until eventually the plane started to dive. There was no hope of saving the plane. The radar returns changed shape ever so slightly, the controller then got on the radio and said Clear of traffic but no reply came from the DC-9, he tried to get a hold of the jet again but still no reply. Eventually the realization hit him flight 553 had been lost it had collided with the mystery plane. On the ground near springfield ohio people heard the noise of the beechcraft and looked up only then they looked away and once they looked back the DC9 was falling from the sky. All 25 souls aboard the DC9 and the one occupant of the Beechcraft were lost thankfully no one on the ground was injured. While reasearching for this video i found an image of the TWA flight 553 departing from pittsburgh. Its a close up shot of the jet just hours before it would crash and its a hauntin image. Id love to put it up on screen right now but its under copyright. But i would highly suggest that you go look it up after this video ofcourse. When ever you have a mid air collision you have one person who was in the wrong place at the wrong time. To find that out you need to figure out the tracks that both planes were flying at the time they collided. Today thats pretty easy, even you and i can look on flight radar and get a rough idea of where most planes are. But back in 1967

This is the story of the 2021 crash of the 987 investments Md87 crash. On the 19th of October 2021 an MD87 owned by 987 investments LLC. this was a private charter flight meant to take a few people all the way from houston executive airport to boston to watch the houston astros play the red sox. So this wasnt a normal regularly scheduled flight, the pilots of the flight today usually flew for everets air cargo out in fairbanks alaska but with the pandemic and everything, they were probably getting work wherever they could find it. A lot of pilots had to adapt during the pandemic. Heres the thing though the MD87, hadnt flown for a while as well. The last time it was flown was on the 26th of april 2021. After a couple of months on the ground, this jet was ready to get back in the air. The captain had flown this jet before and this was the first officers first time flying the MD 87. The pilots got to the airport at 8 am local time and the first officer did a walk around of the plane to make sure that its extended stay on the ground hadnt done anything to the plane. Think bird nests in the engines or corrosion on the control surfaces that sort of thing, he was looking for anything that might make the plane unsafe to fly. Everything checked out. But just to be safe an airframe and powerplant technician from 987 Investments also performed a walkaround of the plane and noted nothing out of the ordinary. Two sets of eyes are better than one after all. But all seemed to be okay. The first officer and the captain started powering the plane on while the passengers boarded. They ran checks and went through the procedures that you needed to do to get this jet into the air. The captain told the first officer that theyd be using the procedures developed by the company that they used to fly for, everts. Telling the first officer that they would only reject the takeoff after V1 only if the plane wouldnt fly. For those of you that dont know V1 is the highest speed at which you can safely reject takeoffs, with there being enough runway left to stop the plane in time. At 9:52 am the engines were started and the pilots started taxing the plane to the runway. On the way the pilots did a control check, where the first officer pushed the yoke all the way and then back to make sure that the plane was responding to all the commands as expected. Everything was a okay and so the plane continued to the runway. The air traffic controller at this time chimed in and cleared the MD87 to take off from the runway 36. The captain set the thrust levels that they would have to hit, the pilots looked over the instruments and everything looked good. The flaps, slats and the stablizer were all set for take off now the onlything that was left was to push the engines to takeoff thrust and get the jet into the air. The jet started rolling, slowly at first but then it picked up speed. At 9:59 and 26 seconds the first officer called 80 knots followed by V1 at 9:59 and 47 seconds, this jet was going too fast to stop on the runway that they had left now.They would need to takeoff if something went wrong. Just a second later they called rotate, this is the indication for the pilot flying, in this case the first officer to pull back on the yoke and raise the nose of the plane into the air. He pulled back but nothing happened. The jet accelerated but it stayed firmly on terra firma. iT was like the controls were stuck in concrete. Nothing they did had any effect. The first officer then made the V2 call out. This is the minimum speed that must be maintained if an engine fails after V1. But the plane was still on the ground it should have lifted off by this point. Both pilots were now pulling back on the yoke. The CVR picked up the captain saying “come on” as he strained to get the jet into the air. At 9:59 and 53 seconds the first officer made the call he said abort and before the captain could react the first officer reached for the throttles and put both engines into idle and the captain activated the reversers. At the back of the plane, the huge buckets were pushed into the

This is the story of Piakistan international airlines flight 8303. On the 22nd of may 2020 almost 4 years ago at the time of recording this video, Pakistan and the world at large was emerging from the first wave of the Covid 19 pandemic. Due to the pandemic, travel and movement had been restricted on a global scale not seen in decades. But on the 22nd the worst seemed to be behind us some countries had started to open up, pakistan was one of them. Hence the flight from lahore to karachi. The A320 took off with no issues and within no time it was closing in on karachi, the pilots were in touch with karachi control and they assigned the Nawabshah 2A STAR or standard terminal arrival or star to runway 25L. Think of a STAR as an airway to get near an airport. The first officer who was flying decided to take the plane down. At 9:15 am local time the pilots wanted to get down to 10,000 feet, the controllers cleared them in and asked them to fly directly to the waypoint makli. This meant that they wouldn't have to fly the nawab shah STAR and this was shorter, heres the MAKLI and nawabshah approaches compared. In the cockpit the pilots programmed the FMS or the flight management system for the ILS-Z approach to runway 25L. At 9:23 am the controllers came on and said “Pakistan 8303 contact Approach 125.5” but there was no reply. Target tried again no reply they tried again no reply. After three attempts the controllers tried to get a plane nearby to relay a message to the A320 but still nothing. Then out of options the controllers called flight 8303 on the guard frequency. The guard frequency for those of you that dont know is a frequency that is monitored by all pilots and controllers its there for emergencies, but 8303 still hadnt repoded after 2 calls then after the third call they came on and said ““Strength 2 sir confirm changeover to 126.5” contact was reestablished with flight 8303. Once the jet had been handed over to Karachi approach, karachi approach cleared themm all the way down to 3000 feet. By this point the jet was at MAKLI, the way point that we were talking about but there was just one small problem, they were way higher than they needed to be. You see by the time they hit makli the jet needed to be stabliszed at 3000 feet. Flight 8303 was all the way up at 9000 feet. The controllers chimed in and asked ““Pakistan 8303 confirm track mile comfortable for descent?” which basically translates to “you sure you guys can make this” the pilots just reply with affir. In the cockpit theres confusion the captain said “what has happened” take out the hold”, referring to the holding pattern on that they should have done to lose altitude. The first officer just replies with ““Hold taken out, should we report this happening?” and the captain just says “No, this could be due to Hold tell Karachi Approach that established on localizer”. The captain wanted to go ahead with the landing. In a normal landing youre supposed to come in towards the runway at a shallow 3 degree angle. Flight 8303 was no where near that they were almost at 6 degrees. Now this meant that theyd have to intercept the glideslope from above. While this isnt uncommon its much harder than intercepting it from below. To get down fast the pilots extended the speed brakes, increasing drag on the plane. Karachi tower was watching all of this unfold and called up karachi approach on the hotline to let them know that 8303 was way too high. The approach controller just said that hed let them orbit for a bit to lose altitude. But despite the speed brakes being out, the plane was still too high when they were 10nm from the runway. They were supposed to be at 3000 feet but instead they were at 7239 feet. But the pilots were committed to this landing as they dropped the gear at this point and dropped the nose in an attempt to get down in time. The plane was now 7.4 degrees nose down. Karachi approach at this point out of concern said ““Sir, orbit is available if you want”, the response was ““Negative sir, we are comfortable we can make it Insha-Allah”

This is the story of Edeklweiss air WK3 on the 25th of august 2016 an airbus a330 was making the flight from los angeles to Zurich with 204people on board. You know the deal this was one of those long haul flights like the hundred of ones that take place every day. They took off from los angeles and now after a couple of hours they were getting ready to land in zurich. I imagine that the pilots the crew and everyone on board were getting ready to land. We all know the drill, after a couple of hours in the air we all want to get on the ground and stretch our legs. So as the controllers lined flight ___ up with the runway something else was happening in germany. Now full disclosure, I am not european not by a long shot, and this next section will have a lot of european names in it and im gonna be honest with you despite my best efforts I might mess this up. But if i do please feel free to yell at me in the comments of this video. Okay back to the video. On the ground at traben-trarbach a guy with a motor glider with the tail number D-KOWC was preparing to take a passenger to Biberach. The plan was to take off from Traben-trarvbach fly to Bad Durkheim pick up the passenger and then fly Bieberach. The glider was pretty barebones when it came to navigation, he had a compass a deviation table and an ipad with the app VFR-Nav with charts for the flight. With all the testing done the motor glider took off from bad durkheim at 10:25 UTC with the passenger, they needed to make a refuelling stop in Constance before heading off to Biberach. The two people made their way across europe in this tiny plane and when they were in the felberg region the radio cut out on the motor glider. The pilot quickly checked the fuses and found out that a fuse had tripped killing the radio. Now he did some switch flipping and he was able to trade the transponder for the radio and obviously flying without a transponder is dangerous so he decided to divert to bremgarten. For those od you that dont know the transponder is the piece of equipment that tells air traffic control everything that they need to know about your plane, things like who you are what speed youre at, your altitude all the important bits, flying without a transponder is kind of like swimming in a pool without a lifeguard. The mechanics on the ground at bremgarten looked over the plane and said that the onboard battery was running low on juice and so they charged the battery for about 90 minutes. With the battery juiced up they took off again at 2:55 Pm UTC. while they were overflying the todtmoos region 13 kilometers southwest of Lake Suchluchsee the pilot tried to raise zurich information pn 124.7 and right on cue the fuse tripped again. He tried to get all of his systems back online but nothing worked and then like last time he switched off the transponder to reduce the power consumption so that he could get his radio back up and running. But now he had a problem, his ipad had also died and with that, the VFR nav navigation app was gone, he now had to rely on an ICAO chart to navigate. As all of this was happening the Edelweiss A330 was now being vectored in for a landing on runway 14 by Zurich approach. The controller cleared the jet onto a heading of 110 degrees with permission to descend all the way down to 4000 feet. As this clearance was given the controller noticed a faint shadow on the radar screen that was intermittent. Usually, on a radar screen you have information about a plane, like its type whos flying it speed altitude that sort of thing, this radar return had none of that. The controller obviously concerned radioed and by the way this is from a translated report so this might not be verbatim "Edelweiss Three Alfa, and there is one primary target at DME2 13, just now on the localizer and seems to follow approximately localizer inbound, altitude is unknown." the small glider that we were talking about had somehow strayed into the approach vector of a major international airport. This was highly restricted airspace and this small plane was smack in the middle of it. Later the controller had a better idea of where the

This is the story of Air Canada Flight 680, on the 17th of september 1979 an air Canada dc9 was on the ground at Boston getting ready for the flight to yarmouth nova scotia. Cna I just say that air canada liveries peaked with the livery right here, in my opinion the rouge livery comes close but this right here is the best, if someone from air canada is watching please put this livery on a 787 or something. The flight today had 50 people on board with 45 passengers and 5 crew members. The DC 9 lined up and took off at 12:12 pm local time and soon flight 680 was on the climb to get to their cruising altitude of 25,000 feet, As the jet climbed the pilots worked though the checklists, it was mundane but it had to be done and on this day nothing really stood out to the crew as being a cause of concern. Minutes later they reached their cruising altitude of 25000 feet. They were looking forward to a boring cruise and then an explosion rocked the jet as the air was sucked out of the passenger jet at near supersonic velocities, something onboard had just given way. The first officer was flying the plane when the loud bang rocked the plane, while the plane was in autopilot the pilots donned their oxygen masks and carried out communication checks. Looking back the pilots saw that the cockpit door was somehow missing and the blue sky at the back of the plane. This was bad very bad, a huge chunk of their tail had to be missing if they could see straight out of the back of the plane;. The pilots knew that they had to get the jet down to a more breathable altitude fast they said “"Boston Center, Air Canada 680 is doing a rapid emergency descent. Clearance back to Boston, we're out of twenty-three thousand, descending." tower immediately cleared the jet for a right turn and cleared them direct back to boston. As the pilots brought the jet down they let the controllers know that they had just had an explosive decompression and that they would be leveling off at 9000 feet. Then as flight 680 got a sense of what was going on air traffic control got this chilling transmission “"Roger, we are just leveling now and the back end of our tail is blown completely off. If you could have some emergency crews standing by.". The explosive decompression was worse than anyone had anticipated, they needed to get this DC9 on the ground now. As they flew the wounded bird down one of the flight attendants told the pilots that everyone was accounted for and okay except for one flight attendant who sustained a slight impact to her head. Once they had leveled the plane off the first officer went into the cabin to make sure that everyone was okay and to assess the situation. Once the first officer got back into the cockpit the captain told him that the right engine would not go beyond an EPR value of 1.25. But they still had all their hydraulics, if they had lost their hydraulics then it would have been way harder to land this jet. The flight crew wanted the closest runway to them for landing and that was runway 33L at Boston, once the controllers knew that they were headed to runway 33L they sent a small army of emergency services to the runway, ready for anything that might happen. As the pilots lined the jet up with the runway the Boston approach asked the pilots if they had any problems with the controls and thankfully the controls were still responsive, at least for now. They had a tough landing ahead of them they needed to lose speed and altitude but the engines weren't as responsive as usual and since they needed a little bit of margin if something went wrong they decided to come in higher than usual and they decided to use their flaps and landing gear to lose altitude. With that the pilots lined the crippled jet with runway 33L. Then they slowly started to take the plane down, they had no idea what their jet was capable of and everything that they did from this point on might send them straight into the ground. But the jet held together and the pilots brought the plane to a stop on runway 33L their ordeal was over. I looked all over the internet for an image of the damaged DC9 but I wasn't able to find anything, unfortunately. If you have an image of the DC9 send me an email! Or drop it in the comments i’d love to see it.

This is the story of iceland air flight 680. On the 27th of october 2019 a boeing 757 was on the ground at seattle airport and this narrow body jet ahd to make the long trek keflavik airport in iceland in the middle of the Atlantic. This 757 is perfectly suited for this king of long and skinny operations and thats why airlines like iceland air love the jet so much. Theyre going to be replaced with airbus A321 XLRs but for a long time the 757 was the mainstay for operations like this one. Today the jet was 29,994 kilos or 66,000 pounds of fuel. While the plane was on the ground they performed some calculations to see how much fuel they would need for this flight, when the numbers were crunched they found out that by the time they had to land they would have 4100 kilos or about 10,000 pounds of fuel. This would give them enough fuel to hold and then divert if they needed to. All planes take off with some reserve fuel and flight 680 was no exception. With the math out of the way the pilots looked at the weather at keflavik just to get a feel for what they would be flying into, it would be a bit icy but there werent any major concerns. With that flight 680 lined up and the twin rolls royce RB211s of the 757 rocketed the jet out of seattle and within no time they were up to their cruising altitude. Now it was just a waiting game flight 680 went through the waypoints that it had to hit to get to Keflavik. Now while in cruise the pilots are constantly monitoring the plane to see if everything is working as it should and something that all pilots do is monitor the fuel burn. You have precomputed values for fuel levels for each waypoint along the route and when you hit those waypoints you check to see if the fuel levels are where theyre supposed to be, while doing one of those routine checks the pilots noticed that flight 680 was burning more fuel than expected. This isnt anything to be concerned about, some variance is expected. For example if you have a stronger-than-expected headwind then you will burn more fuel. By the time they were nearing the icelandic coast the pilots were talking about the landing. It had a rained a bit last night and the rain had frozen over the runway and so the runway needed to be deiced a bit and when that was done the runway was ready for business. The pilots wanted to get down as soon as possible so they asked ATC if they would be able to fly direct to waypoint RENDU and then land. But that plan was shot down by ATC because of conflicting traffic. By 5:56 am local time the pilots asked the controllers at reykjavik approach if they could fly direct to rendu. The controllers were doing their best to make that happen and told them to stand by. Once flight 680 had been handed over to keflavik aprpoach they could fly directly to rendu from here it was a simple left turn and then lining up with the runway and landing. Then a wrench got thrown into the whole plane. ATC came on and told a plane that was about to depart to hold short as a bae 135 had slid off the runway. The bae had just landed and the pilot was taxing the plane and it slipped on some black ice and it was now blocking the runway that it had landed on, runway 01. But thats okay, keflavik airport has two runways one here and here, so flight 680 could land on the other one, right, well nope the other runway had not been maintained properly, the braking action on that runway was less than 18 and was in no position to land on. The crew of flight 680 now had to hold at the waypoint sopar. They captain and first officer were now starting to get concerned they didnt have a whole lot of fuel left and couldnt hold for a very long time. Flight 680s diversion airport was rejavik and their minimum diversion fuel was 2.7 tons, which meant that when they hit 2.7 tons of fuel. They needed to make a beeline for reykjavik. The pilots of flight 680 talked to the controllers at keflavik about the conditions at reykjavik. This is the response that they got ““ICEAIR 680, at the moment there is no one in Reykjavik tower. We are calling them out and you can expect numbers in half an hour, and someone should be in the tower in 10 minutes.” This was heart

This is the story of Yeti flight 691. On the 15th of January 2023 the pilots of an ATR 72 tail number 9N-ANC of Yeti Airlines were having a busy morning, they were constantly shuttling the ATR 72 between the airports of Kathmandu and Pokhara. The thing about flight 691 was that it had two captains on board, the pilot in the left hand seat was being familiarised with the pokhara airport. the pilot flying and the pilot in the right hand seat was the pilot monitoring, who was the instructor. Now the thing is that the airport at Pokara was quite new, the old airport was very small and now a new international airport had been built in the vicinity and pilots were still learning all the new procedures for the new airport. So with that on that fateful day, they set off from kathmandu in the ATR 72 with 68 passengers and 4 crew members on board. The plane took off and everything was normal the weather was good, soo good that they were in visual conditions all the way to their destination and nothing appeared to be wrong. As flight 691 got closer to the airport of pokhara they got in touch with air traffic control and dlight 691 was assigned runway 30 for the landing. Now we dont know why but later on in the flight they asked for that to be changed to runway 12. They had already landed on runway 30 earlier on in the day and maybe they wanted to try landing on runway 30 so that the pilot flying could get some experience with both runways. We dont know why they made the change that they did, if you have any idea as to why they made the change that they did then please do let me know in the comments below. Then at 10:51 am local time the plane was at 6500 feet and they joined the pattern for runway 12 just north of the runway, ATC at this point was able to visually identify the plane and from their point everything looked good. As flight 691 flew the pattern, the pilots slowed the plane down and brought out the flaps to 15 degrees and 46 seconds later they dropped the gear. They were getting this plane ready to land. In the cabin people were excited about the landing with many of them looking out the window eager to capture a view of the city of Pokhara. At this point the plane was just 721 off of the ground and were on the downwind leg . The pilot flying called out flaps 30 and the pilot monitoring just replied with “flaps 30 continue descent”. This is when the problems started to show up for flight 691, The propeller rotation speed of both engines started to fall and then before you knew it they were less than 25%, we dont know how low they actually went because the flight data recorder does not record values below 25%. At the same time the torque being produced by the engines also fell to 0%. At 10:56 am and 36 seconds, a solitary little chime was heard in the cockpit, this was the master caution chime, but the pilots were just wrapping up the before-landing checklist at the time and didnt really notice the warning. As they made the left turn to get on to the base leg for the approach, that is they were now flying at a 90 degree angle to the runway and they still needed one final turn to line up with the runway , the engines had both gone into flight idle mode. Then in the cockpit the automated call out for 500 feet was made and it was followed up with the sound of a click meaning that someone in the cockpit silenced the master caution warning. The plane was then put into a left turn of 30 degrees, the pilot flying felt that something was wrong, so she asked the pilot monitoring, who was the more experienced pilot in this case if the left turn should be continued, he asked her to keep turning. Once the turn was done the pilot flying felt that things were still not right and asked the pilot monitoring if the approach should be continued. He didn't feel like it should be and asked asked the pilot flying to add more power. But this didnt fix the problem with flight 691. On the ground the controller cleared flight 691 for the landing,

This is the story of ethiopian airlines flight 645. On the 18th of july 2019 a boeing 787 was flying from manilla ninoy international airport all the way to hong kong international airport. The flight was definitely medium haul and within a couple of hours the plane was getting close to hong kong international airport. Now the active runway for landings that day was runway 25 and getting to runway 25 required you to fly to the north then turn to the left and then intercept the localizer of runway 25. If you dont know the localizer is part of the ILS or instrument landing system that uses radio beacons to guide the planes to the runway. The ILS is made up of the glideslope and the localizer. The glideslope tells you if youre too high or too low on your way down to the runway and the localizer tells you where you are in relation to the runway horizontially. Both of them together keep you ontrack and gets you right down to the runway. For the ILS appraoch to runway 25 you needed to hit the way point named river and then intercept the localizer. This would help you line up with runway 25 and from there it would be a quick descent right down to the runway and bobs your uncle. The pilots of flioght 645 flew the aprpaoch into runway 25 and the plane was on autopilot as they approached the waypoint river. River was just 15 nautical miles from the runway so they were getting ready to put this plane on the ground. The autopilot put the plane into a slight left bank as it picked up the beacon on the ground. The plane started following the the beacons down to the runway. The landing was going smoothly. The pilots then quickly scanned their instruments and then came to a sobering realisation. The plane was not descending towards the runway it was headed straight for terrain. Somehow the plane had not lined up with the runway and had also descended well below the minimum safe altitude for the area which was set to 4300 feet. If you dont know the minimum safe altitude is the lowest altitude that youre allowed to descend to in a particular area if you go below that youre at high risk of flying into something like a mountain. That was the case for flight 645. They were in mountainous terrain and the pilots did not feel like finding out where the mountains were with their 787, they immeidaately disengaged the autopilot and took manual control of the plane. ATC noticed that flight 645 was no where near the extended center line of runway 25 and saw that they were headed right for terrain and ATC immediately asked them to go around. The pilots acted swiftly and commanded max thrust from the engines and climbed away from the mountains and out of danger.They made a second approach to runway 25, it doesnt say if it was a manual approach or an ILS one but regardless, they landed safely. Now you might want to know how how close the 787 got to any terrain well the lowest that they got was 3277 feet which is more than a thousand feet below their minimum descent altitude and the scary thing is that they missed a mountain by .3 miles. If they were .3 miles to the right then they would have flown right into a mountain. Which is absolutely scary to think about. Now you have to know the 787 so far at the time of recoding has an absolutely spotless safety record. There are literally thousands of 787s in service around the world and not one hull has been lost, sure they got grounded for a bit in 2013 due to lithium battery fires but it never took a plane down. Finding out why this happened would be key to keeping that safety record intact. Next time around there might not be two pilots who are as attentive or an ATC who kept as close watch as the one at hong kong. So they needed to get to the bottom of this. When something like this happens a lot of things start happening, some people look at the plane to see if there was something there that could explain the deviation, some people will look at the navigational equipment to see if it sent the jet astray and then others will look through the the

Play War Thunder now for free with my link: https://playwt.link/maci and get a massive bonus pack including vehicles, boosters and more! his is the story of starships first interngrated flight test. Now I dont usually cover rockets on this channel, ive covered the space shuttle a couple of times and you guys seemed to love it so heres a video about space’x starship. But before we can talk about the worlds largest rocket blowing up 24 miles up in the skies iver texas then we need to talk about what starship is. Back in the day elon musk wanted to send a greenhouse to mars, why you ask? Because elons gonna elon. But he quickly realized that rocket launches were too expensive so he asked the russians if he could buy an ICBM off of them to get this mars plan of his off of the ground, pun intended. The russians obviously laughed him out of the room, i mean wouldnt you. But before we go further let me thank our sponsor war thunder, without their support this would not be possible. Yove heard me talk about warthunder, its the most comprehensive vehicle combat game ever made. You can play more than 2000 planes ships and tanks in amazing pvp battles. With everything mottled right down to the last rivet for amazing immersion. And the best thing is you can play on PC, Xbox X&S, the PS 5 and other last gen consoles. Since the last time i talked about war thunder heres some other things I like about the game. Ive fallen in love with the customisation that the game offers to it allows you to place historical markings for that added authenticity and the action packed PVP matches are something you must experience. So check them out at the link in the description But this made him create spacex in 2002. Fast forward a bit spacex gets to orbit with the falcon one then they build the falcon 9 with NASA funding and then they slowly start landing the boosters from 2015 onwards. They also develop the falcon heavy at around this time. To lob some truly massive payloads into space. But elon wants to get to mars and for that hed need a rocket thats absolutely massive, the likes of which the world has never seen, something that would make the falcon heavy, which hadnt flown at the time look like a childs toy. And so the ITS program was revealed as a concept in 2016. The ITS or the interplanetary transport system called for an absolutely gargantuan rocket that was fully reusable. This is absolutely nuts. You see up to this point spacex had only gotten to partial reusability and a rocket that allowed for reuse of the second and first stage was the holy grail of rocketry. The ITS then went through a couple of iterations before they landed on the design that they are building right now. An upper stage that has 4 flaps two in the font and two in the back that launches atop the superheavy booster and then re enters the atmosphere and then uses the flaps to control itself kind of like a sky diver. The falling upper stage would then be caught by a tower with two long arms, that the community has dubbed the chop sticks, the tower itself is called mechazilla. The booster is supposed to do what the falcon 9 booster does. Go up flip itself around perform a boostback burn and come in for a landing, instead of the booster landing on its own legs, mechazilla is supposed to catch the booster as well. Guys im not making this up these are the official plans of spacex. So with the design “finalized”, they started building the thing out in boca chica texas. Starship uses a unique engine, the raptor. Raptor is the worlds first full-flow staged-combustion methalox engine that is a lotta words but what it means is that the unlike most engines which uses either hydrogen or kerosene. The raptor uses methane, which not a whole lot of rocket engines use and it was only recently that a methane powered rocket reached orbit. All of this meant that it took a lot of blowing engines up to make sure that spacex’s raptor engine was reliable enough to put on a rocket booster. Now speaking of that booster, the super heavy booster has at the time of recording 33 raptor engines. Thats an absolutely mind boggling number of engines which handily beats the soviet N1 which had 30 engines and these are powerful engines, recently they fired all the engines of superheavy for a static fire before flight test two and at 50% thrust this thing is more powerful than the saturn 5 that took us to the moon and back. The starship vehicle has an additional 6 raptor engines. If you arent in awe of this machine just yet just know that everything that youre looking at right now was built in a field in texas under a tent. The starship is a truly incredible machine. With all of that prefa

This is the story of sky lease cargo flight ____. Now ive covered a multitude of accidents on this channel. Ranging from small planes to huge ones like the 747, i love covering the 747 because its just so huge and such a great airplane and the stories involving the 747 are always fantastic and the story of flight ___ is just that. On the 7th of november 2018 a 21 year old boeing 747 had to make the log flight from chicagos ohare international airport to changsha international airport in changsha china but it first had to make a quick stop in halifax to pick up some cargo, the plane would then leave for ted stevens international airport where it would be refuled and after that it was a quick hop across the pacific to get to china. So with that the plane left o'hare at 12:30 pm UTC and it climbed away from chicago when the plane was in the air the pilots were getting information about the state of the airport at halifax. They got to know that the ladning runway was runway 14 and the departing runway was runway 23 and that the runways were wet. On top of that the ILs for runway 23 and runway 5 were unserviceable. So yeah the crew were like runway 23 is not available for landing. So the pilots got together and conducted a ;landing briefing for runway 14. They talked about the landing distance that they would need to stop the plane the level of braking that would be required the landing weight all the things that you would need to stop the plane in time. When the plane was 153 nautical miles from halifax they started the descent into the airport. Since the airport was that busy the controller cleared the 747 in directly to the intermediate approach fix for runway 14. But at 4:54 am UTC the tower had a change of heart and then changed the active runway from runway 14 to runway 23 due to a change in the wind. Now the easiest approach would be the RNAV or area navigation approach to runway 23. But this change was not communicated to the crew. At 5:02 am the 747 was 8.6 nautical miles from the runway and the winds at 260 degrees at 16 knots gusting to 21 knots. This would give them a 7 knot tail wind and the controller was like are you guys okay with this? The crew had a quick discussion and then they were like yep were good runway 14 works for us. So the approach to runway 14 was continued, The plane was at 164 knots and it was just 4 nautical miles from the runway. Then just a minute and 21 seconds from the threshold of runway the pilots confirmed that they had a persistent tailwind. The pilots went over the go around procedure just in case talking about the headings and altitudes that they would fl at if they did have to go around. Then at 400 feet of altitude the pilot flying disengaged the autopilot and then hand flew the plane down to the runway. But things were now starting to go wrong the the plane was a bit higher than it was supposed to be at, the plane was supposed to be at 50 feet as it crossed the threshold of runway 14 but it was at 62 feet. The ginat plane also drifted to the left of the center line by 27 feet. But the 747 touched down firmly 1350 feet past the threshold of runway 14. But once on the ground the pilots were concerned the 747 was not slowing down as they expected the jet still had so much speed. The pilot flying knew that something was wrong the aitobrakes had not kicked in yet they were like a runway train on this runway he just says max braking and then slams on the brakes as he tries his best to keep the plane on the centerline. But the plane had eaten up too much runway and it was going way too fast for the plane to stop in time. The end of the runway was right there just 800 feet away and they were still at 100 knots. Just for some context thats like trying to stop a train thats going at a 115 miles an hour in 800 feet, yeah thats not happening. And this giant 747 went off the runway at 77 knots the gear dug into the soft mud but it wasnt enough to slow the plane down. Th jet went right into the ILS antenna for the runway but thankfully the giant jet came to a stop juts a few feet away from a public road. The plane was in one piece and one of the pilots had been lightly injured by the emergency escape devices in the cockpit that had come undone during the crash. But they all made it.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of flybe flight ___ on the 11th of january 2018 a fybe dash 8 was to fly from belfast city airport to glasgow airport. Flying was not something that the captain of flight — was planning on doing that day you see he was on standby and at the last moment he got the call that he would have to fly. So he immediately made his way from Aberdeen to Glasgow city airport to start off flying for the day this is when he met his first officer for the day.. This would be their first time flying together and both of them did not fly in or out of belfast quite often. But the weather was quite good for the time being and so neither pilot expected anything too challenging today. In the cockpit the two pilots prepped for the takeoff, they decided that the captain would be the one that would be flying the first two legs today and then the first officer would take over. The first flight of the day from Glasgow to Belfast was uneventful. The dash 8 made a smooth touchdown on runway 22 at Belfast and the pilots got to work turning the plane around for the flight back to glasgow. As the plane evacuated the runway the first officer was busy with his after landing checklists. The plane taxied and got to the stand a whole 5 minutes ahead of schedule. Not too shabby for the first flight of the day. Now that they had gotten the plane on the ground they now had to get the plane ready for the flight back. The captain walked around the plane conducting a visual check while the first officer programmed the flight management systems. Since the weight of the plane would change on the ground at Belfast a new load sheet had to be printed out. All of this went by without a hitch and within no time they were ready for the flight back.the controllers gave flight — its clearance, they would have to climb and maintain 3000 feet after taking off and so they programmed all of that into the autopilot. With the new load sheet information programmed in the pilots started the pushback and flight — was on its way to the runway. As the engines roared to life the flaps were set to 5 and the plane made its way to the holding line of runway 22. It was then cleared onto the runway so that it could backtrack and then lineup and take off. As they approached the threshold of runway 22 the captain went over their clearance again. He said “3000 with alt sel” then they started to turn the plane around on the runway to line up. Just as they lined up the taxi checklist was completed. In the cockpit the pilots were busty communicating with the controllers, doing the after start checks and prepping the cabin for departure. Complicating all of this was the fact that another airplane might be on arrival so they needed to takeoff soon or someone else would have to go around they would be mad. Then they moved onto the lineup checklist. Then they got the final takeoff clearance. The pilots started the takeoff roll and the dash 8 picked up speed and then it took off into the Belfast sky. Right after takeoff the Lnav mode was selected on the autopilot meaning that the autopilot would fly the plane along a pre planned path. The plane climbed away and soon it was at a1000 feet of altitude and the rate of climb was very much healthy. As the plane climbed it got engulfed by clouds and the crew were now in IMC. Now that the plane was safely climbing away the pilots turned on the autopilot. After a while something weird started to happen the plane was no longer climbing. The nose started to drop at about 1.2 degrees per second. BUt the crew were too busy with the after takeoff checklist. Over a couple of seconds the pitch of the plane went from 10 degrees nose up to 8 degrees nose down. With that they were descending. The plane was picking up speed and no on on the flight deck seemed to notice, the plane reached 4300 feet per minute of descent and then it broke though that critical altitude where the alarms would start shouting at the pilots. The automated warning just said “dont sink “ at 1300 feet. The captain wasted no time, he or she immediately disconnected the autopilot and pulled back power on the engines and pulled

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of TWA flight 542, On the 28th of august 1973 a boeing 707 was to fly from don mueang international airport to san fransico international airport, but this was not a direct flight it had stops, the plane was supposed to stop at kaitak in hong kong, taipei inn taiwan, okinawa japan, guam honolulu and LA before finally getting to sanfranciso. Imagine riding that flight from one end to the other. That would have been an experience. The plane had 141 passengers and 11 crew members. Before we go on can we just marvel at the the fact that a modern narrow body like the 737 or the A320 is capable of doing what a giant quad jet did in the 1970s, in fact planes like the A321 or the 757 can fly more passengers longer with two fewer engines and in a smaller footprint. We really are living in the future. But back to the story of flight 742. We join the jet as the plane closes in on LA from honolulu. The jet is at 33,000 feet with nothing out of the ordinary the pilots of the plane are in contact with LAX center. At 9:29 pm the controller gave the crew the all clear to take the plane down to 11,000 feet and so the crew disengaged the autopilot and then started taking the plane down. In the cabin the entertainment for the night had just ended and and the cabin crew members were making their way around the plane starting to prep it for landing. A few people stood around the lavatories. As the cabin crew members worked away the pilots flew the plane,bringing it down to their assigned altitude of 11,000 feet. As they were passing 22000 when the plane was at about 350 knots all hell broke lose. Out of nowhere the planes nose pitches up violently and then almost as instantly it had gone up the nose dropped and then the cycle repeated. The crew verified that the autopilot was indeed turned off and they turned on the fasten seatbelt sign. This looked like it would get worse before it got better. The nose would go up and then down and then up and then down. The flight data recorder recorded 50 such oscillations over the span of 2 minutes. In the cockpit the pilots frantically pulled back power on the engines and the flight engineer pulled the circuits to rudder power, mach trim and the yaw damper. If any of these subsystems were causing these control issues then this should fix that problem. But the problem still persisted the first officer and the captain were both working to get the plane under control. Trying to counteract the oscillations the best that they could. But as they wrestled with the plane the jet lost speed and altitude. By the time the jet was at 19,500 feet the oscillations had dampened and the plane was under control. The pilots would have been shaken by what had just happened. They tested the controllability of their jet to see what the plane could and couldn't do. That information would be crucial in the coming landing. If there was something wrong with their jet they needed to know about it now. A controllability issue popping up right before landing would be a very bad thing as the pilots would not have the time or altitude to recover from an upset. But the plane checked out fine, the controls were all normal except for a little bit of stiffness when they pushed the yoke forward. But they had another problem, the people on board, a lot of people had been standing when the upset happened. The ones who weren't lucky enough to make it to a seat in time were thrown from the floor to the ceiling multiple times as the plane oscillated. Some people were badly hurt and they needed to get this plane down on the ground as soon as possible. One of the flight attendants was a navy flight surgeon and two of the passengers onboard had medical experience, the three of them started treating the badly injured people the best that they could with the limited resources that they had. The pilots told LAX approach to have emergency vehicles meet them on the runway as soon as the plane landed. As they were having this conversation with the controllers the TWA technical team was made aware of what had happened to flight 742 They were trying to provide the pilots with all the information that they

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of jet blue flight 206. America's airports are busy, so busy that if you look at the worlds busiest airports for 2022 19 of the top 50 airports are american with 4 of the top 5 being american. The growth of air traveli in the US has been immense over the past few decades despite huge challenges to the industry in both 2001 and 2019. But airport infrastructure has not kept up with the growth in traffic. Just to put into context how expansive americans aviation market is south west currently operates 771 boeing 737 that's more than the entire country of india. With so many planes in the air and on the ground keeping them far away from each other becomes a challenge.On the 27th of february 2023 a jet blue embarer 190 was making the trip from nashville to boston. As the embraer 190 into boston, another plane a laer jet 60 was on the ground at boston getting ready for a flight that night. The learjet was owned by the charter company hop a jet. We dont know how many people were on board or where the plane was going as the final report for this incident is surprisingly short. So we dont know a whole lot about the plane, but the pilots who were piloting the learjet were very experienced one of them was a 63 year old male with more than 22500 hours of flying under his belt while the first officer was a 23 year old male with 2300 hours of flying. ON that day the pilots of the learjet had to cross runway 4L using taxiway echo and then get onto taxiway mike which would take them all the way to runway 9 from where they would be taking off from. As all of this was happening the pilots of jet blue flight 206 was setting the plane up for an approach onto runway 4R. As the learjet taxied to runway 9 the ground controller at boston asked for the pilots of the learjet to line up and wait on the runway so that the jetblue embraer could land. The pilots of the embaeer lined the plane with with runway 4R and they took the plane lower and lower until they were close to touching down, just seconds away. Then in the tower an ASDE X alter sounded, the ASDE-X stands for the airport surface detection equipment model X. In simple terms the ASDE is a way to track planes when theyre on the ground and it uses everying from radar to multilateration to satellite images to see where planes are on the ground and more importantly it can predict where targets will be and generate pre emptive warnings to warn controllers about impeding collisions. Today that was exactly what was happening, the learjet and the embaeer were on a collision course taking a quick look at the ground radar showed that the learjet had for some reason started its takeoff roll and it was hurtling towards the intersection fo runway 09 and 4R. The controller knew that she had to act fast and immediately and then she gets on the radio and in the most calm and professional voice ive every heard just says “jetblue 206 go around” in the cockpit the pilots push pull back on the stick and push the engines to max power as the lear jet screams by right in from them. Whats interesting is that someone in the cockpit of the jet blue aircraft was in the jump seat and was recording the approach and we have a picture of the learjet passing in front of the jet blue plane. Ill throw it up on the screen right now. Its truly scary. As the two planes pass each other the controller tells the pilots to maintain runway heading and climb and maiuntain 3000 feet. The learjet continued its takeoff run and climbed away safely. It was scary how close these two planes were. Thye were at the intersection of runway 4R and 9 at the same moment and the learjet was flaring to land when the go around was initiated. The altitude at this point was 30 feet of of the ground and the tail of the leather is 14 feet high which meant that these two planes were only 16 feet apart. For some context these two planes were 2.25 shaquile o neals away from each other. Keep in mind that separation is due to the ASDE system warning the controller in advance and after the crew of jet blue 206 started their go around. If the ASDE had not waned the crew

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of United Airlines flight 1722. Hawaii is a US state like no other, its the only state that is made up of islands. This means that getting the to the state requires you to either get on a boat or on a plane and lets be honest most people are gonna be flying. This means that the tiny airport of Kahului and honolulu handles a ton of traffic. On the 18th of december one of those planes was a united airlines boeing 777 with 271 people on board. The jet was to make the trip from kahuli airport to sanfranciso airport. This was one of the many flights that connected the islands back to the mainland. The pilots of flight 1722 were on the ground at Kahului and they punched in the data into their flight computers. This computer would then spit out how to fly the takeoff. It would tell them how much power to use, how long the takeoff run will be all that sort of stuff. Contrary to popular belief you dont go full power for all takeoffs, that would tax the engines too much reducing their lifespan by a lot. So instead youd give the computer the conditions that were expected at the time and youd get an optimized departure profile. ON the 18th their calculations showed that they could get away with a reduced thrust takeoff with flaps at 20. But as the plane started to taxi the controller threw a wrench into that idea. You see the sensors around the airport had picked up wind shear around the airport. Wind shear is a weather phenomenon when the direction of the wind quickly changes for a short period of time. Think of it like a current of air that can push planes off course or worse if it is strong enough. This is why modern jets are equipped with wind shear detectors. This information changed their plans the captain now decided to go for a maximum thrust takeoff with the flaps at 20. This would allow them to punch through the windshear with no problem at all, as jeremy clarkson says “power and speed solved many things” and indeed this was one of those cases. So with their new plan the pilots taxied the 777 all the way to the threshold of runway 02 at the airport. The nigh was rainy and dark and the pilots couldn't see very far out into the night. The departure would take them out over the dark pacific ocean and so they would have to keep an eye on their instruments as they flew out to figure out what their plane was doing. With that the pilots lined the jet up with the runway the lights of the runway shone through the rainy dark night leading them into the dark pacific. The the captain pushed the engines to max power and then engaged the autothrottle. The computer would now take care of the power setting while the captain hand flew the plane on departure. The 777 went though 80 knots and everything was fine and then came the V1 speed. At this point they were committed to this takeoff. With that flight 1722 lifted off into the dark sky. The jet gained altitude as it left hawaii behind. Then right on cue the planes airspeed indicators began to fluctuate as the jet punched through some turbulence. This is what the controller had warned the pilots about when they were on the ground. As the plane picked up speed the the captain called for flaps 5, they were flying fast enough that the plane could have enough lift on its own without the flaps being at 20. The first officer carried out what the captain had asked of him and then he contacted departure to discuss the weather. But the captain noticed something strange. The max speed on the primary flight display was lower than expected. On the primary flight display you have this speed ribbon and on the ribbon you have this red overlay that shows you the maximum speed that your plane is capable of in the current configuration that it is in. its a very simple idea, stay out of the red and you'll be fine. For what ever reason that red bar was lower than expected. He expected to be able to fly a lot faster with the flaps at 5. Then, the plane started to pick up speed. The captain grabbed the throttles and pulled them back to avoid overspeeding thus overriding the autothrottle. He quickly scanned the instruments to see what was wrong with this jet, he saw that the flaps were at 15 and not 5 like he had asked. So he asked for flaps 5 again and this time he made sure that the flaps were now in the 5 degree detent. The first officer was also now trying to troubleshoot the issue. He knew that the captain had some issues with airspeed control and so he asked the captain if his instruments, the one on th

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 Christmas day 2012 at about 6:03 am local time a fokker 100 jet with 65 people on board left yangon international airport to mandalay international airport for a short domestic flight in the country of myanmar. And also youtube algorithm, dont demonetize me for the name of the plane thats just what its called theres not much i can do about it. This was the first leg of the flight and by 8:26 am the second leg of the flight was underway. This leg took it form mandalay international airport to heho airport. The plane quickly climbed to its cruising altitude of 13000 feet and within no time the jet was closing in on heho. The pilots contacted heho center and they got the weather data for the airport that they would be landing at. It wasnt bad to be honest, calm winds a bit of fog but they had 3 kilometers of visibility. As the jet descended the radio altimeter came on on and the first officer called out radio altimeter to make it clear that the radio altimeter was working. As the plane went through 9000 feet of altiitide the jet overflew the heho NDB. The pilots would be performing a non precision approach to runway 36 at the airport. The NDB approach needed the pilots to overfly the heho NDB and then they would have to turn to the right onto a heading of 220 degrees, after this was completed they would then have to turn to the left onto a heading of 010 from this point they would just have to visually line up with the runway. The weather was a bit foggy and so the pilots decided to talk about the possibility of a go around they talked about what theyd do in the event of a go around. As the jet started its turn to 220 degrees, the pilots had started the turn a bit too soon meaning that they were to the west of where they were supposed to be. But the captain saw the runway ahead of them and then decided to keep up with the approach. The captain saw that there was a bit of fog between them and the airport but it wasnt big enough to be any cause for concern and so they decided to go ahead with the approach. The MDA or the minimum descent altitude for Heho was 530 feet which meant that you could not go below 530 in altitude without seeing the runway. Also you have to remember that the MDA is doubly important because they were carrying out a non-precision approach. Had they been using an ILS or something like that then under very specific conditions they could have followed the radio beam all the way down to the runway. But with a non precision approach they did not have that luxury. As the Fokker dropped over the myanmarian city of heho the pilots called “i visual” as they spotted the runway. In the cockpit of the plane the workload of the pilots started to pile up as they now had to fly the plane keep up with the radios and had a bunch of checklists to go through and all of those needed to be done before the jet go anywhere near the runway. As fog stared enveloping the jet the automated voice in the cockpit started counting down the altitude. The voice said 500, then 400 then 300 then 200 and then when they were just at 108 feet the captain

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of southern airways flight 242, on the 4th of april 1977 a southern airways DC 9 was on the way from northwest alabama regional airport to the hartsfield atlanta international airport with a stopover in huntsville madison county. Flight 242 made it to huntsville with no issues whatsoever and landed at about 3:44 pm. The hop on over to atlanta would be a short and simple one. Taking just 25 minutes the pilots of flight 242 just had to fly towards the rome VOR and then just make their way to runway 26 of atlanta. The 85 people onboard expected a quick flight. They should be on the ground in no time at all. With all of the departure information sorted out the pilots of flight 242 took the DC 9 into the skies of alabama. ONce in the in the air the pilots were in contact with departure control. They cleared the pilots to take the plane upto 17000 feet and to make a bee line for the rome VOR. But things wouldnt be as simple as going in a straight line the controllers and the planes weather radar had some bad news for the pilot. The controllers let the pilots know that they had some heavy precipitation in their way at a range of about 5 nautical miles. Looking at the weather radar the captain remarked “Well the radar is full of it, take your pick” then responding to the controllers the captain said “Okay were in the rain right now it doesnt look much heavier than what were in right now, does it?” , the controller said that according to his instruments the rain would get a bit worse as they went into the cloud mass. The first officer was now looking at the weather radar trying to make sense of what he was seeing on the radar. He said “I cant read that it just looks like rain bill, what do you think theres a hole” the first officer might have found their ticket out of the storm system, a break in the weather. They were quite close to it and they should be able to push through riding out the storm. The captain agreed,” Theres a hole right there thats all i see, then coming over we had pretty good radar. I believe right straight ahead, there the next few miles is about the best way to go”. So the pilots of flight 242 were going to thread the needle. The needle being a massive weather system that had boxed them in from both sides. The controller than came on and he did not have good news for the pilots of flight 242 he said “ Youre in what appears to be the heaviest part of it now. What are your flight conditions. The captain replied with “were getting a little light turbulence and Id say moderate rain” With that flight 242 was handed off to the memphis center. Then the captain turned to the first officer and said “ As long as it doesnt get any heavier, well be alright” and the first officer just said “yeah this is good”. At 3:58 pm memphis control informed the pilots about a SIGMET that was active for the vicinity of tennessee, south eastern louisiana, mississippi north and western alabama. For those of you that dont know a SIGMET stands for a significant meteorological information and its only sent out when things things are relatively bad. Like tornadoes, thunderstorms, hail extreme turbuclence. You get the idea, if theres some weather phenomenon that could impinge on the safety of a flight a SIGMET was sent out and these guys were in the middle of one. As the plane was put into coatct with atlanta center the jet was rocked by some heavy turbulence. The captain exclaimed “ Here we go hold em cowboy”. As the pilots talked to the controllers about how to get the plane on the ground other planes in the air like TWA 584 were being re routed around the storm. In the cockpit the sound of the rain intensified, As the rain picked up the pilots slowed down. They were now engrossed in their weather radar, they were in a weather maze and they had to find a way through. The captain didnt like what he saw he said “ Looks heavy nothings getting through that” the first officer looked for a way through and he said “ thats a hole isnt it?” They then decided to hand fly the jet though the hole at a speed of about 285 knots. As all of this was happening Atlanta control was trying to get other planes through the weather. As

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of dan air 1903. On the 3rd of july 1970 a dehavilland comet was on the way from manchester airport to barcelona airport. If you dont know the comet was the worlds first jet airliner. At the time the comet was the cutting edge of what was possible, she made everything that had come before her look outdated. But for the comet being on the cutting edge meant that sometimes she got cut, the comet infamously had design issues that took two planes down and that lead to a redesign of the entire structure of the plane. If you want to see a video about those accidents then let me know in the comments below! But the story of 1903 is often overlooked and almost forgotten. . on that fateful day flight 1903 was a charter flight with 112 people onboard. The jet took off at 4:08 pm and it climbed to its cruising altitude and the french controllers routed the plane through french airspace. It was a bit busy so flight 1903 had to take some detours and so as it approached spanish airspace it was a bit late. The french controllers decided to take them down from 37000 feet to 22000 feet. Once the jet had entered spanish airspace the pilots were ready to get down to 9000 feet. Throughout all of this the pilots of flight 1903 were in contact with controllers letting them know their estimated arrival times at each way point in their route. Once the pilots were in contact with barcelona approach they got an instruction to turn to the left to a heading of 140 degrees. The pilots acknowledged and like before they told ATC that they expected to be at the waypoint Sabadell at 6:07 pm. At 6:00 pm approach asked the pilots for confirmation that they indeed would be hitting sabadel at exactly 6:07 pm. But things had changed and the pilots now told them that they would be at sabadell at 6:05 pm two minutes earlier than expected. So the controller now updated his clearance, the left hand turn was canceled and the pilots now had to proceed directly to sabadell. As flight 1903 was getting down to 9000 feet, the controller enquire if they had a DME or distance measuring equipment onboard, the comet did not. The pilots were then cleared down to 6000 feet and they were instructed to make a left hand turn to 140 degrees now. Lets pause for a second why is th controller asking flight 1903 to turn to the left to 140 degrees. The airport was using ASR-5 radar and they were using the radar in primary mode meaning that they didnt have labels on their screen telling them who was who, instead they just had a bunch of blobs on their screen. To see who was who the controllers would just ask the pilot to make a turn and that way based on who was making the turn on radar they could tell who was who. This technique is still used today when someone’s transponder conks out. I dont know why they had to use this though the comet was equipped with a bendix tra 61 Al transponder . maybe the ASR-5 that the airport was using was not equipped to receive transponder signals or something, if you know why let me know in the comments below. . Right after this the controller wanted to know if flight 1903 was passing the waypoint sabadell, the pilot replied with “in about 30 seconds” just 15 seconds later they were at the waypoint sabadell and the controller said “radar contact, continue descent 2800 feet altimeter 1017 transition level 5-0”. After that the pilots How did a modern airliner fly into a Spanish mountain as it was attempting to land at one of the busiest airports in spain. If there was a systemic issue at play here they needed to find it as soon as possible otherwise 1000s of lives would be at risk The first thing that they looked at were the navigational aids that the pilots were using at the time of the crash, if they were to malfunction then that would explain the accident so the investigators decided to look at the the Sabadell NDB, Barcelona VOR, Perpignan VOR and Gerona VOR to see if any of them were malfunctioning and they weren't something else brought flight 1903 down. Now if this were a modern accident the investigators would have a wealth of data from the data recorders on the plane but with this being the 1970s not a whole lot of data was recorded on the data recorders. Only a few parameters were recorded namely time, speed, altitude, pitch attitude, heading and vertical acceleration were recorded and that too only for the last 8 minutes of flight. This is a far cry from what is possible today where 100s of parameters are recorded from the position of control surfaces to the placement of t

Play War Thunder now for free with my link: https://playwt.link/maci and get a massive bonus pack including vehicles, boosters and more! War Thunder is a highly detailed vehicle combat game containing over 2000 playable tanks, aircraft, and ships spanning over 100 years of development. Immerse yourself completely in dynamic battles with an unparalleled combination of realism and approachability. This is the story of indigo flight 237. On the 27th of february 206 an indigo airbus a320 was on its way from ahmedabad to jaipur in india. Indigo is the country's largest airline with a large fleet of airbus A320s. The plane was supposed to leave ahmedabad at 4:10 pm but it left 10 minutes ahead of time at 4:00 pm. This was a short flight and by 4:32 pm the plane was in contact with jaipur approach getting closer to the airport. The first officer was the one that was in control of the plane while the captain kept watch over what the first officer was doing an he was monitoring the instruments. The controllers on the ground vectored the plane to a waypoint JJP via a waypoint named BUBNU, they were told to expect an ILS approach to runway 27 as the crew acknowledged they started the descent down to 11000 feet. As the plane dropped towards jaipur the pilots briefed on the approach that theyd take down to the runway. I imagine they talked about the usual stuff like runway conditions wind, go around procedures that sort of thing. It didnt look like they would need to go around tho, the weather was good, the winds were calm and they had a ton of visibility. Unless something went catastrophically wrong they would not need to go around. Since the weather was so good the controllers asked the pilots of flight 237 if thyed like to opt for a visual approach instead of the ILS approach that they have been assigned. Since the weather was so good they agreed. A visual approach is not hard if you have weather is good you just keep the runway in sight and take the plane in all the way. If at any point you lose sight of the runway you just go around. As the pilots took the plane even lower to 3600 feet the pilots reported that they had the runway in sight. Perfect this would be a walk in the park. At this point they were flying along the airport and they had not lined up with the runway yet. So they had to report to the controllers when they were on the left base leg. Which would be right about here. At that point they would be transferred from approach control to tower control who would take them all the way in. The plane was in the left downwind pattern and the pilots were slowly starting to bring the flaps in and starting to configure the plane for landing. Then the plane started to turn to the left to line up with the airport and the gear was dropped. As this turn was being made the autopilot was disabled which meant that the pilots were now flying the plane. The speed was still managed by the computer though. Flight 237 was now about 4 nautical miles from the runway andd the pilots took the plane down as they searched to reacquire the runway. Still in the base turn the pilots had the runway in sight. The captain said runway in sight and asked the first officer to descend. But as the turn was ending the first officer was squinting through the sun trying to find the runway and he was not seeing what the captain was seeing, there was no runway to be found.The first officer was probably starting to worry now and then he had the scare of his life. They were at 500 feet and he saw the runway. The only problem was that they were not lined up with the runway, the runway was off to the side they were lined up with a highway that was off to the left of the runway. The captain asking the first officer to take the plane down to a highway. The first officer had very little time to react. The jet was at 480 feet and it was dropping fast in a mere 39 seconds the jet with — people on board had dropped another 180 feet and it was at 200 feet. At this point the captain realized what the first officer had known the whole time and both pilots called for a go around simultaneously. Right as they did that the too low terrain warning came on, thats a warning that you never wanna hear in the cockpit. The pilots pushed the engines to max power and the engines responded pushing the plane out of its descent for about 10 seconds the jet floated just 189 feet above the ground and then thankfully it started to gain altitude once the jet was fully climbing away they then landed the plane on runway 27 safely. This time using an ILS approach to the runway. Thus, they landed safely. I doubt if the passengers on the plane knew how close they were to disaster but they really were. But before we go further lets talk about how this approach should have been carried out. Youd fly along the runway called the downwind leg, then when you were abeam of the runwa

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of speed bird flight 06. If you know anything about aviation is that london heathrow is an absolutely massive airport. It is the busiest airport in europe an it is bursting at the seams in terms of traffic. This means that theres a ton of planes landing and taking off from heathrow everyday. At the time of writing heathrow had 4654 departures in just one week, thats absolutely massive, for some context in the same time frame dubai had 4006 departures. This isnt anything new, London has been a busy airport for some time. On the 28th of april 2000 all of this was still true, heathrow was bustling with activity. On that day runway 09R was being used for takeoffs and runway 09L was being used for landings. Supervising the departures was a trainee controller who was under the supervision of a controller. At about 1:55 Pm air departures got a call from london area terminal control center. They wanted to know if speed bird 6 a boeing 747 could have a special clearance to land on runway 09R. The supervising controller turned to the trainee controller and asked him to estimate the distance to touch down. They discussed for a bit and came to the conclusion that the747 was about 15 nautical miles from touching down. That meant that the 747 would be at the airport in about 5 minutes. The trainee controller ran through what she had to do in his head. sHe had given a few conditional line ups on runway 09R to a couple of planes, the soonest that they could be airborne would be in 6 minutes so he would have to break a few pilot hearts and cancel a few takeoff clearances so that the 747 could land. As all of this was happening heathrow director was in contact with speed bird 6 and said the following: “There's no ATC speed control you're number one for 9R” and then the plane was transferred over to air departures so that they could guide him in the rest of the way. The pilots checked in saying “ speedbird 6 on frequency range 6 miles 9R’ to which the controller replied with “speed bird 6 continue approach wind 070 8 knots”. Things were now starting to heat up in the control tower. Speed bird 6 was still a little bit out and the controller could squeeze in aa few departures before flight 06 got to runway 09R so he got on the radio and cleared shamrock 715 for takeoff. As shamrock 715 was rocketing out, the supervising controller asked the trainee controller to clear the next two waiting planes for an immediate takeoff. If you dont know what that means at busy airports if youre cleared for an immediate takeoff you turn onto the runway and then you takeoff none of that line up and waiting stuff here. In this case Luftahsa 457 was lining up after shamrock 715 was away. As lufthansa 457 was getting on the runway the controller inquired with the next plane behind lufthsana 457 he said “"MIDLAND ONE NOVEMBER ZULU WHEN SO CLEARED CAN YOU TAKE AN IMMEDIATE DEPARTURE THERE'S LANDING TRAFFIC FOUR MILES". Midland one november zulu was good with an immediate departure. As they wrapped up this conversation lufthansa 457 was rolling meaning that he had started his takeoff run. Now it was midland one november zulus turn. As the A321 was about to get on the runway the crew decided to double check “"MIDLAND ONE NOVEMBER ZULU JUST CONFIRM WE ARE CLEARED TO LINE UP". The trainee controller confirmed the A321 was ready to go! The controller was now talking to the next jet in the lineup for takeoff telling them that they could takeoff right after the 747 had landed. At this point the mentor took control and said “'SPEEDBIRD SIX KEEP IT COMING THERE'S ONE TO ROLL THE WIND ZERO EVEN ZERO EIGHT KNOTS". The crew of the 747 acknowledged. They were still good to land. He then turned to the A321 and said "MIDLAND ONE NOVEMBER ZULU START POWERING UP ON THE BRAKES AND YOU'RE CLEAR IMMEDIATE TAKE OFF

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 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

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of martin air flight 495. On the 21st of december 1992 a martin air dc 10 was flying from amsterdam schipol airport to faro airport in portugal. The plane had 327 passengers and 13 crew members on board. Since the flight was so close to christmas the plane was full of dutch holiday makers. Before takeoff the captain examined satellite images of faro, and it showed a low pressure area over the atlantic. Strong winds and storms would greet them as they flew into faro that day. But as the plane was about to depart an issue with the number two thrust reverser delayed the flight by 40 minutes, but once that was fixed The plane took off from schipol at 4:52 am UTC and the plane was cruising as planned at 37,000 feet. This flight was a short one just 2 and a half hours long and its quite surprising that they went with a widebody for such a short flight. Soon after takeoff flight 495 was closing in on faro airport. At 7 am the pilots were going over the approach to faro, they talked about the runway and the navigational aids that they would use to get the plane on the ground. As the plane got closer to the runway the pilots had their eye on the fuel, 12 tons it read. More than enough fuel to attempt a landing and then divert if needed. Their diversion airport was lisboa and the captain double checked if their diversion was still viable, it was and so everything was set for this landing. At 7:14 am the captain gets word from the ground and its bad news the weather is very very bad and it looks like they might have to divert to lisboa if the weather was this bad. The pilots turned to the weather radar and it didnt show them good news, there were showers to the west and south of the field. As they got closer to the airport, they listened into the conversation between another plane and the controllers on the ground apparently what they identified as simple showers were actually thunderstorm systems as they descended into the thick of it the plane was jostled around by turbulence. The turbulence didn't let up for the remainder of the flight, even as they were turning onto final the plane was still being hit by pretty strong winds. In the cockpit the pilots were blind, the plane flew into one cloud and then into another. Since rains had been battering the airport the controller tells the pilots that the runways are flooded and that they should report when the airport was in sight. The pilots knew that the plane could handle a bit of water on the runway so they decided to continue the approach to the runway. As the gear dropped the runway was in sight and this looked like any other landing in a storm, this was a challenging approach but nothing that a few trained pilots couldnt handle. When the plane as 800 feet above the ground the controller asks if the plane could see the runway, they reported that they had the runway in sight. The pilots struggled with winds gusting to 20 knots as the plane descended. At 7:32 am the first officer exclaimed “Papi” referring to the lights that let the pilots know if they were on the right glide path but the captain was fighting his own battles. He said “Speed a bit low, speed is low”. At this point the window iced up and the first officer said quote “ windshield anti ice i dont see anything”, as all of this was happening the captain was still trying to keep the plane at the right height and at the right speed. He says, A bit low, a bit low. As the pilots fought to keep the plane under control the speed of the plane started to drop without the pilots noticing. As the plane descended it starts to rock from side to side, the right wind drops and then the left wing drops. The pilots were trying to best to fight the oscillations the radio altimeter says “50 feet”, the captain had had enough and called for throttles on the CVR you could hear the throttles being advanced. Despite that the plane

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of dana air flight 363, on the 20th of february 2018 a dana air md 83 was making the flight from Abuja to port harcourt international airport. The plane had 44 passengers 2 pilots and 3 flight attendants. This would the the second flight of the day for the pilots of flight 363. The plane took off and everything was normal and by 8:20 pm lagos area control had cleared the pilots down to 22000 feet and soon after that they were cleared down to 8000 feet. As they descended the captain briefed for a landing on runway 21 at the airport. The weather was a concern for them. They had a bit of cumulonimbus clouds in their way down to runway 21 and approach control wanted to know how theyd handle the clouds in their flight path. The captain basically kicked the can down the road and told approach control that he would like to get closer to the runway and then make a decision, which isnt a bad idea at all. But approach control had bad news for the pilots of flight 363 the intensity of the rain at the airport had picked up meaning that it was now way hardred to get this MD 83 on the ground. The weather was deteriorating and the rain was now a full blown thunderstorm. At 6:45 pm the jet was cleared for the LOC approach to runway 21. At this point the captain noticed that the DME 2 was not working. DME or distance measuring equipment is exactly what it sounds like, the plane uses beacons on the ground to calculate where the plane is in relation to the beacon and passes that information onto the pilots. So to rectify this the pilots switched the beacon over to nav 1 and the LOC track came on. All was saved. They were still 12 miles from the runway and so they still had some time to go before the plane touched down. Now all they had to do was contact the tower and get this plane on the ground, but they could not raise the tower on the radio. As it turned out the captain had made a mistake when punching in the frequency for the tower and thats why they werent getting through. But 1 minute and a half later the pilots were in contact with the tower. The first officer was now peering through the clouds to try and get a visual on the runway and the captain swicthed the wipers to full blast to try and get through the thick clouds that surrounded the airport. The the captain got sight of the runway he said “runway in sight landing” and he took the jet down. Just 32 seconds after that happened they got the sink rate warning which meant that the plane was losing altitude way too fast. But as the jet got lower and lower the runway came into view more prominently and despite the wind which was at 22 knots by the way the plane touched down smoothly. But then the pilots got the shock of their lives when they had run out of runway. As the end of the runway loomed through the fog the captain slammed on the brakes hoping that the jet would stop in time. He also extended the spoilers and the reversers, but that too was not enough. Despite maximum braking the plane was slowing down too slowly they needed more braking power but there was no way to get it, the plane was at its limits. But before the runway could run out the plane veered off to the left and then started going through the wet mud that surrounded the runway. Even with the wet mud slowing the plane down the jet went on for another 978 feet and then it came to a stop. When all was done and dusted none of the 49 people onboard suffered any form of injuries. They all walked away. The plane and the runway lights were the only thing damaged in this case. As soon as they got to know that everyone was okay the investigation started. They needed to figure out how this plane landed to know that they needed to know where the plane landed on the runway. So they went over to the touchdown zone on the runway to take some measurements of the tyre markings. But to their surprise they found no tyre markings where they expected them. They then drove down the runway hunting for the tyre markings, they

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of how the king of england crashed a private jet. You heard that right this video is not clickbait, the current king of England, King Charles the third crashed the queen's private jet and this is how that happened. For those of you that dont know the royal family has a private jet. Now that I think about it the royal family probably has many private jets. From what i can find the royal family has a VIP A330 and they charter planes as needed, sometimes small private jets sometimes the concorde, the royal squadron had 2 bae 146s for short haul VIP transport and that will be the focus of our video today. The bae 146 was perfect for short haul royal transpoerrt because it had impressive shortfield performance meaning that it could squeeze into the tiny little airports scattered around london and around the UK. The 4 engines meant that the On the 29th of june 1994 one of those bae 146s was to fly from aberdeen airport to Islay-Glenegedale Airport. The plane had 11 people onboard one of whom was the then prince of wales his royal highness charles the third. Oh thats not me being pretentious by the way the final report actually referees to charles as his royal highness. The flight left aberdeen 23 minutes late and since the distance between aberdeen and ily is less than 200 miles they couldnt really make up the time in transit. Thus as they got closer to ily they were running behind just a bit. The captain and the first officer were preparing for the landing and 10 minutes before landing charles took over from the first officer in the left hand seat. Now the final report for this incident is only 3 pages long and it took days of diggin just to find that, so we dont have a lot of information on how the transfer took place. Did the first officer go, would you like to have a go your highness or did charles ask to be in control? We dont know. There are no transcripts of cockpit conversations. Do let me know what you think happened in the comments below. With prince charles at the controls the plane was now getting close to ILY. as they prepped for the landing they got a weather report from islay. The winds were at 250 degrees at 20 knots and they had broken cloud cover at 500 feet and 1000 feet. They could land on either runway 13 or runway 31 which would give them a stopping distance of 1245 meters or .77 miles which is more than enough for the plucky 146. But due to the cloud cover and the high terrain to the south east the captain decided to fly a procedural approach to runway 13. The captain was guiding prince charles though the approach, they were charting the best possible course to the runway missing as much of the clouds as possible. The bae 146 then lined up with runway 13 and prince charles took the plane down towards the runway and within a few minutes the jet was almost at the runway. Then the jet touched down. But there was something wrong there wasnt a whole lot of runway remaining from the point of touch down they only had about 784 meters or half a mile left to stop, but heres the thing its not like the prince could just slam on the brakes from this point and then stop because he landed nose down meaning that the nose wheels made contact with the runway first. At the point of touch down the main gear had not even made contact yet,. The pilots in the cockpit and were frantically trying to get the engines into ground idle and deploy the spoilers but the jet just did not seem to want to slow down. With just 500 meters remaining on the runway the jet finally landed and then from that point on they were trying to bleed off as much energy as possible to stop the jet in time. They were braking so hard that two of the main tyres exploded. As the jet reached the end of the runway the captain knew that the jet wouldnt be able to stop and so he tried to route the plane over to the a taxiway on the left but that did not work and the plane went over the runway and settled into the soft mud. The ferocious braking before hand had kind of worked as the plane overran the runway at a low speed. But it wasn't slow enough the soft mud broke the nose gear of the plane and it

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of south african airways flight 228. On the 20th of april 1968 a boeing 707 was to fly to london from johannesburg with a nunch of stops in between. The plane was to stop at windhoek, luanda, las palmas and frankfurt. If you know why planes stopped so much backin the day do let me know in the comments below. I mean most of these hops are well under the maximum range of the 707 so why stop so much? Well the flight to windhoek was uneventful sure the landing there was a bit forceful but nothing to write home about. At windhoek some people got off some people got on and the plane was refueled, the plane now had 116 passengers onboard and 12 crewmembers. At 6:09 pm the controllers were in contact with the pilots of flight 228 and they were giving the crew the information that they'd need for takeoff. Like altimeter settings, external temperature, that sort of thing. The controllers assigned runway 08 for the takeoff and the crew could just get on push the engines to max power, takeoff and then make a left turn and then climb all the way to their cruising altitude of 35000 feet in one go. As far as takeoff clearances go this one was as simple as it got. There was no lining up and waiting there was no noise abatement procedure, no traffic avoidance maneuvers, just a simple straight out departure. As the jet turned onto the runway the pilots held short for a few final checks everything checked out and so the engines were pushed to max power and they were off. They lifted off with no issues whatsoever into the dark night over windhoek. As the jet climbed away the pilots retracted the gear and the flaps as the jet picked up speed. People on the ground watched as the jet climbed away, the dark night made it hard for them to make out what was happening to the plane but unknown to them the plane now had started to descend. It had not even reached a thousand feet in altitude but it was dropping. In the cabin of the plane all; seemed to be normal. Mr Thomas taylor who was a part of the Us state department diplomatic courier was seated in seat 1F up in first class and as far as he could tell there was nothing out of the ordinary for this flight but he was wrong. The plane was headed for some hilly terrain and no one knew about it. Then impact. The 4 engines were the first thing to make contact with the ground as they dug into the ground the rest of the plane disintegrated around it. In the control tower the only sign of tower were two small clicks were recorded on the tower recorder on the frequency that flight 228 was using at the time. Unfortunately only two people survived the crash. Even though the crash site was only 5 kilometers or thress miles from the airport it took rescuers 40 minutes to reach the crash site due to the rough terrain. That delay contributed to the toll of this crash. The investigators of flight 288 would have their work cut out for them as this 707 was not equipped with a flight data recorder or a cockpit voice recorder. South africa had made CVRs and FDRs mandatory for most planes but there werent enough recorders to go around and that means that some planes were still flying around without FDRs and CVRs and unfortunately the accident aircraft was one of them. Thus they would have to rely on all other forms of evidence to figure this one out. The first thing that they did was to make sure that all of the plane was at the crash site, right after the accident happened they started a search all the way from runway 08 along the flight path to see if something had come off of the plane while it was climbing out of windhoek. They found nothing. All of this plane was at the crash site. I mean this plane had no reason to fall apart it was brand new. Like it had only been flown into Seattle on the first of march 1968, a month and 20 days before the accident. Thus the investigators started looking at other reasons why this plane might have flown into the ground.The first thing that they looked at was engine failure. But the instruments showed that the engines were generating climb power for the takeoff and the components of the engine showed tell tale signs of being at a high power setting,

Go to https://ground.news/miniair to stay fully informed on breaking news, compare coverage and avoid media bias. Sign up for free or subscribe through my link for 30% off unlimited access if you support the mission and find it as useful as I do. Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of the smolensk air diaster. If youve been a long time viewer of the channel then youll be like wait youve done this video before, why are you doing it again. Yeah youre right i have but that was the russian version of events. You see, this crash is controversial to this day. The Russians and the Polish still can't agree on what happened to the Polish presidential plane so I think that we should listen to what Poland has to say on this whole matter. Theres just so much noise out there even the official reports from both countries feel like theyre pushing their own version of events. Therefore I think its important to look at the issue from both sides and that way you can make the choice for yourself as to what really happened On the 9th of march 2010 the polish president, Lech Kaczyński was on his way to smolensk in russia. For the commemoration of the katyn masscare. This flight would be performed by the TU154 of the polish air force.Prep for this tri had begun a month in advance the embassy of poland in russia was abuzz with activity as they sorted out the logistics of the mission. Having a russian speaking crew would make the trip a lot easier as the russian controllers were more comfortable with russian over english. These are the sorts of things that were discussed. With the prep done the plane took off at 5:27 am with 96 people onboard. As the jet turned towards russia they climbed to their cruising altitude of 33000 feet. As they were passing through belarusian airspace they were in contact with minsk control and they got the first taste of the weather that was waiting for them at Smolensk. “Polish Air Force one zero one, for information, at zero six one one SMOLENSK visibility: four zero zero meters, fog”. It was foggy at a small runway in russia. It wasn't the best of conditions but it also wasn't the worst. As they got closer they kept getting more updates “Papa Lima Foxtrot one two zero one, KORSAZ, fog, visibility four hundred meters” By the way KORSAZ is the designator for the smolensk airport. At this time the pilots were in contact with the pilot of a yak 40 that had landed an hour before them and he was relaying the weather that he experienced to the pilots of the presidential plane. He did not have good news, the visibility was about 400 meters but the ceiling was low at 50 metres it was so bad that an IL76 after the YAK 40 had to go around twice. Since this was a presidential plane the captain couldnt just be like hey this is bad lets go somewhere else he passed that information onto the diplomatic director. He let the director know that the weather was bad and that they probably would not be able to make a landing and that theyd try but a landing was not guaranteed. “Well, then, we have a problem We could hold for about half an hour and then go to an alternate airport” the director then took that information to the president to see what he said. But even as the plane started its descent into smolensk, the president had not made a decision yet. As they were downind to the base leg the controller asked the crew if they had ever landed at smolensk. The captain had landed in smolensk before just days ago. But as the plane made the turn to the base leg the controller warned the crew that they should be ready to go around when they hit 100 meters as the weather was quite bad. As the plane lined up with the final the controller started giving the crew their positon with respect to the glidepath. But things were not going well for the crew of flight 101, when they were 8.3 kilometers away from the runway the tu 154 was 130 metres above the glideslope and the plane was slightly climbing. As the flight progressed the controller kept guiding the plane down. But in the cockpit the TAWS engaged and the terrain ahead warning lit up in the cockpit. But the crew kept going when they were 4.6 kilometers from the runway they were still having problems. The plane was a bit too high and they were to the left of the runway. That didnt really change as they got closer and closer to the runway. Except for one tiny thing. The plane started to slip below the glideslope. The pilots knew that somet

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air greenland flight 3205 . Flight 3205 was a domestic flight in greenland flying from Kangerlussaq to ilulissat airport on the 29th of january 2014 . Flights on the day before had given the pilots some concern about flying into ilulissat airport as the day before they had to divert to kangerlussuaq due to bad weather at ilulissat. So before the pilots left on the 29th they were in contact with people on the ground at Ilulissat to make sure that the weather was favorable a landing. With the weather looking good and diversion airports sorted out flight 3205 left kangerlussuaq at 11:06 am UTC. As the crew flew towards ilulissat they got weather updates from the ground, it was a cold day at -9 degrees celsius or 15 degrees fahrenheit and the wind was 20 knots gusting to 30, nothing that the dash 8 couldnt handle. The crew also talked about the approach that theyd be carrying out, theyd be attempting a visual approach to runway 07 but the approach to runway 07 here is a bit special, usually the approach angle to a runway is about 3 degrees but here its 5.1 degrees making for a much steeper approach to the runway. The crew also talked about the weather, the wind in particular. If the wind hit 31 knots then they decided that theyd abandon the approach and try again. With that the crew started their descent and started to prep the plane for landing, they extended the flaps to 15 degrees and went over the data for the landing. At 11:33 am the crew tuned into the AFIS or the aerodrome flight information service at ilulissat, the AFIS is basically a radio channel on which you can get important information about the airport to all. It sends out things like wind conditions cloud cover runway in use temperature dew point etc. for the crew it was good news the AFIS told them that the wind was at 24 knots well below their threshold of 31 knots. But the winds could still gust all the way upto 35 knots so theyd have to be careful. Soon they were lined up to runway 07. 5 miles from the runway the the wind was at 26 knots and gusting to 35 knots at sometimes, the captain disengaged the autopilot and began to handfly the airplane down to the runway. As the plane was 1000 feet above the ground the first officer wrapped up the landing checklist and the captain focused on keeping the plane lined up with the runway. As the plane descended it was buffeted by turbulence. But they carried on with the landing. 20 feet from the ground the engines were pulled back to idle and the plane touched down hard. As it did the left main landing gear on the dash 8 collapsed, As the plane dragged along the runway the pilots were starting to lose directional control of the plane. The pilots felt that the plane just wasn't decelerating fast enough. In his desperation the first officer called for the parking brake, he needed to stop this plane somehow. But it was of no use the plane still had way too much speed. Knowing that the plane would be going off the runway one way or another the first officer cut fuel flow to the engines in an attempt to prevent a fire. But it was the end of the roaad for flight 3205, the plane skidded right towards a drop off to the left of the runway and went overboard at a speed of 40 knots and fell 30 feet. In the cabin the crew immediately initiated an evacuation. They were able to get everyone out in just 30 seconds, thankfully All 15 people onboard survived. To understand what had happened The investigators honed in on the weather at ilulissat at the time of the landing. According to the operators manual the pilots could land in winds up to 31 knots. But the winds at the time of landing were a bit higher than that gusting upto 35 knots. But this captain wasnt allowed to land the dash 8 in a 31 knot cross wind. He had only become a captain on the dash 8 in 2013 and until he had completed 100 hours on the type hed be considered an inexperienced commander and as per the company’s operation manual inexperienced commanders could only land in crosswinds upto 25 knots. So any way you look at this flight 3205 should not have been landing at ilulissat that day.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of flybe flight 046. The story of flight 046 starts on the cold morning of 12th december 2002. At about 2 am on that the the BAE 146 was de-iced for the first time that winter season. On this day the plane would be making a few shuttles back and forth between birmingham and belfast city. The first shuttle between the two cities was scheduled at 6:55 am and the first three flights went off without a hitch. The plane was back at belfast by 11:45 am and as the plane waited at the stands the airport was hit with some snow and sleet. The pilots had a quick discussion among themselves about the need to de-ice the airplane as they couldnt find snow or ice settling on their airplane or the planes near them. In fact not a whole lot of pilots were opting to have their planes decided in the time that flight 046 was on the ground, only one plane requested to be de-iced in that particular time frame. At 12:40 am the flight 046 was pushed back from the stands and as they were pushing back from the stands the crew did a flight control check to make sure that all the control surfaces were moving as they should. Better to know about a problem on the ground than when youre going down the runway at massive speeds right. Just as a precaution the crew held the control column at the fully aft position for about 25 seconds so that any water that had accumulated in the elevator could drain out. This was standard procedure. With everything looking good they taxied to the runway. Once on the runway the 4 engines on the BAE 146 were pushed to max power and then they were off, liftoff was at 12:52 pm and the jet soared into the skies of Birmingham bound for belfast. The captain kept the plane under manual control till they hit about 3000 feet and then the autopilot was turned on as the plane turned towards belfast. ATC wanted the pilots to keep climbing and they knew that theyd have to cut through some icy weather and so the piots turned on the planes anti icing systems to prevent any ice buildup that might cause problems for them down the road. As thye climbed the captain noticed something strange, the plane was oscillating ever so slightly. Now the BAE 146 was known to oscillate a bit but this was different. He noticed that the oscillations were worse when he used the autopilot to manage the vertical profile of the plane in the pitch or the speed mode but when he used the pitch mode it wasnt as bad. But this wasnt too much of a concern as they closed in on 24000 feet, most of these problem worked themselves out without much intervention. They then got an alert that let them know that they were 1000 feet of their target altitude. The plane should start to level off at any moment, but it didnt, they kept waiting for the autopilot to level the plane off but instead it pitched up a bit more and continued to climb. Knowing that something was wrong the captain disengaged the autopilot in an attempt to manually level the plane and that is when all hell broke loose. The captain suddenly had a plane that wanted to violently pitch up. He instinctively pushed the nose of the plane down but that wasnt enough, he used the switches on his control column to push the nose of the plane down in an attempt to get the plane under control. It worked, maybe a little too well. Now the plane was diving, he pulled back on the yoke. The controls were so heavy that the captain asked the first officer to help him out by pulling back on the yoke. Two men were now struggling to pull this plane out of a dive. As they pulled with all their might the control columns suddenly snapped all the way back sending the plane into another violent pitch up. The whole plane shook as it climbed again. The pilots quickly brought the jet under control. The whole ordeal had left the cabin in a mess. Two of the three cabin crew members were standing when all of this happened and they had fallen down. One cabin crew member had a sprained ankle and the other one had a broken leg. A few passengers also had a few head injuries. With the injured being treated by one of the passengers onboard who happened to be a doctor, they

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of Garuda airlines flight 200. On the 7th of march 2007 a garuda indonesia boeing 737 was to make the flight from soekarno hatta international airport to Yogyakarta. The plane had 133 passengers two pilots and 5 flight attendants on board. The flight was to leave early on in the morning and that day they were having some trouble with the left hand engine thrust reverser, so the pilots called up the ground techs and they reset the thrust reverser and the problem went away. With that issue out of the way the pilots took the 737 to the runway and they took off with the captain being the pilot flying for this leg of the flight while the first officer kept an eye on everything. At the top of the descent the pilots were briefing their approach into yogyakarta but while they were doing this the pilots still had to make radio calls. With the plane lined up with the runway the controllers on the ground at yogakarta let the pilots know that they had been cleared for a visual landing on runway 09. They could now descend to 2500 feet. The crew had the ILS of the runway tuned in on their avionics stack just so that they would be able to get a little bit of guidance on their way down. As the plane lined up with the runway the captain relaized that somethign was wrong, the plane was too high and he needed to lose about 4000 feet in altitude and with how close the plane was getting to the runway hed have to do it fast. So the captain put the plane into a descent. At this point the plane had picked up some serious speed and they were well above 250 knots. As they dropped the captain mentioned that strong winds were buffeting the plane. But despite all that the captain had done the plane was still too high and now the runway was starting to creep up on them. The realization that this approach might be too unstable was starting to dawn on the pilots. The captain said “the target is 6 point 6 ILS, we will not reach it”. Now the captain wanted to do a trade, he wanted to trade off his excess height and speed, but he did not succeed in doing that the plane started to fly erratically and the pitch of the plane varied quite a lot. In an attempt to bleed off some of the excess speed that they had picked up on their way down the pilots started to extend the flaps hoping that the extra drag would slow the plane down. It still wasnt enough the captain exclaimed, “oh there is something not right”, despite everything that the captain had done the plane was still above the glideslope. To get down to the runway the pilot put the plane into a steep approach path. This as you all know was not standard procedure. Far from it. The pitch varied from 3.5 degrees nose up to 3.8 degrees nose down and the rate of descent peaked at 3500 feet per minute. The plane was now starting to give the pilots sink rate warnings they lost altitude. The plane was still too fast at 240 knots. It was so bad that the pilots couldn't extend the flaps of the 737 to where it needed to be for the landing as extending the flaps to the landing setting at this speed would definitely damage the plane. At this time the plane was giving them too low terrain warnings at this point you're supposed to pull the plane out of the dive command max power and then get to safety. But these pilots did not do that, they pushed ahead with the approach. When the plane was 217 feet off of the ground the first officer told the captain to go around but the captain diregarded the first officers pleas. The captain was being told by the plane and the first officer to go around but he did not budge. He kept going with the approach. The captain then strangely asks his first officer if the landing checklist had been completed. the plane lost altitude and touched down on the runway it was obvious that something was wrong. This plane was going way too fast. The plane touched down and then bounced. The first officer asked the captain to go around but the captain did not heed his advice. The plane hit the runway again, compressing the gear all the way this time. The pilots were now struggling to keep this plane on the runway centerline right now. But the pilots were fighting a losing battle.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air transat flight 211. On the 5th of march 2008 air air transat airbus a310 was making the flight from quebec international airport to montreal international airport. This was the final leg of a two leg flight earlier on in the day the plane had come back in from paris, on the ground at quebec 139 passengers got off and now the plane had 9 crew members and 89 passengers onboard for the flight to montreal. At 2:15 pm the plane was autorized to taxi to runway 06 and to fly the standard instrument departure two SID 2 departure out of quebec. As the plane taxied the crew did a a few control checks to make sure that the plane was responding to the controls of the pilots well. Since that no issues the pilots started to set the plane up for the upcoming takeoff. But at 2:38 pm the crew got new departure instructions, now after taking off from runway 06, they had to turn right at a heading of 110 and level off at 3000 feet and the contact the quebec terminal. This meant that the crew had to go over some new manuals but it wasnt anything that the trained crew couldnt handle, this was routine. At 2:39 pm the captain took the engines to max power as what was required of him for taking off from a contaminated runway. As an eastlerly wind buffeted the plane the airbus a310 picked up speed as it thundered down the runway at quebec. Within seconds they were airborne and flight 211 continued to pick up speed. As they were climbing away the pilot put the plane into a right hand bank to turn onto the heading that the controller had given them. As the plane gained altitude the flaps and gear were retracted and the autopilot was engaged. The nose of the plane at this point was at about 19 degrees and they were climbing at 6300 feet per minute. This plane was climbing pretty aggressively. For some context at this point the plane should be at about 10-12 degrees of pitch. But just 5 seconds after the autopilot came on the captain disconnected the autopilot and the autopilot disconnect warning filled the cockpit. As the plane closed in on 3000 feet the nose of the plane started to drop. At 3100 feet the plane stopped climbing and then started to descend. Then it started to pick up speed. The descent rate was at 2000 feet per minute as they crossed through their assigned altitude of 3000 feet. The first officer warned the captain that they were in a nose down position and the captain pulled back on the yoke in an attempt to get the plane to respond. But still the nose stayed down and flight 211 picked up speed and screamed towards the ground. In the cockpit the pilots pulled back power on the engines in an attempt to get the speed of the plane under control if they kept this up the flaps on the flaps on the wings would be ripped clean off. But the opposite happened the engines were ramping up to max power. Sending the plane even faster they were now at 2800 feet and running out of altitude. The first officer again warned the captain that the plane was diving but the captain was so focused that he did not respond. Now the control panel was lit up with caution lights. The first officer saw that nothing was changing and he told the captain that he had control, the captain let go of the yoke. The first officer was swift he disabled the autothrottle and pulled back power to 45%. The plane was now going 260 knots in a dive and accelerating. But despite this the plane nosed down even more to 6.7 degrees. They were now just 1454 feet off of the ground and the EGPWS or the enhanced grounded proximity warning system went off letting them know that they were sinking way too fast. That warning was joined by an overspeed warning as they now pushed past 345 knots. The sink rate warning was then replaced by a dont sink terrain warning and then by a too low terrain alert. You get the picture flight 211 was running out of time. The pilots pulled back in a desperate attempt to save the plane and they slowly started to bottom out of the dive. At an altitude of 995 feet they started to climb again. The pilots fought to keep the plane in the climb and the captain put out a pan pan pan and told them that they had an airspeed indication issue and asked to climb to

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of american airlines flight 625. On the 27th of april 1976 an american airlines 727 was making the flight from providence rhode island to st thomas in the US virgin islands in with a stopver at JFK international in new york. Flight 625 departed JFK at noon right on the dot with 88 passengers and 7 crew members on board. As flight 625 left newyork behind the crew took the 727 up to her cruising altitude of 33,000 feet. Within a while the plane was nearing the US virgin islands the crew started to go thought the pre descent checklist. After that they started to take the plane down. On their way down the flight engineer was busy preparing a landing card for the captain. This nice little card had all the information that the captain would need to get the plane on the ground safely, like the planes weight which was 125,000 pounds or about 60 tons and the speed that the captain had to hit on the approach. He also had things like flap settings and engine settings on that card. All important information when landing a plane. At 3:04 pm the captain of the plane decided to cancel the IFR plan that was filed and decided to go VFR. If you dont know IFR stands for instrument flight rules and its basically when you fly your plane by your instruments, VFR on the other hand stands for visual flight rules. You look out and you fly the plane visually. You cant do VFR if the weather is too bad. But in this case even though the plane was now under VFR rules the captain still opted to use the ILS to get the plane on the runway safely. The ILS is this radio beacon that guides the plane all the way down to the runway. In this case the plane had horizontal guidance but not vertical guidance. With all the information and logistics taken care of the pilots intercepted the glideslope at 1500 feet. As the plane slowed down the pilots brought out the flaps and gear. With the approach well under way the tower got in contact with flight 625 and informed them of the winds at the airport the winds were coming in from 120 degrees at 12 knots. That weather is not bad at all. The pilots were almost at the airport the first officer said A 1000 feet plus 20 sink 6. The first officer kept calling out the altitude of the plane as they droped. The plane was almost at the speed that they were supposed to be at and they were on the glidelsope. This landing looked solid. They now just had to get this plane on the ground. The captain pulled back power on the engines and the plane floated down to the runway, he then flared the nose of the plane to touch down smoothly and then started the turbulence. The pilots were not expecting turbulence this far down the runway and this close to the ground. The turbulence was so bad that the right wing dropped, the wing dropped so low that they thought that the wing might hit the ground. The first officer noted that the plane was a bit too high but with some effort the captain got the plane on the ground. But as soon as the plane landed the captain realized something scary they did not have enoug runway for them to stop. So right as the plane touched down the captain called for a go around and the throttles were advanced to max power. But for some reason the engines were not responding the plane was not picking up speed,the captain looked at the EPR gauges and they were not moving. At this point the pilots were starting to freak out a bit. In the words of the captain they werent going anywhere. So thinking that the plane was not responding to his inputs he pulled back power on the engines and slammed on the brakes. But they had too much speed this plane was not slowing down, they now just had 600 feet of runway left and they were eating up that runway very very quikcly. Then their luck ran out. Plane ran into the ILS antennas and then The plane burst through a chain link fence. With that the plane crossed a road, heres the problem they now had a gas station right in their path. But unfortunately they were carrying way too much speed for the 727 to stop in time. The plane went right into the gas station after striking an embankment and into a car that was filling up at the time. Of the 88 people on board 37 people did not

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of surinam airways flight 764. On the 7th of june 1989 an american DC8 owned by surname airways limited was to fly from amsterdam's schiphol airport to suriname. Flight 764 departed amsterdam at 11:35 pm and they expected to get to suriname at about 4:30 am local time give or take a few minutes. The flight there was not an issue, everything went as it should the weather cooeprated and the passengers onboard had a generally good time. But that was all about to change, 20 minutes before they got to paramaribo, suriname. The pilots got a routine weather report. Now the winds were calm but the visibility left a lot to be desired, they only had about 900 meters or about 3000 feet of visibility. Not the best when youre landing at night and they need to carry out a VOR/DME approach to the airport. For the uninitiated thats a comparatively hard approach to a runway where you have to use beacons to line yourself up with the runway. Now the thing to note is that theres a higher margin of error than compared to something like an ILS approach. Which is comparatively precise. Today though the pilots would be landing on runway 10. But in the cockpit things were starting to get tense the captain was expecting better conditions at the airport. He asked his first officer “What happened with the 6 kilometers of visibility ?” the pilots then talked about the the minima or the minimums for this approach. Basically if the weather got too bad then theyd have to discontinue this approach and then a) wait around for the weather to get better or b) go to another airport nearby that had better weather. The thing is the airport at paramaribo had an ILS that would be super useful in this situation but it was out of order At this time in the cockpit the pilots were peering out into the darkness trying to pierce through the fog. They could see a town off in the distance, maybe the fog wasn't as bad as they thought it would be after all. Then they saw the airport, the first officer said “ you can see the airport down there no problem, thats right here visibility wont be a problem”. I imagine that he probably sounded a bit relived to see the airport so clearly. Maybe this landing wouldn't be as challenging as they thought it would be. They decided to make a pass over the airport and then land. At 9:48 the pilots got the all clear to perform the DME/VOR approach to paramaribo. In the darkness over suriname the pilots worked to intercept the right VOR radial that would lead the massive jet towards the airport. At this point they were at 9 DME and the pilots agreed to turn when they hit 7 DME. The first officer was coaching the captain on what to do he said things like “just keep on coming around on the 30 degree bank there, youll be alright”. The flight engineer called out 2000 feet, the captain just reacted with huh? “ The first officer was still giving the captain pointers on how to fly he said “ its a level out, its about 10 degrees to the right, level out now and you should be fine”. But there was some confusion in the cockpit, they didnt really have a good idea on how far out they were from the airport. But then the airport came into view and the first officer said “runways at 12 o clock’, right next to the runway was the fog bank that they had been warned about, with them having a tentative visual on the runway the captain asked the airport authorities to crank up the brightness on the runway lights. But in the cockpit, ground proximity warning alarms started to go off, this plane was too close to the ground. The pilots stayed on the approach despite the plane warning them that they were wayy too close to the ground. The first officer called 200 feet, but the plane kept descending. The plane was not supposed to be this low, they were in grave danger but strangely no one made any attempt to get the plane put of the danger that it was in. then the sounds of the plane striking the trees and then silence. Flight 764 had crashed short of the runway at paramaribo and of the 187 people onboard only 11 people suivived. Most investigations rely on the flight data recorder to get a clear idea of what happened in the last few moments of a flight that crashed. That data is super important when, but in this case the most important part of the data the altitude information was not recorded by the FDR, which was a massive blow to the investigators. So the investigators had to get creative to get a rough idea

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of virgin atlantic flight 207. On the 7th of february 2005 a virgin atlantic airbus a340 was making the flight from hong kong to london. On the ground at hong kong the pilots went over the weather at london. The weather at london wasnt the best so they needed to go over their alternate airports and the weather there. For this flight the alternate was prestwick scotland. With the weather stuff out of the way the three pilots settled in to set off. As the jet taxied to the runway a brief warning flashed on the electronic centralized aircraft monitor or the ECAM. on airbus jets the ECAM was the go to display to find out whats wrong with your plane? If you hear something blow up, chances are the ECAM will tell you exactly what blew up and how to combat the situation at hand. On this instance the error said “FCMC fault” but since the warning went away the crew decided to continue with the flight. After all, nothing was wrong with the plane right now. With that the plane lined up with the runway and took off at 4:21 pm. As the jet climbed away the fault came on again, the ECAM said FCMC2 fault. The captain did not want to trouble shoot the plane right now as they were in the midst of a climb through some very busy airspace, whatever was wrong with the plane could wait till they were at cruise altitude. Once at cruise the captain wanted to reset the computer to see if that would fix the error. Always remember if youre having trouble with your tech, turning it off and back on again is a viable troubleshooting technique, whether it's your $1000 iphone or a 250 million dollar quad engined passenger jet. Unfortunately for the captain this reset didn't really work as the error persisted. What was weird about this message is that there were no ecam actions to go with this error, as alluded to before, on airbus airplanes when you have an ecam error itll tell you the steps that you need to take to fix the problem. But that wasnt there in this case, and nothing else seemed to be wrong with the plane there were on warnings no cautions no messages. Nothing that would signal that there was anything wrong with this plane. So they decided to push onto london. As the plane made the long trek to london the pilots took turns to rest, staying on the flight deck for the entirety of the flight would violate flying hour limits and so these breaks are legally required. At about 3 am the captain returned to the flight deck from one of these rests as the plane was in dutch airspace and he took control of the plane from the first officer. The night was calm and as the plane cruised at 38000 feet it looked like this was another boring long haul flight. But then the captain noticed something strange, engine number one, the leftmost engine started to spool down. Shortly after that engine one lost all power and Engine one fail was lit up on the ECAM. The ECAM actions told the pilots to attempt a restart of engine number one but the captain knew that something was up and so he did not attempt a restart, not at this moment anyway. The crew immediately got to work trying to figure out what was wrong with the plane and they came to the shocking realization that inner tank 1 or the fuel tank that feeds engine number one was empty. This should not be happening, the one question on their mind was if they had a fuel leak onboard. If they had a fuel leak it would be a question of when all their engines would fail, not if. The pilots woke up the cruise first officer who was resting at the time and they got him to check the wings for any fuel that might be streaming out of the plane's wings but he could see nothing. To make sure that everyone was on the same page in case an emergency popped up the pilots got a senior cabin crew member into the cockpit to brief him on what was happening. As the pilots brought the cabin crew member upto speed the first officer pointed out something to the captain. Engine number 4 was starting to die, they watched on as the power generated by engine number 4 dropped before their very eyes, the captain immediately opened the cross feed valves, the cross feed valves basically allow you

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air bulgaria charter flight 8115, On the 16th of july 2018 an MD82 was flying from catania airport to, oh wait this place is in france and im gonna probably butcher it, to Tarbes-Lourdes-Pyrénées Airport in france. How did i do on the pronunciation? The day for the crew of flight 8115 started at 4 am when they arrived at the airport to start the duties that they needed to do to get this plane safely into the air. They got to the airport and they went over the weather at their origin and their destination and they came to the conclusion that the first officer would be the one that would be the one flying the plane today. As the captain walked around the airplane and updated the onboard databases the plane was fueled for the roughly 6 hour flight and passengers began boarding the plane. Then at 5:12 am local time the plane lined up with runway 08 of catina airport and then the pilots pushed the engines to max power and the plane began rolling down the runway. In seconds the plane was airborne and the plane was leaving italy behind and flight 8115 made its way towards french airspace. The plane cruised at around 33000 feet and by the time it was over barcelona it was time for them to start their descent. There was some weather activity up there and so the pilots vectored around the weather. At 7:11 am the plane started making its way down. It wasnt a smooth ride down though, the plane was buffeted by moderate amounts of icing and turbulence but nothing so serious that theyd have to abandon the approach and go to one of their alternates. At 7:20 am the ATC allowed the plane to get lower all the way down to 8000 feet till they reached the waypoint tepti. By the time they were at TEPTI they got vectored for the waypoint TBO and while they carried out those instructions the approach controller got in contact with the pilots and cleared them for the ILS Z approach to runway 20. Flight 8115 was minutes from lanidng. The pilots of flight 8115 wanted to know the weather at the field,and what they got back was promising. Visibility was at 5 kilometers or 3 miles. They had a few clouds at 1900 feet scattered clouds at 2500 feet it was overcast at 4300 feet. Again not bad weather and nothing that would jeopardize the safety of flight 8115. The pilots prepped the plane to land as they avoided some cumulonimbus clouds. But the plane was still being buffeted by turbulence. As the plane passed through 10000 feet the pilots broke through the weather and they finally had a good visual on the airport. As the jet lined up with the runway the plane was handed off to the tower frequency. When the jet was 4Nm away from the runway ATC gave the pilots a new weather update. Just to make sure that they were in the know, just so that they had all the information that they needed to make a safe landing at the airport. Wind was coming in from 200 degrees at 10 knots and the runway was wet. Again not great but not bad. By the time the plane hit 2400 feet in altitude it was steady as a rock this plane was coming down and it had satisfied all of its final approach fix criterias. This looked like it would be a solid landing. Then as they got lower the first officer turned off the autopilot and took manual control of the airplane. This couldnt have come at a worse time for flight 8115, the airplane that was suddenly hit by strong winds and rain hammered the aircraft. The first officer was fighting a losing battle; the plane was no longer on the correct glide or lined up with the runway in the way that it should be. The plane was well under the glide slope. The captain saw what was happening and he took control of the plane he took the plane into a right hand bank and increased pitch, the plane continued to lose altitude as the pilots wrestled with the controls of the jet. By this point the rock solid approach was no longer to be seen and everything was out of bounds, right now would be a great time to go around and try again but they did not do that, the pilots kept going with the approach. With the approach looking more and more shaky the captain disabled the autothrottle. He kept pulling back on the yoke but the plane was not climbing as he expected it to, the nose of the plane went from 4 degrees to 11 degrees and yet the plane did not gain any altitude, if anything it was losing altitude. The jet was still 480 meters from the threshold of the runway but it was at 40 feet. This landing had gone terribly wrong. The captain was trying desperately to keep the plane from losing the little

Start speaking a new language in 3 weeks with Babbel 🎉. Get up to 60% OFF your subscription ➡Here: https://go.babbel.com/t?bsc=1200m60-youtube-miniaircrashinvestigation-mar-2023&btp=default&utm_term=generic_v1&utm_medium=paidsocial&utm_source=YouTube&utm_content=Influencer..miniaircrashinvestigation..USA..YouTube This is the story of TUI of flight 1665. On the 11th of september 2021 a boeing 737-800 was on the way from palme de majorca to aberdeen international airport. The plane had 67 people and 6 crew members on board. An hour and a half later the pilots were in contact with aberdeen approach, ATC wanted to route the plane so that they would be making a CAT I approach to runway 34 at aberdeen using the ILS. The ILS or the instrument landing system uses radio beams to guide the plane to the foot of the runway. Cat I ils is decently precise but CAT III ILS is so accurate that with the right pilot who is certified in CAT III approaches the pilot can take the plane all the way in without even sighting the runway. The controllers let the pilots know that they might have to go around because on the ground at aberdeen international a helicopter was about to takeoff on a search and rescue mission and once that helicopter was airborne the helicopter would take priority for obvious reasons thus needing flight 1665 to go around. With the possibility of a go around flight 1665 continued with the approach. As the plane intercepted the localizer or the radio beam that helps the plane align itself laterally with the runway the pilots had already prepped the plane to land, the flaps were out the gear was out and all that was now left to do was to fly the approach all the way down to the runway and land. But at 2600 feet the controller wanted the pilots to go around and turn to 270 degrees, the helicopter now took priotrity. So the pilots pushed the engines to max power and the plane started to pick up altitude and speed. In a few seconds the plane went from 2250 feet to 3000 feet but then something strange started to happen the jet started to descend. Now this was the exact opposite of what should be happening at this point this plane was supposed to be climbing away not descending, it is after all a go around. The plane started to drop faster and faster at one point it reached a descent rate of 3100 feet per minute. At those speeds the plane would impact the ground in less than a minute. Thus the pilots did not have a whole lot of time to react. In the tower the approach controller noticed that the plane was losing speed very quickly he or she contacted the radar controller to warn the controller about the developing situation. Now the radar controller acted as fast as possible and told the pilots about what was happening to their plane. In the cockpit the pilots were already working on recovering the plane and with some grunt they did just that, pulling the plane out of the dive. The jet maxed out at 285 knots at the bottom of the dive. Now just for some context at this point they werent supposed to exceed 285 knots during this phase of flight. But thankfully the jet started climbing away to safety. The pilots and all onboard must have been shaken, its not everyday that a passenger jet just noses down for no apparent reason. As they put the plane into a left hand turn they made sure that all the systems were working as they set the plane for another approach. Whatever had happened on attempt number two should not happen on attempt number two. Who knew if they would be able to recover if that happened again. With the controllers help they set up the landing and flight 1665 landed without much issue on runway 34 at aberdeen international airport much to the relief of the 73 people onboard. Before we continue with the video im a little bit curious, we often talk on this channel about accidents and near accidents, but if you were in a situation like this what would you do ? just something to think about. But Now we need to figure out what happened to flight 1665. How did a plane that was climbing away suddenly nose dive and almost end in disaster. The answer as well see started all the way back in 2020.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of go air flight 811. On the 11th of november 2019 a go air airbus a320 was making the trip from bagpur india to bangalore india. The A320 is massively popular in india, multiple of the countries largest airlines operate the type from indigo to air india to todays video’s subject go air. Just to put into perspective how dominant the airbus a320 is in indian aviation delhi airport is the busiest in the world for airbus a320 flights. On this day it was one of those A320s that was making the trek from nagpur to bangalore with 180 people on board. While on the ground at nagpur, the pilots of flight 811 kept a close eye on the weather at bangalore, the weather was fine at that moment with visibility hovering around 2000 meters but they expected it to get worse and be down to 800 meters in the near future. They added 4100 kilos or 9000 pounds of extra fuel so that the plane could hold over bangalore for about 2 hours and the divert to either chennai or hyderabad if needed. With the first officer at the controls Flight 811 departed nagpur at 12:24 am utc time and the plane made its way to bangalore without much issue but once it got to bangalore problems started to prop up, the weather at bangalore wasnt the best.the pilots got to know that the visibility was 200 meteres, the runway visual range, which is basically the distance that a pilot would be able to see if he were on the centerline of the runway was 1500 meters. Now this was bad, but as the plane was in contact with approach control while it was being vectored for an approach onto runway 09, the visibility at the airport kept falling. At 1:44 UTC the ATC said “All Station Visibility 200 meters and RVR 1200 meters”, this would be the last bit of weather update that the pilots would get from ATC. By 1:46 am UTC the plane was established on the localiser for the ILS approach onto runway 09 and flight 811 was handed off to the tower controllers who would then guide the plane all the way down to the runway. But unknown to the crew as they were flying the last few miles to the runway the visibilty at bangalore international kept falling. As the A320 dropped in altitude the first officer took control of the plane and stabilized it. At an altitude of about 220 feet the autopilot was disconnected and the pilots began searching for the runway in the fog. The plane kept losing altitude, the first officer was now pulling back on the sidestick performing whats known as a flare. During the flare when youre right over the runway you pull back power and you increase pitch a bit thereby reducing your rate of descent, this way you touch down smoothly on the runway. Note how i said “over the runway” that is not where the pilots of flight 811 found themselves. You see during the approach they kept expecting the runway to appear through the fog but it never did. The captain looked down at the primary flight display and to his horror he saw that they were not lined up with the runway. They were now over a grassy area with the runway no where to be seen, realizing this the first officer immediately called for a go around but the plane was already on its way down and the main landing gear touched down into the grassy land. As the engines were spooling up for the go around, the left hand engine engine number one ingested some debris that was kicked up by the massive plane landing in the grass. As the plane lifted off again the pilots were hit by a barrage of warnings, right after they took off again they got a EGPWS waring about obstacles in the area, then that was immediately followed up by a low speed warning and after that engine one stall warning. All three warnings hit the pilots within a few seconds of each other and the list of warings left them with a disabled left hand engine. Now the pilots of flight 811 had to perform a go around on just one engine. Dont fret though, planes are tested to their limits and back and a one engine go around is well within the capabilities of the Airbus a320. With the left engine out of commission the plane slowly climbed away from what might have been a catastrophe. Once in the air the pilots stabilized the plane at a safe altitude they waited over the city of bangalore to

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of Kenyan airlines flight 431. On the 30th of January 2000, a Kenyan airlines Airbus A310 was to make the flight from Abidjan in the Ivory Coast to jomo kenyatta international airport in kenya. The plane had 169 passengers and 10 crew members on board. Here's the thing though this plane should not be here right now, the crew had diverted here cause the weather at lagos was so bad that the pilots held over lagos for about 30 minutes and then diverted to abidjan. So a relief crew took over the plane and departure was scheduled for 9 pm. At 8:55 pm the pilots were in contact with the controllers and permission to start up was given. The crew were hard at work, going through checklists and the captain said flex sixty. This was to do with the engines power setting on takeoff. Then the two engines came online and the ground mechanic said ‘We have two normal startups” and then the plane was cleared to taxi. As they taxied the captain ordered the first officer to set the flaps to 15, the first officer was the pilot flying and the captain was the supervising pilot. As the plane began to taxi the controller updated them on the wind and the conditions at the airport and cleared them to takeoff and asked them to call the tower back when they reached 4000 feet, By 9:08 pm they were done with everything and the first officer said “Take-off checklist completed ... cleared for take-off”. Then once the plane was lined up the captain applied power to the engines and the engines. 9 seconds later the plane is at 100 knots. Seconds later the captain said V1 rotate the pilots were committed to this takeoff and then the plane took off. As the plane gained altitude the first officer said "Positive rate of climb, gear up", two seconds after that the stall warning sounded, the plane was low to the ground and just picking up speed, this was the worst time for them to be getting a stall warning. The auto pilot then called out 300 feet. The first officer asked “what's the problem”. Then the autopilot said “200, 100, 50, 30, 20 and 10 feet”. The plane then started with the “whoop whoop pull up alarm” but the first officer silenced the alarm, this time the autopilot said that they were 50 feet above the ground.The captain kept urging the first officer “go up”. The plane then made an automated callout for 10 feet. Then the voice recorder picked up the sound of impact, flight 431 had crashed into the waters off of the coast of abidjan.By 9: 10 pm the controller knew that something had gone seriously wrong and activated the crash alarm and the airforce was out searching the area for the plane. The wreck was not hard to find as the plane had gone down so close to the airport at abidjan. Due to the proximity of the crash site to the airport getting the flight data recorders were not that hard and listening to the CVR told the investigators that the stall warning went off in the cockpit right before the plane crashed. Now the question is why? They had a few theories, it could be that the plane was misconfigured for takeoff, mandala airlines flight 091 anyone . It could be that the air speed fed to the computers were faulty, it could be that the the engines lost power, or that they retracted the slats too early , a sudden change in the center of gravity of the plane or a deployment of the spoilers. To get to the truth they needed to dig deeper. Now one of the things that they listed for on the CVR was the configuration alarm, As the name susgests the alarm is meant to alert the pilots to a misconfigured plane on takeoff. If the pilots did retract the flaps on takeoff then the CVR would have picked up the configuration alarm. But it did not pick that up. The wreck of the plane also showed that the flaps and slats were in the right place, right where they should be, so a flaps / slats issues did not bring this plane down. They then wanted to know if the pilots were being told the correct airspeed by their instruments, They knew how much the A310 weighed on takeoff, so they checked to see if the callouts made by the pilots made sense, like would the plane be going a 100 knots when the 100 knots callout was made during the takeoff run. They did the math and it checked out the pilots were seeing accurate information during their takeoff run, their instruments did not deceive them. The CVR also told them that the engines were at a high power setting all through out the short flight, had one or both of the engines spooled down you would have been able to hear that on the CVR but t

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of columbia, this video will be a bit different from the ones ive done. Long time viewers of the channel will find this video very similar to the ones that i used to do when this channel was starting out, im going to play videos of the space shuttle cause this video required a lot of research. With that out of the way let get to the video ever since i was a little child I was fascinated with the space shuttle. When I was 7 i literally read everything I could about the space shuttle get my hands on and the destruction of columbia hit me hard. This video will be a deep dive into what happened on that fateful day. You see im a nerd and all the documentaries that ive watched never really go into the technical details of into what happened as she reenetred earths atmosphere for the last time and that is what this video will be. Just to clarify I’m not really going to talk about what happened on launch which caused the crash of columbia because thats been talked about ad nauseum. This will be a minute by minute run down of what went down and hopefully you learn something new about columbia that you didnt know before. we need to start at the top. For the sake of simplicity the video will be divided into 5 phases, phase one is from 09:15:30 am GMT time to 13:44:09 pm. This deal with the prep work that was done prior to reentry. We join space shuttle columbia as she is preparing to start the descend down to the runway at kennedy. We have a pretty good idea of whats happening in the orbiter at this point as we recovered tapes from the orbiter that survived the fall to the earth. So there was footage and we were able to see what everyone was up to in the orbiter. On the moring of re entry day they were busy putting things away and prepping the orbiter to land. 45 minutes before the retro rockets would be fired to bring columbia back down the commander and the pilot began to run through checklists needed. Then at 1 pm and 15 minutes and 30 seconds GMT time the de orbit burn occurred, the burn wasnt that long, this slowed the orbiter down just enough that its path now took it into the upper reaches of the atmosphere. They were now on their way down. AT 1:36 and 4 seconds the commander accidentally bumped the rotational hand controller. This wasnt that big of a deal and happened all the time because, the crew were wearing these bulky suits and gloves and sometimes you bumped into things, its not the end of the world and the crew recovered from it pretty quickly. This is where phase two starts, from 1:44 and 9 seconds, this is when the shuttle reached its entry interface point. We have even more data sources for this phase, ground based recording devices now could start to see columbia streaking into the atmosphere and the OEX recorder, columbias equivalent of a flight data recorder was recording sensor data, we also had transmissions from the shuttle itself to piece together what was happening onboard. At this point the shuttle was doing what was known as roll reversals, this is basically where the shuttle banks from side to side, in a way its a way to mitigate the heat that would be starting to build up on the shuttle as it entered the earths atmosphere at hypersonic speeds, think mach 25. But unknown to the crew of the columbia she was starting to shed pieces, but it was nothing serious enough that the crew would have noticed. As columbia entered the earths atmosphere the leading edge of the wings and the nose were experiencing temperatures that reached 2800 fahrenheit. Now on a normal renetery the TPS or the thermal protective system would well protect the shuttle but due to the gaping hole in columbias wing that the protective system was not doing a whole lot of protecting. Superheated gasses were now being funneled into the left wing of columbia at unimaginable speeds. The wing of the space shuttle was starting to lose its properties. This would not be good. At 1:49 and 32 seconds GMT a roll to the right was made to manage energy, Then at 1:51 and 46 seconds the first sign of trouble, the shuttle was starting to yaw a bit to the left, the yaw values were still within limits of previous shuttle flights but this was concerning

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of mandala air flight 091. On the 5th of september 2005 a boeing 737-200 was to fly from polonia international medan to soekarno international airport. This would be the second flight of the day for the crew. They had flown the plane in from soekarno hatta international airport. With all the paper work in order, the crew started the engines and pushed back from the gate and made their way towards runway 23 via taxiway alpha. Within minutes they were at he runway and the controllers were telling the controller was telling the crew what to do after they took off and it was the standard stuff, they had to fly the runway heading then turn left to 120 degrees then maintain 1500 feet. And then the 737 was ready to go down the runway. As the plane picked up speed onlookers noticed that this takeoff was not like other ones. The plane was starting to run out of runway and the nose hadnt even lifted off yet. Something was very wrong with this takeoff and the people who were watching on in horror knew that. The tail of the plane was now scraping aling the runway. The plane then lifted off but it wasnt out of the woods yet. It looked unstable the the plane was rolling from side to side. Flight 091 was fighting to stay airborne. But it was a losing battle. The left wing of the plane then crashed into a building and then the jet with 117 people onboard burst into flames. Only 17 people made it out alive. The tail of the plane had separated and the rest of the plane was in shambles and a fire had broken out, the crash site was something out of a post apocalyptic movie. The buildings were on fire, the plane was broken up into many pieces and there were fruits strewn all around the place. The plane had unfortunately taken the lives of 49 people on the ground and injured a further 26 more. So how did a jetliner just fail to take off? It's not like you just line up with the runway and gun it and pray that the plane takes off, pilots do a lot of meticulous calculations to make sure that the plane has enough velocity and runway to get airborne safely. But as soon as the crash had happened, local media was rife with theories on how this plane crashed. One of the main theories was that the engine had a failure and that's why the plane crashed. This theory had come out just days after the crash, but was this true? The investigators found the engines and then took them to the hangar to get them checked up, to see if they had failed on takeoff. The engines were broken, the lighter parts of the engines were destroyed, obliterated if you will but the investigators were interested in the blades of the engine. They looked at the tips of the blades and lo and behold the tips were broken, this was a characteristic of the blades being at a high RPM, when they looked at the second stage blades they saw the same thing all over again.the damage inside the engine was also consistent with damage that you would expect to see when the engine broke up when it was operating at a high power setting, so despite what the media was saying this plane did not crash due to an engine failure these enignes were at max power when the plane crashed and they were doing everything that they could to get this plane into the air before the runway ran out. The engines also did not show any signs of overheating. When the investigators got their hands on the CVR they were in for a shock, the CVR was basically useless in this case. The cockpit area microphone did not record much of the sounds from the cockpit. There was a hum that drowned out most of the noise from the cockpit. The noise that was recorded on the CVR lead the investigators to believe that the wiring in the CVR was faulty. But this meant that the investigators had no idea what was happening in the cockpit. The sound distortion was so bad that the investigators couldnt even hear the sound of the stickshakers going off in the cockpit and those usually are pretty loud and if anything was going to be picked up by the faulty cockpit area microphone that would be it. With the CVR of no use the investigators had to solve this crash with one arm tied behind their back. They then tested, the fuel at the airport to see if they had been contaminated in some way bad fuel can rob the plane of power sometimes. The tests came back negative, nothing was wrong wit

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of United airlines flight 1175 , on the 13th of february 2018 a huge boeing 777 was to take off from san francisco international airport to hawaiis honolulu international airport. The jet was packed with 378 people on board. The plane took off from sanfrancisco with no issues and it made its way across the pacific ocean with no issues. As the plane was getting near to hawaii the everyone onboard was getting ready for the landing, they were still at 36000 feet and hadn not begun their descent yet. at noon hawaiian time flight ___ was about 40 minutes from landing and that is when the plane was rocked by a huge explosion. The flight crew heard a loud bang and then the plane started shaking. Their EICAS displays lit up with warnings of a compressor stall on engine number right hand engine or engine number two. The bang had disconnected the autopilot and the plane started to yaw to the right. The captain immediately called my controls and took control of the plane righting the plane while he tried to figure out what was happening to his jet. They kept getting an intermittent waring on their consoles about the right hand engine failing. Something catastrophic had happened to the right hand engine and the pilots werent taking any chances, the captain called for the severe engine damage checklist and the first officer started going through the checklist while the captain focused his attention on keeping the massive plane in the sky. Once the engine was shut down the pilots could feel that the vibrations had gone down but they knew that the controllability of the plane was not normal. Now that they had a good handle on the situation the pilots control on the situation the pilots briefed the controllers about what was happening to them and declared an emergency. The captain sent the person the jumpseat into the cabin so that they could have a good idea of what was happening with the right hand engine, the jump seater did not have good news for the captain, he took a video of the engine and showed it to the captain and it showed the engine just swinging from side to side with most of its cowlings missing. I mean this engine was destroyed, the bang that everyone had heard on board now made sense. For whatever reason the right hand engine of the 777 had failed and catastrophically at that. The pilots now needed to get this plane on the ground as soon as possible and their destination of honolulu was indeed the closest airport to them. Since the flight was almost over the pilots did not have to worry about weight being an issue or else they would have to dump some fuel overboard and believe me sometimes that can be an issue. With that the pilots carefully lined the jet up with runway 8R at honolulu, the pilots would be carrying out a visual approach for this landing and soon after that flight 1175 made a safe landing. The interesting thing is that just mere decades ago the 777 or a plane like that would not have been able to make this crossing. You see back in the day the FAA banned planes with fewer than three engines from flying over large bodies of water because jet engines were new and they failed a lot, so the wisdom was that the more number engines you have the better your chances of losing a few engines and making it back alive. And they really loved this rule for example. In 1980 the FAA administrator Lynn helms said this and i quote “It'll be a cold day in hell before I let twins fly long-haul over-water routes”. But just two years later hell started to thaw as the FAA started seriously studying the possibility of letting twins fly long distances over water. Then they relented and let twin engines planes fly over water, but not without any restrictions though, you see each plane had an ETOPS rating, or Extended-range Twin-engine Operational Performance Standards or more colloquially known as engines turn or passengers swim. Its basically the amount of time a plane can fly from a diversion airport. In case of the 777-200 that united was flying that day it has an etops rating of 180 minutes or in other words at all points in its journey it has to be utmost 180 minutes away from a diversion airport so that if something does go wrong with one engine the plane can reach the emergency airport on one engine. In the case of flight 1175 all that etops preparation came to gether perfectly to get this damage plane back on the ground in one piece, well not one piece but you know what i am saying. Once on the ground they could finally see the extent of the dama

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of iberia flight 933. On the 17th of december of 1972 a DC 10, a plaken anmed costa brava. Costa brava was going to fly all the way from madrids barajas airports to bostons logan international airport. The plane had 153 passengers and 14 crew members on board . at about 3:54 pm the plane was getting close to to boston and the controllers cleared the plane to get the down to 3000 feet. The controller gave fight 933 vectors to intercept the localizer to runway 33L. At this point they were 9 miles from the outer marker and and minutes later flight 933 was handed over to the tower controllers. As soon as flight 933 was in contact with the tower they got some bad news, the runway visual range system was out of range but the visibility was three quarters of a mile with low winds. So not too bad in the grand scheme of things this plane should be able to land pretty soon. Soon the plane plane was lined up with the runway and the autopilot was engaged with the autopilot , the autopilot was managing speed and the heading of the plane but the plane was prepped for the landing, As the plane got closer the controllers cleared the plane to land, the braking action was fair to poor. That could have been better but since the runway was more than 10000 feet long so stopping should be no problem. As the plane broke through 300 feet the captain disconnected the autopilot, then the approach light came on and they were to the left a bit, the approach lights were to the planes 1 or 2 oclock. The first officer said “lights to the right” to which the captain responds with “lights in sight”, as the plane was put into a slight right turn, The flight engineer called minimum decision height, the captain decided to continue with the landing. The captain thought that the runway was a bit too low but he thought that he could still make the approach and decided to continue. He pushed the throttles a bit forward to compensate for the planes low altitude. But despite that the first officer and the flight engineer were telling the captain that the plane was too low. As flight 933 was landing an air canada plane was waiting to takeoff and the captain of the air canada plane said that the DC 10 was too low to recover. The plane was quote desperately low. But what the captain was doing was not working. Within a few second the flight engineer was rapidly said 50 40 30 20 10 as fast as he could and then the plane struck the the approach lights. In the tower the approach lighting system audio alarm was activated. On the radio frequency someone said “Iberia 933 we have an accident” From the controller saw a trail of fire behind the plane, along with an explosion he then reached for the crash alarm as soon as soon. The DC 10 lifted off again after losing its right gear, the captain could no longer see the runway and he pushed the control column forward and then settled back down on the runway hard . And another, the left side of the plane burst into flames. The plane then came to a stop. Thankfully no one onboard the aircraft was hurt and everyone walked away from the crash, but flight 933 had left a trail of destruction in its wake, the approach lights to the runway were destroyed. And the runway had taken a beating. But nothing that couldnt be fixed. Right after the crash the localizer and the glideslope were tested, this seemed like a good idea because the plane was low on approach after all but the thing is the tests found out that the beacons were within tolerances. So that wasn't a cause of the crash of flight 933. But that being said the charts that they had stated clearly that the glideslope wasnt usable below 200 feet that's something to keep in mind I guess. So to figure out what happened they did the next best thing, they got a simulator and programmed in the conditions of that day and got five pilots to fly a few approaches to the airport. In each of the simulated landings they noticed that when the autopilot was disconnected at 200 feet the rate of descent of the giant jet would spike all the way to 1150 feet per minute, now thats very fast. They also realized that the pilots only had a short 6 second window to apply corrective measures, if they didnt then the plane would come crashing down well before the threshold of the runway. But what was very interesting is that in none of the simulator sessions did they get the plane to be not lined up with the runway. You remember how on the accident approach the plane wasnt really lined up with the runway?

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of singapore airlines flight 836, on the 23th of may 2015, an airbus a330 was on a flight from singapore to shanghai. The plane that was making the flight today 9V-SSF was brand new, the airline had only taken delivery of the plane at the end of march that year, so the plane wasnt even two months old when it took off for shnanghi. The plane takes off and everything is going well soon the plane closes in on china, specifically when the plane was 130 nm southeast of hong hong the a330 was cruising at 39,000 feet. As the plane was cruising on a heading of 028 degrees the pilots turned to their weather radar and they saw that they had some weather in the way. To avoid the weather system the pilots decided to divert to the right to avoid the weather cells. So the pilots talked to ATC and then they got a new heading of 080 degrees, to avoid the weather. As they vectored the pilots was working on a way to avoid the absolute worst of the weather that was now in their way. Now they wanted to turn to the left to 020 degrees so the controller let them do that. The pilots knew that theyd be in for a rough ride so they turned on the seat belt sign and made an announcement over the PA, they then set the speed of the plane to 0.78 mach which is the turbulence penetration speed, just to be extra safe the pilots also turned on the anti ice system and they selected continuous ignitions on both engines, these pilots had prepped the plane as much as they could and now they just had to push through the zone of turbulence. As the plane entered the weather cell the engines of the plane started to surge. The planes electronic Centralised Aircraft Monitoring system or the ECAM then lit up with error messages, engine number two was going through a surge. The ECAM then gave the pilots a list of things that they needed to do to get the situation under control. They had to pull engine two back from cruise power back to idle power. But as the crew were going thorough the list they had a new problem to deal with, engine number one was now surging. The ECAM now gave them a helpful list of actions that the pilots had to do, but we know what the list would say: shut engine number one down. That would mean that they had to shut the engine down, which would mean that the A330 with 192 people onboard would have no power. Now the pilots had a choice keep one of the engines running and risk damaging them or shut both engines down and hope for the best. With the engine surging the pilots shut the engine down. With engine number two at idle and one shut down the the plane could no longer keep station at 39000 feet and so the plane started losing altitude, they were trying to stabilize the plane at 26,000 feet. The pilots knew that they had to land this plane as soon as possible, they had options to divert. The airports close to them were Hong kong and guangzhou but neither of those airports were reachable. To get to these airports the pilots had to fly through another storm cell and they really did not want do that. The pilots decided to brave it out and within some time the plane was getting close to xiamen, At this time the flight crew was trying to figure out what was working and what wasn't on their plane and they were on the phone with engineers on the ground at shanghai to see what the best course of action was, as all of this was unfolding the pilots were trying to get engine number one , the engine on the left hand side of the plane going again. All this time the a330 had been losing altitude, engine number one was shut down and the number two was at idle. Flight 836 was slowly starting to slip towards the cold waters of the south china sea. As the plane was at 26,000 feet the pilots managed to get engine number one back online and power was cautiously restored to engine number two, the A330 now had both of its engines back and the pilots hoped that whatever was wrong with the engines didnt crop up for the rest of the flight. Having gotten both of their engines back and with their nearest airports being behind a wall of bad weather the pilots of flight 836 decided to press on to shanghai. As the plane approached its destination the pilots brought the plane lower and it slowed as the pilots did everything that they could to make sure that the engine problems that they had before didnt crop up during the landing, now losing power on final approach would pretty much doom the plane. But nothing of the sort happened the flight 836 made an uneventful landing at shanghai.

Get 25% off Blinkist premium and enjoy 2 memberships for the price of 1! Start your 7-day free trial by clicking here: https://www.blinkist.com/miniaircrash on the first of december 1974, a TWA 727 was on the way from indianapolis international airport to washington national airport with a stopover in port columbus international airport in ohio. The flight to columbus went off without a hitch and when the plane took off from columbus they had 85 people onboard and 7 crew members, although the flight departed columbus a bit late it was nothing that the pilots couldnt make up enroute. But at 10:36 am the pilots got some bad news from the controllers on the ground at cleveland,they said that No planes were landing at washington national airport due to high crosswinds. Due to the cross winds everyone was diverting or being put into a hold the captain of flight 514 got on the phone with the dispatcher, he needed more information to decide what to do. After talking to the dispatcher they decided to divert to washingtons dulles airport as the winds were more favorable there. Cleveland atc then asked flight 514 to descend down to 23000 feet and after a while control was handed over to washington ARTCC. As the plane was being handed off from one ATC region to the other the pilots went over the approach that they would be flying into dulles international, they talked about the runway that they would be landing on, in this case runway 12 and the navigational aids that they would be using to land. After those discussions were done the captain handed the 727 off to the first officer. Now, he would be the one making the landing. As they got in touch with washington ATC the pilots discussed the possible routings that they might get from the controller and how they would go about the approach. At 10:51 am the controller wanted to know what heading flight 514 was on and the pilots told him that they were on a heading of 100 degrees, the controller wanted them to turn left to 090 degrees. Which would allow them to intercept the 300 radial of this VOR in the area called Armel. This would set them up nicely for a straight in appraoch to runway 12. Now that last bit had a bunch of terminology, a VOR is a beacon that pilots use to navigate and think of radials as 360 spokes coming off of the VOR beacon. Flying along a radial takes you away or towards from the VOR beacon in a particular way. With the landing information received the pilots started prepping the plane for landing. As they did the math needed for the landing a landing reference speed of 127 knots was set. All this while the crew went over even more details of the landing like the runway lights, the intersections that they would need to fly through and the airport diagram. As the plane left 11,000 feet for 8000 feet the captain asked the

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This the story of thai airways flight 261. On the 11th of december 1998 a thai airbus a310 was on the way from Donmueang international airport to surat thani international airport also in thailand. The domestic flight had 14 crew members and 132 people on board. The airbus took off from donmueang and then started to make its way towards the city of surat thani. Takeoff and cruise were normal, the pilots had their eye on the weather but nothing else stood out to them. The plane was in tip top shape and the flight was proceeding normally. At 6:26 pm the first officer first established contact with surat thani airport and at this point flight 261 was 70 nautical miles away from the airport. The controller would be giving them a VOR DME approach to runway 22 and the weather at runway 22 was not too bad, there were light showers and the wind was calm and the visibility was 1500 meters. This landing felt like it would be an easy one, a slam dunk if you will. As the first officer let the controllers know that the plane was over the intermediate fix, an important way point in any approach, the controller let the pilots know that the papi lights for runway 22 were not working on the right hand side and were only working on the left hand side. Now the papi lights are these lights that are placed next to the runway and they let the pilots know if the plane is on the right glidepath to land on a runway. Its a good feature to have especially on a rainy cloudy night like the one that flight 261 was flying through. Soon the plane was at the final approach fix, the final approach fix is this point by when you have to have the plane at the right speed altitude and heading, if you nail the final approach fix it makes the rest of your landing so much easier. But the controller still could not see the plane. But he cleared flight 261 for landing. He warned the pilots that the runway would be slippery and then he waited for the jet to break through the clouds and then land on runway 22. At 6:42 the firts officer had the runway in sight and the tower had aircraft in sight as well. But the approach did not look right and so the pilots decided to go around, the controller wanted to know when the pilots could see the runway and the first officer said that they could only see the runway from 3 nm away. But they were to the left of the flight path that they should be flying. The weather was starting to get the best of them. Thus flight 261 went around and decided to try again. But unfortunately attempt number two was just a repeat of attempt number one. The aircraft could not be seen when they hit the final approach fix and the pilots could not see the runway either. When the pilots did break through the clouds they found that the runway was to their right and not where they expected this meant that this approach was a no go. Things were not turning around for the pilots of flight 261. Thus they went around again and decided to try again, for those of you counting at home this is attempt number 3. For attempt number three the pilots were trying to figure out why the plane was not lined up with the runway for attempt number two. They thought that the second approach was messed up because they were following the flight path to the VOR correctly. For attempt number three they were keeping an eye on their fuel if they couldnt land this time then they would be returning back to bangkok . As they got a weather report from the controller the pilots sounded worried, the visibility was 1000 meters and the captain said “1000 meters … unable”, we dont really know what he meant by that but if you have any ideas on what he meant feel free to drop them down in the comments below. On attempt number three the first officer acknowledged the landing clearance from the controller, no one knew that this would be the last time that anyone would hear back from flight 261. As the gears and the flaps came out the plane slightly shuddered as it slowed down for the landing. This time flight 261 was on course but they couldnt see the runway which meant that this landing was a no go and they had to go around and so a third go around was triggered. The first officer said “go around trigger go levers” As the pilots were calling out procedures in the cockpit for the go around the stick shaker activated meaning that the plane was very close to a stall and like in the case of air canada flight 646 this go around was not going to plan. The pilots had very little time to save the plane and they had to act fast. But the plane kept pitching up, the pitch up went from 18 degrees to 48 degrees and due to this the speed that the plane had kept bleeding off. Flight 261 crashed into a swampy marshy area just short of the runway but despite the fast response of emergency services 101 people died.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air canada flight 646. On the 16th of december 1997 an air canada CRj 100 Er was on the way from pearson international airport to fredericton international airport in new brunswick canada. The plane had 42 people on board including two infants. On this day the first officer was the one flying and he had some bad news waiting for him, the weather at fredericton wasnt the best. The visibility at landing would be 1/8th of a mile, this would mean that the runway would be hard to spot even thought the lights would be set to maximum intensity.But pilots are trained to deal with situations like these and so this shouldnt be a problem for the pilots. Especially when the pilots would be making an ILS approach to runway 15 at frericton. When the plane was getting close to fredericton the pilots handed the plane off to the autopilot. As the plane cut through the thick fog the pilots in the cockpit were trying to peer through the fog to get a glimpse of the runway. Then when the plane was just 300 feet off of the ground the captain started to see the glow of the runway through the fog. If this kept up they should break through the fog at any moment and then should just be able to land. At this point they were 100 feet above their decision height and when they hit 100 feet the captain called lights in sight and the first officer said that he was continuing with the landing. You see if the pilots do not have the runway in sight when they hit the decision height then they must go around, no questions asked. Now if youre making a CAT III approach then you can basically land blind but in this case they were not making a CAt III approach so had they not seen the lights of the runway then they would have had to go around. At 165 feet above the airport the first officer disconnected the autopilot and began hand flying the plane. As the autopilot was disconnected the plane started to drift above the glidepath, the captain was concerned and started to coach the first officer a bit to get the plane back on glide. The first officer killed power to the engines in an attempt to get the plane back on the glideslope. Keep in mind as all of this was happening the plane was only 80 feet off of the ground. It was at this point that the captain had realized that the plane was to the left of the extended centerline. The captain had no idea how far down the runway they were this landing was no longer viable and so the captain decided to call for a go around. The first officer pushed the engines to max power and selected the go around mode on the flight director. The first officer pitched the nose up at 10 degrees and acknowledged the go around. Just seconds after that happened the stick shaker went off, this meant one thing. The jet was close to a stall and the pilots did not have a whole lot of time to save the plane. They had no idea why the plane was so close to a stall, they should be climbing away and picking up speed but that was not happening. The captain called for go around flaps and a tone was played in the cockpit signifying that the stall protection system was active. But the plane was already stalling and there was nothing that the pilots could do the plane banked sharply to the right and then and the right wing started to scrape down the runway The plane rolled level and then hit the runway again this time in about 20 degrees of right bank. This time the plane came crashing down and as the plane dragged along the runway the plane lost all electrical power except for the emergency lighting. As the plane dragged along the runway the plane left the runway entirely after the intersection of both runways to the right and then plowed through the snow and went on for another 1000 feet and finally came to a stop next to a hill in the snow. Thankfully all onboard survived. At the end of the day we have a landing that somehow went horribly wrong, and it was upto the TSB to find out what happened. As soon as the investigation got under way the weather was an immediate culprit in this accident, it was foggy it was dark and it was snowing a deadly combination that are the just right for a crash. Immediately it became clear that the 100 foot cloud ceiling and the 1/8th mile visibility at fredericton was lower than the limits permitted but this landing was allowed to go ahead because the RVR or the runway visual range was 1200 feet, the bare minimum needed to perform a landing. So by all accounts this landing was being very close to being made non viable by the weather. This meant that the crew made the right decision in continuing the landing they had the runway lights in sight and the weather was on

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of MH370. Now I have done a video on MH370, which talks about what wed do if we ever found the wreck of MH370. If you want to watch that video itll be on the screen right now. But today I want to talk about some new information that recently came out about MH370 that sheds some new light on the case and is frankly quite scary to think about. Now I want to preface this video by saying that this video is not based on a government report, like my other videos but on a report put out by two researchers, richard godfrey and blaine gibson. Now you might be wondering why should we listen to what two seemingly random people have to say on MH 370. Well for one these people have studied the crash more than pretty much anyone else on the planet and are considered to be the foremost experts on the crash. You know a bunch of those wreck pieces that have been found of MH370? Well that was found by blaine gibson. Hes interviewed tons of locals in madagascar and his interest in MH370 borders on an obsession. Richard godfrey on the other hand is a british computer scientist and hes worked on the avionics of everything from the 747 to the F16 to the tornado. He has also written numerous papers on the flight models and the drift models that helped blaine gibson find pieces of the wreck in the first place. If anyone knows what theyre talking about when it comes to MH 370 its these guys but dont take my word for it. This is what the australian transportation safety board had to say about richard godfrey. ““The ATSB is aware of the work of Mr Richard Godfrey and acknowledges that he is a credible expert on the subject of MH370, but the ATSB does not have the technical expertise to, and has not been requested to, review his ‘MH370 Flight Path’ paper and workings. As such the ATSB cannot offer an assessment of the validity of Mr Godfrey’s work using WSPR data,” end quote, so i think its worth while looking into what these two people have to say on the disappearance of MH370. But heres a refresher for those of you that have no idea what the story of MH370 is about. MH370 is a malaysian airlines boeing 777 that was flying from kualalumpur to beijing on the 8th of march 2014. The flight was normal, it took off turned north and then about 40 minutes into the flight the plane suddenly vanished off of radar.Immediately after the plane went missing a massive multinational search started for the plane in the south china sea and the andaman sea. But unknown to everyone at the time as the search was being carried out the plane was still airborne heading south deeper and deeper into the indian ocean we know this because the plane kept pinging an inmarsat satellite hours after it was thought to have crashed. These handshakes continued for a few hours and then they too stopped. Studying the signals that were sent from the plane to the satellite we were able to deduce that the plane flew south towards the heart of the indian ocean away from its intended destination of beijing. In the years since the plane went missing tiny pieces of debris started to wash up on the shores of islands in the indian ocean, a few pieces washed ashore in the french island of reunion and quite a few pieces washed ashore on the island of madagascar. This is where the report by richard godfrey and the gibson blaine start. In 2017 tropical storm fernando formed near the island of madagascar the strong waves and winds of the storm washed this tiny little piece of white metallic looking object onto the Antsiraka peninsula, this thing was found by the wife of a fisherman in madagascar and for the next few years this bit of metal was used as a washing board. Then on the 17th of november 2022 blaine gibson stopped at the home of the fisherman named tatlay and he spotted the white object

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 image: Aero Icarus from Zürich, Switzerland - Delta Air Lines DC-9-32; N3337L, December 1980/ BCX This is the story of delta airlines flight 723. On the 31st of july 1973, a delta airlines DC9 was flying from burlington vermont to boston, but the plane had to make an unscheduled stop at manchester new hampshire because flight 723 had to pick up people from an earlier flight that had been canceled. So the flight departed manchester airports gate at 9:57 am with 83 passengers and 5 crew members onboard. But the plane couldnt just get off the ground yet as the weather at Boston was not the best and so they had to wait as the weather at boston got better. Finally at 10:50 am the plane took off with the first officer in charge with the captain in charge of the communications. After taking off the plane was on the way down to boston and the pilots were in contact with the approach control at boston, the approach controller said “'No delays, plan vectors ILS 31 four r i g h t , the Boston altimeter is three zero one one. Weather is partial obscuration, estimated four hundred overcast, mile and a half and fog." not the worst but also not the best i cant help but wonder if the pilots had been hoping for some better weather on their way down into boston. As flight 723 acknowledged the plane climbed to its assigned altitude of 4000 feet ad the pilots in the cockpit went through the after takeoff checklists. As soon as they were done with the after takeoff checklists it was time for them to start their descent talk about a short flight eh, the controller now let the flight descend to 3000 feet and gavve them a new heading to fly. Then at 11:04 the controller asked flight 723 to do the following “ Delta 723 fly a heading of 0 8 0 now intercept the localizer course and fly it inbound over”. The controller was asking the pilots to intercept this radio beam that is sent out from the foot of the runway. The localizer beam allows the onboard computers on the plane to calculate where it is in relation to the runway laterally, in reduced visual conditions like these a localizer is a gamechanger and can quite literally save lives. In the cockpit signs pointed to the fact that they had successfully intercepted the localizer, the captain said “localizer is alive” and the first officer responded with “go down to 2000 now cant we?” the captain answered with “he didnt say go down”, the captain decided to check with the controller to see if everything was ready for them to perform the ILS landing, the captain asks “is 723 cleared for the ILS?” the controller let the captain know that they indeed were ready to go down. And they took the DC 9 into the mushy weather below them. As the jet passed the outer marker the first officer called for the before landing checklist. As they ticked off items on that list the plane dropped through the thick clouds surrounding boston. But in the cockpit it seemed like the things were starting to unravel, the pilots seemed to have a problem with one of the instruments in their cockpit. Someone in the cockpit said “okay just fly the airplane” and the other person replied with “ you better go to raw data, i don't trust that thing”, in the midst of all of this the captain radioed to the controller in boston that flight 723 was on final and the controller issued the final clearance by saying “cleared to land 4R traffics clearing at the end, the rvr shows more than 6000 a fog bank in moving in its pretty heavy across the approach end” the pilots acknowledged their landing clearance, unknown to the controller this was the last time that he would hear from flight 723. In the cockpit the crew had their hands full with whatever was going wrong in their cockpit. The captain was like “lets just get back on course” and the first officer said “i just gotta get this back”, In the cockpit the captain said something which was then immediately followed up by a shout, presumably because a sea wall might have appeared in the windows right in front of them, but it was too late for the pilots to do anything the dc 9 crashed into a sea wall that was 165 feet to the right of the extended center line of runway 4R about 3000 feet short of the runways displaced threshold. Initially two people survived the crash but their injuries were too severe, meaning that in the end.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of the sudan airlines flight 109. On the 10th of june 2008 an airbus a310 was flying from damascus to khartoum airport. Now the airbus A310 that was making this trip was not in perfect flying condition. The right hand thrust reverse was out of commision. Now for those of you that dont know, thrust reversers are used to slow the plane down during the landing roll by directing some of the high pressure air to the front of the plane. Now these sound important but theyre really not. Reverserers are more nice to haves than must haves, you can totally operate a plane with one thrust reverser disabled, it just means that you just have to do a wee bit of additional work when youre landing your plane. On the ground at damascus the pilot of the a310 was busy making calls to khartoum to get a feel for the weather at khartoum. By the time the plane got close to khartoum the captain would get his answer, the weather at khartoum was bad. To the point where the plane had to be diverted to port sudan international airport for a bit. The A310 waited at port sudan international airport for an hour and 15 minutes waiting for the weather at khartoum to clear up, then they got the call that the weather was much better for landing and the pilots took the A310 back into the skies, this time wit the intention of putting the plane firmly on the ground at khartoum. The pilots would be making a night time approach to runway 36 and the controller gave the crew the wind conditions for the runway, the wind was coming in from 320 degrees at 7 knots and the runway was wet, sure these werent the best conditions but it certainly wasn't the worst. The plane would be able to stop the plane under these conditions and so the winds gave the pilots no reason to worry. The pilots lined the airbus a310 with 214 people onboard with the runway at kahrtoum and took the plane down. As the plane got lower and lower the lights of khartoum went flying by. Runway 36 now shone brightly in front of the pilots. Their ordeal was almost over. The captain and the first officer were in sync and they were working as a team. At 5:26 pm UTC the Airbus touched down 900 meters or 3000 feet from the threshold of the runway. The captain immediately put the engines into reverse, in an attempt to slow the plane down, but to his horror he was having a hard time keeping the massive plane on the centerline of the runway. He glanced down at his instruments to see how fast his plane was bleeding off airspeed. It wasnt fast enough, he knew that at the rate things were going he would not be able to stop the passenger jet before the runway ran out and unfortunately he was right. Flight 109 overran the end of runway 36, but the jet had so much momentum that it just kept going and going and going, it went on for another 215 meters or 705 feet after the runway ran out and then it came to a stop but this was far from over, a small fuel leak had started at the wing root of the right hand wing and this wing root then came in contact with the hot engine starting a fire on the right hand side of the plane, the fire quickly spread and it meant that all the three exits on the right hand side could not be used due to the fire in the ensuing chaos of the evacuation 30 of the 214 passengers did not make it off of the plane. This was a simple landing that had gone horribly bad, As the dawn broke the jet was just a charred pile of ash at the end of runway 36. With the wings being the only part that was kind of intact. So how did this happen, even though the plane was charred and almost ash, individual parts of the plane survived most importantly the flight data recorders and the cockpit voice recorders. One of the questions that they had immediately after the crash was “was this caused by a brake failure?” and the flight data recorder would help them answer that question. The FDR detected that there were no brake failure onboard the plane as it landed this was backed up by the physical examination of the breaks themselves, and the FDR recorded no hydraulic failures as well, the biggest proof of all was right there on the runway. Skid marks along the runway while indicated that the pilots tried their best to stop the plane. The brakes were engaged so hard that the wheels locked up. The skid mark also disproved another theory. The runway was wet and so hydroplaning was a real issue. This has caused problems before, atlantic airways flight 670 was a bar 146 that was landing at an airport in norway and it hydroplaned causing the plane to fall into a gorge at the end of the runway. Let me know in the comments if you want to see a video about that crash by the way. The point in hydroplaning is an issue, but it leaves behind a tell tale skid mark and mushed ru

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of a learjet 35A, on the 4th of august 2003 a learjet 35A was flying from farmingdale republic field airport to groton new london airport. This flight would only have two pilots onboard and no passengers as this would be a positioning flight. The learjet departed republic airport at about 6:10 am and within a few minutes the plane was on radar at gorton london airport, the pilots was in contact with the providence approach controller and they told him that they had the runway in sight and requetsed the controller to cancel their IFR clearance. They would be taking the plane the rest of the way visually.The captain said “five Papa Tango had the field in sight”. In the cockpit the pilots extended the flaps to degrees, The private jet was in the left downwind pattern for runway 23 and was at about 1800 feet. The pilots were getting to land on runway 23 and since this airport wasnt controlled they made radio callouts to to let other planes in the area know that they were there making the approach. The pilots in the cockpit were talking about the left turn that theyd have to make and when theyd have to make it. All looked well on the radar scope,but that didnt stay that way for long. in the cockpit the pilots were having issues keeping the runway in sight, the captain was heard saying “"uh, I don't see it on the left side it's gonna be a problem.". At this point the first officer just gives up and hands the plane over to the captain and just says “damn it you got the plane” which was followed up by a “cant do it right?”. This landing was not going to work and the pilots knew it, the engines were pushed to max power and the captain let out a “yee haw” as the plane accelerated away from the ground the first officer responded with a “woo”. As the plane was going around the the captain called for full flaps. But in the cockpit something was going seriously wrong the first officer was telling the captain to watch his speed and said quote “its gonna stall” it was obvious that the plane was having issues lining up with the runway as the plane was swaying from side to side as the pilots tried to go ahead with the go around . About 1.3 miles from the runway, and south of the extended runway centerline, the plane turned left, and then back toward the right. The plane was losing altitude and the pilots seemed to be losing control, the plane passed over the threshold of the runway and the pilots made a left hand turn towards the center of the airport in an attempt to get the plane back under control. But the pilots were not able to recover from the state that the plane had gotten into and the private jet went right into a house that was near the airport. A person that was doing a pre-flight check on a plane at the airport saw the plane go into a 90 degree bank and right into a building. The wreckage of the plane was scattered in an 800 foot long scar in the ground. Pieces of the wreck went through a line of trees and then into another house and it still continued on even more till it hit a third house and then until it ended up in the Pequannock River. Two of the three houses weer destroyed in the crash and so were two cars and 5 boats in the river, thankfully no one on the ground was injured in the crash But the two pilots were not so lucky. Here we have two pilots, the captain with 4300 hours of experience and the first officer with more than 9000 hours of flight experience. The plane also checked out, the airframe had 9287 hours of flight time and the plane had just undergone an inspection which checked out the plane for flight. Everything was listed as normal. How could a plane like that with a crew that was experienced and well trained go into a dive and crash into a house? Even the weather was normal, i mean it wasnt perfect, but witnesses called it quote “"a typical morning, with the winds from the south packing in the clouds over the hills to the north."It just doesnt make any sense” so lets explore why this happened.

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 Image : Jon Proctor This is the story of air canada flight 680, on the 17th of september 1979 an air canada dc9 was flying from boston to yarmouth in nova scotia canada. Flight 680 left logan international airport at 12:12 pm local time with just 45 people on board. The flight was kind of short so the plane didnt really have time to get up to the really high cruising altitudes, so their cruising altitude for the day was set at 25,000 feet. The takeoff and much of the climb had been normal they were expecting that to continue for the rest of the flight. As the flight was about to level off at its cruising atitude of 25000 feet the the DC9 was rocked by an explosive decompression, as the air was sucked out of the plane the pilots were trying to make sense of what had just happened to their plane. The pilots immediately donned their oxygen masks and did communication checks to make sure that they were able to talk to each other. The captain immediately took control of the plane and he then looked back and saw something that no pilot wanted to see, his cockpit door was gone, and he could see the blue sky through the back of the plane, now you dont have to be a airplane designer to know that you shouldnt be able to see the sky through the back of the plane. They knew that they needed to get the plane down to a more breathable altitude as fast as possible, the pilot then got on the radio with air traffic control and said “boston center air canada 680 is doing a rapid emergency descent. Clearance back to boston, were out of 23000 descending” Boston air traffic center cleared the plane down to 14 thousand feet and cleared them for a direct path back to boston. The plane was now more or controllable and the pilots wanted to make sure that everyone in the cabin was okay and thankfully they were. One cabin crew member had a slight bumb on her head but everyone was accounted for. Once the DC9 was on its way down the pilots were able to give the controllers more information on what had happened to the plane, they let the controller know that they had had an explosive decompression, the pilots also wanted to level the plane off at 9000 feet, but air traffic control could only give them 10000 feet probably for separation reasons. Then the pilots said this “roger we are just leveling off now and the back end of our tail is completely blown off”, no wonder why this plane had had an explosive decompression, something had given away at the back and that had caused some massive problems for them. But luckily the hydraulics had not been damaged and so the pilots were able to keep the plane under control without any issues whatsoever. Had the hydraulics been damaged then this would have been a lot more worse. But as expected the plane was not in pristine shape for example the right hand engine would not go past an EPR of 1.25 and the pneumatic crossfire valve was open and they could not close it no matter what they tried. The crew now wanted the nearest runway that they could get to get this plane on the ground, the runway closest to them was runwya 33L at logan international and thats what they were going for. At the airport they had all fire tucks and other emergency vehicles waiting at the runway for the arrival of flight 680, the pilots then cautiously took the plane down to 4000 feet, air traffic control was on their edge hoping that no control problems came up as the plane entered its final section of flight. Due to the kind of damaged right hand engine and the strucltral stability of the plane the pilots carefully lined the stricken jet up with the runway, they kept the plane a bit high on purpose just incase something went wrong since the plane was in such a precarious state the pilots used the flaps and the landing gear to reduce altitude and speed instead of messing with the throttles too much. Then at 12:50 pm the DC9 made a safe landing on runway 33l at logan international airport. Thankfully none of the people onboard were injured, these pilots had done the impossible and landed a badly damaged plane and saved the lives of everyone onboard. Now only one question remained how did the back of a passenger jet blow out?

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of sri wijaya air flight 182. The 9th of January was a day like any other. At indonesias sokarno hatta international airport a boeing 737-500 was getting ready to make the quick hop from soekarno hatta international airport to supaido international airport. At 1:36 pm local time the passenger jet with 62 people onboard lifted off from runway 25R at soekarno hatta international airport. The captain was the one at the controls and the first officer was the one monitoring the progress of the flight. The first officer got on the radio with the terminal east controller, the terminal east controller had a transmission for the crew, “SJY182 identified on departure, via SID (Standard Instrument Departure) unrestricted climb level 290” the crew acknowledged and put the plane into a climb to follow out the orders that they had been given. As the plane passed through 1700 feet the autopilot was engaged and as the plane passed through 5400 feet the horizontal navigation of the plane was set to heading select from the LNAV mode. All of this was standard and nothing out of the ordinary was on the pilots radar at this point, this flight was going exactly the way that they wanted it to. As the plane closed in on 8000 feet of altitude slight cracks started to appear in the armour, the left hand engine started losing power. This was strange, the plane had been cleared upto 29000 feet and they were no where near that altitude and there was no reason for the plane to cut power to either engine at this phase in flight. So the left hand engine ever so slightly started to fall from producing 92.8% power, but the pilots did not notice this happening, the pilots were busy with the weather that theyd be flying through the pilots noticed that there was a weather system on their way and they were asking ATC if they could turn to 075 degrees so that they could avoid a strom system that was right in front of them. As the flight 182 climbed ATC wanted flight 182 to hold at 11000 feet for a bit, this was to prevent a conflict with another plane that was departing from runway 25L from soekarno hatta international airport. But as all of this was happening the left hand engine was slowly losing power it was now at 86.4%. This kept happening when the plane was at 10,100 feet the pilots were focused on getting the plane leveled off at 11000 feet but the left hand engine was still bleeding performance. Now it was at 72.7 percent power. When the power had decreased to 67.5% the plane went into a right hand roll to capture the heading that the pilots had selected. So far the autopilot was countering the effects of the left hand engine pretty well and the pilots were unaware that anything at all was wrong with their plane. But by the time the left hand engine was at 59% the plane started rolling to the left just a bit. The pilots were still busy with leveling the plane off at 11,000 feet to notice that the plane was banking to the left at 7 degrees. Now just when they had levelled the plane off at 11,000 feet ATC now wanted the pilots to cimb and maintain 13,000 feet. Just as the pilots of were about to do that they got the first sign of trouble. The EGPWS system on the plane let out a warning that said “bank angle” letting the pilots know that the plane was banking too much to the left, just how much you ask? Well that 7 degree bank that i mentioned before had now grown into a 37 degree left hand bank and the pilots needed to level their plane as soon as possible before things got any worse. The left hand engine by this point had dropped to 35% power and was still falling. Then the plane started to descend, the pilots activated the stabilizer trim system which deactivated the autopilot. But the pilots just could not recover the plane from what it was doing. The nose of the plane dropped and the plane started losing altitude, the pilots did not have a lot of time to act and time was running out. On land the ATC controller tried to hail flight 182 for a heading update but they got no reply. They tried again, but again no reply. Then the tiny blip that represented flight 182 just vanished off the radar screen at sorkarno hatta international airport. A passenger jet with 62 people onboard had just gone missing. It wasnt long before people put 2 and 2 together, the jet had gone down off of the coast of jakarta, the sea was about 16 meters or 52 feet deep. This meant that getting to the wreck of the plane while difficult would not be impossible. The team recovered as much of the plane as possible and then sent the wreck to the jakarta international container terminal to be studied. As the wreck came up the

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of Air tindi flight, on the 30th of january 2019, an air tindi beechcraft 200 was on the ground at yellowknife airport in canada, for the pilots of the beechcraft that day would be hectic as they had 6 planned legs that day. Theyd leave yellow knife and first head to whati from there to wekweeti airport. From there they would go to Ekati aerodrome after that theyd fly the reverse to get back to yellowknife. Smaller communities in canada depend on small beechrafts like this for all that they need, flights like these are quite literally one of their biggest life lines to the wider world. By 7:45 am the plane was wheeled out of the hangar and it was fueled with 3200 pounds of fuel for the days flights. With fueling done the pilots entered the cockpit and began the pre departure checklist. On the right hand side the first officer noted that the right hand side attitude indicator was not erect. Pilots make use of the attitude indicator to make sure that the plane is level and stable when external horizons are not available. In short its a pretty important piece indicator, but the plane had two so the captain was not that concerned. He assured his first officer that the attitude indicator would sort itself out soon enough. As the pilots went through their checklists the first officer had an eye on the attitude indicator just checking on it to see if was back up and running. Even when the captain reading off the takeoff briefing the attitude indicator was broken. The pilots discussed their flight and their plane, they talked about how on That day they could expect some moderate icing above 4000 feet but other than that it was a great day for flying and the captain talked about how he wanted to leave the gear down for a bit after takeoff to blow off some of the snow that had accumulated on the gear. Finally the captain asked the first officer if he had any questions, the first officer had none. As the first officer finished the lineup checklist flight 503 lined up on the runway. At 8:51 am takeoff power was applied and flight 503 started its takeoff roll. As the plane picked up speed the captain wanted to know if the right hand attitude indicator was working, the first officer replied that it wasnt. As flight 503 climbed away form yellowknife the pilots started with the after takeoff checklist. Even after takeoff the attitude indicator wasnt working, the captain suggested that the first officer give it a few taps to see if that would fix the problem. But as the beechcraft climbed any hopes of the attitude indicator coming back online fell. Soon they were at 12000 feet their cruising altitude. The captain turned on the autopilot so that they could trouble shoot the right hand side attitude indicator, throughout their cruise the pilots tried to fix the attitude indicator. But it didnt work, by 9:05 am it was time for them to start their descent. They would first be making an rnav approach to runway 28 and then they would circle and land on runway 10. As they finished their descent checklist the pilots got a transmission from another plane that had landed at whati, from this other plane they were able to get runway and weather condtions. By 9:10 am the plane was descending through 10,800 feet. They would be on the ground soon the pilots made the necessary radio calls as they approached the airport. Then at 9:11 am the captains attitude indicator showed a red gyro flag. It had failed. It took the autopilot with it as well. The captain started to fly the plane on partial instruments and he arrested their descent. At first they started to climb but that didnt last long, the beechcraft started to lose altitude, at first the plane was turning to the right . Within about 38 seconds the turn to the right was replaced by a turn to the left. The left turn got steeper and steeper, within seconds flight 503 was spiraling . there was no coming back for flight 503. In the cockpit the pilots were getting pull up warnings but they couldnt. At 9:12 am and 24 seconds flight 503 impacted the terrain. A satellite orbiting overheard picked up flight 503’s emergency locator transmitter and within an hour a C130 hercules was dispatched from winnipeg to search for the missing plane. By 2pm the c130 had found the crash site of the beechcraft. None of the two pilots on board had survived.

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Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of mahan air flight 1095. On the 15th of october 2015 a mahan air 747 was flying from merhabad international airport to bandar abbas in iran. Can I just say for a second that irans slowly becoming the an aviation nerds paradise? I mean iran has a lot of old airplanes that are flying no where else in the world. I mean if you want to see an F14 tomcat in flight thats the only place to do it. They also have a few MD82s that are in flying condition over there. I wish we had more of that elsewhere. Today were talking about a mahan air 747-400, the jumbo jet had 422 passengers and 19 crew members. It is rare that you see a jumbo jet on such a short domestic flight but thats what was happening here. The crew members were also very experienced. The captain had flown a multitude of airbus and boeing aircraft and had more than 24000 hours in the air, the first officer flew the airbus a300 before the 747 and he had 3800 hours of experience. The plane lined up with runway 29L and the 4 engines of the 747 was pushed to max power for this takeoff. As the plane picked up speed the 747 lifted off into the skies of iran at 8:16 am local time. The pilots put the jet into a left hand bank as they pointed the plane in the direction of their destination. As they climbed the pilots noticed something weird, the vibration data from engine number three made no sense, all other engines had a vibration value of .4 but the number three engine was at 2.4. The pilots didnt make too much of it and they opted to continue on with the flight. Flight 1095 slowly climbed over the suburbs of tehran as it gained altitude and then when they hit 7500 feet the jet was rocked by an explosion. The whole plane rocked as the pilots raced to figure out what had happened and they tried their best to counteract what was happening. As they struggled with the plane and the multitude of warnings that were going off in the cockpit they noticed something that was very concerning. They had lost engine number three or the inboard engine on the right hand side. The 747 had 4 engines so losing one engine isnt such a big deal but what was was that they had lost their 1,3 and 4 hydraulic systems now that was a big deal. On large jets the control surfaces of the plane arent moved by the pilots directly but their movements get translated into electrical commands that then get sent to hydraulic motors that then move the controls surfaces, if you lose your hydraulic systems youre going to have a barely controllable plane on your hands, so these pilots had to land this plane before their last hydraulic system gave out. They were in a race against time. They had just taken off and so the best course of action would be to just turn back to the airport and land on the runway that they had just taken off from. Since the jet was fueled for such a short flight they were not too overweight on landing. One less thing to worry about is good right? The vibrations made it clear that something was seriously wrong with this plane. Their indicators told them that engine number 4 was also experiencing some trouble , if they lost another engine then they'd be in a world of trouble. Then they lost engine number 4 as well. The pilots now had a ton of checklists to do. From running the two engine inoperative checklist to the two hydraulics inoperative checklist to the fuel leak procedure then they'd be able to get this stricken plane back down on the ground. As they headed back to the airport the pilots tried their best to restart engine number 4 but engine number 4 did not start. Making matters worse they were leaking fuel from some of the tanks on the right hand side of the plane. They would have to land the plane like this. The captain put out a mayday and the controller told them that they could land on runway 29L if they so wanted. Thats what they decided to do they kept the plane in the left hand bank that it was in, they tired to turn on the autopilot to take a bit of the load off of them but since hydraulic line number one was shot the autopilot refused to engage.They kept hand flying the

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 Image Credit: christian hanuise This is the story of brit air flight 5672, now brit air might not be a carrier that you might have heard a lot about, but on the 22nd of june 2003 the airline was operating a CRJ 100er for air france from the city of Nantes france to brest also in france. The plane took off from nantes at 9:16 pm with just 21 people on board. The first flight of the day had been delayed and so this flight was delayed about 50 minutes as well. Once in the air as the plane made its way towards brest, the pilots re routed the plane around weather formations , keeping the plane away from the worst of the weather. As flight 5672 was in the air the weather at brest was not the best, the visibility hovered at around 800 meters or about 2600 feet. As time went on the plane was allowed to descend down to 15000 feet and then 7000 feet. As they made their way down to 7000 feet the pilots were aiming to get the plane to a waypoint known as bodil, this was the initial approach fix for the approach to runway 26 and as they did this they avoided storms to the left and right of them. As the plane made its way towards brest it looked like the controller would put the plane into a hold so that a plane ahead of the CRJ could land safely but just as they were about to start the hold the plane infront of them landed and the landing on runway 26 for flight 5672 was a go. In the cockpit the heading and vertical speed modes were activated and the displays displayed the VOR frequencies for runway 26. With the approach underway the pilots brought the flaps out slowly as the strong winds pummled the airplane from the left. With that the controller cleared the plane for landing and told the pilots that the cloud base was 100 feet this meant that the pilots would only see the runway at the very end of their approach. With everything looking okay the plane began the final descent that would take it all the way to the runway.at 9:50 pm the captain said “"Approach selected, LOC and Glide". Then the automated voice in the cockpit called out 500 indicating that they were just 500 feet from the ground, this call out was more or less expected but the next one caught them off guard, it said glideslope sink rate. The plane was basically telling them that they were not on the glideslope and that they were descending too fast. Basically in simple terms if they kept this up they would not land on the runway but instead they would fly their plane into the french countryside. In response to these warnings the plane was put into a right bank but the rate of descent wasn't really addressed. As the autonated systems continued to call out gidelsope glideslope it also let them know that they were just 300 feet off of the ground. The first officer was saying come right come right to the captain in an attempt to get the plane lined up with the runway. That didnt really work and the plane continued to lose altitude. 100 said the automated voice but the time to do something about the state of the plane was starting to run out, the runway did not materialize and the pilots were confused the first officer said I got nothing in front, the captain now realising the gravity of the situation called for a go around, he said “go around go around”. As the call for

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air transport international flight 805. On the 15th of february 1992 an air transport international DC8 freighter was on the ground at seattle tacoma international airport. The plane was loaded up and took off ahead of schedule. The flight to toledo was normal, nothing out of the ordinary. As the first officer flew the DC8 towards toledo they picked up a bit of precipitation on their weather radar. It was at level 1 or 2 nothing too bad and nothing that the pilots or the plane couldn't handle. The pilots up until this point in their approach had been in instrument meteorological conditions, this meant that they had to fly the plane by the instruments and not by visual cues. But this isnt a problem on any modern airliner. At 3:12 am the controller at Toledo cleared the plane to land. It was starting to get a bit stormy in the cockpit as well. The captain was not really happy with the way the first officer was flying this plane. “He said things like “If you're gonna fly that slow you're gonna need more flaps” “Still don't have enough flaps for this speed, add power, you're not on the glide path bring it up to the glidepath” “You're not even on the effing localizer at all”. To say that the captain wasnt satisfied with the flying of the first officer would be an understatement and a few minutes later the captain had enough. He said “Okay we’re gonna have to go around, were not anywhere near the localizer”. First lets get some terminology out of the way, Think of the localizer as the extended centerline of the runway, if youre on the localizer it means that youre lined up with the runway perfectly. The glideslope is the proper path of descend for a plane landing on the runway. If youre on the localizer and on the glidepath it means that youre positioned correctly to land on the runway. As the pilots put flight 805 into a climb the controller wanted to know why the pilots were going around, the captain told the controller that they had lost the localizer in the clouds so they were going around for attempt number 2. The controller soon had the plane on the base leg and was vectoring the pilots to intercept the ILS. The second time around the pilots were still struggling a bit to intercept the localizer. But at 3:21 am the pilots were cleared to land again and the pilots asked the controller about the surface winds. The winds at the runway were at 10 knots and at 100 degrees but at their altitude the winds were at 180 degrees and 35 knots the captain did not like this at all he said “ "13 degrees of left drift...man, they really got a bad effing situation here. Right out of the south direct effing crosswind giving you twelve degrees of drift right now” it looked like they'd have to contend with some strong winds on their way down to the runway. In the cockpit the the ground proximity warning system and the sink rate warnings went off multiple times and the first officer was riding the throttle to get the plane back on the glidepath, the captain said “Push the power and get back upto the glidepath” But attempt number two looked like it wouldnt work out, so this time the captain took control of the plane and performed another go around. But as the flaps and the gear were retracted the plane started to bank to the left. The captain said “what's the effing matter here” , in the cockpit the warnings were going off all over the place. The flight engineer was asking the captain to pull up but the captain could not recover. Flight 805 crashed about 3 miles north north east of the runway. None of the 4 people on board survived and 13 people on the ground were injured. Flight 805 had crashed on its second go around attempt in moderately bad weather. To see how bad the weather was the investigators talked to two crews who had landed in toledo before flight

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 Image Credit: Ken Fielding/https://www.flickr.com/photos/kenfielding The pilot who slammed his passenger plane into new york / when impatience rips a passenger jet apart / How Breaking The rules Tore this passenger Jet apart This is the story of alitalia flight 618. The year is 1970 and its the 15th of september. A DC-8 was operating a flight from rome to italy. The dc 8 had 146 passengers and 10 crew members on board. Hold on a second, they put a quad jet all the way from Rome to New york to carry just 146 passengers? To put that into context a 737 can carry more people. How did they make the economics work for this flight? For context today you do have non stop flights between rome and new york but theyre always served by larger twin engined jets like the 777 or the a350 or the 767 or the a330. Looking back with todays mindset it seems almost comical to put a quad engined dc 8 with just 146 people across the atlantic. Unsurprisingly alitalia has only recorded one year of profit, in its entire history from 1946. Leave your guess as to which year in the comments ill reveal the answer at the end of the video. Questionable route planning decisions aside, the plane left rome at 4;22 am EST or 10 am local time bound for new york. The atlantic crossing was uneventful. As the DC8 was approaching a navigational point about 120 nautical mines northeast of JFK international the controllers cleared the plane to descend from 31000 feet to 20000 feet. By the time the plane was 32 nautical miles from the airport they had gotten all the way down to 6000 feet. JFK radar approach control now had the plane on radar and they gave the pilots the information that theyd need to land at an airport, like altimeter settings winds fog that sort of stuff. Today though pilots got a bit of news that they weren't expecting. The ILS to runway 4R was out of commission. The ILS is this radio beacon that can guide planes right to the foot of a runway. Its not essential but having it is nice you know, like a warm cup of tea in the morning. So the first officer took control of the plane and started following the vectors that air traffic control was giving him to line up with the runway. The controller was giving them all sorts of vectors he asked them to speed up and slow down. By 1:18 pm the controller was almost done setting the plane up for the approach to runway 4R, he said “Alitalia six eighteen you’re three and a half from the marker, turn right zero two zero, cleared ILS four right approach.” But the crew had a problem, they still had a lot of stuff to do and not enough time, so they prepared the aircraft as fast as they could and put the plane into a 1000 foot per minute descent in an attempt to get onto the right glideslope. As the jet came out of the clouds the captain noticed that the plane was way too high and a bit to the right of the runway. He now had a decision to make: he could either go around and try again or he could try and salvage this approach. He chose the latter option. The DC8 started to drop like a stone, it was expected that the plane would ease up sooner or later but it just kept falling and falling. The plane touched down hard and immediately the pilots knew that they were no longer in control of the plane the plane yawed from the left to the right and back again. From the controllers point of view they knew that something was wrong, the landing was so hard that they watched the fuselage of the plane buckle, They saw smoke and flames from a point on the wing roots. Engines three and four were ripped off the right wing as the plane went down the runway. This landing had not gine well the pilots were trying their best to keep this plane on the runway. But it was of no use the plane went off to the left and into the soft mud, the landing gear which were already damaged from the hard landing could take no more and they were ripped off the plane. Not being able to take anymore the fuselage was ripped open as it came to a stop. Seeing all of this unfold the controllers immediately sounded the crash alarm. Incredibly all 157 people survived, 64 people

Install Raid for Free :white_check_mark: Mobile and PC: https://clik.cc/uER5Z and get a special starter pack :boom: Available only for the next 30 days :boom: SPECIAL THANKS TO PATREON SUPPORTERS: Adam Quentin Colley Alex Haug Simon Outhwaite Steve Narcross Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 The plane took off from bagram airfroce base at 11:05 am and the crew then preceded to climb to their cruising altitude. The plane then entered an orbit just west of kabul at 42,000 feet, this should be an easy mission just stay there relay data and then come home, but the mission would be anything but that. At 12:50 pm the pilots asked for clearance from the controller to climb from 42000 feet to 43000 feet. The engines spun up and the plane started to slowly climb from 42,000 feet, then an explosion rocked the plane, one of the engines had just exploded and the crew of two were down to one of their engines. On the cockpit voice recorder a loud bang could be heard and the then the voice data recorder cut out. The plane was shaking violently, to the point that the crew probably thought that they had collided with another plane or something. The plane yawed to the left and the pilots fought to correct the yaw to the left. Within a few minutes the E11A had lost more than a thousand feet in altitude at 12:51 pm the plane was at 41,000 feet down from its peak of 42,300. In the cockpit the pilots were figuring out how to get the plane under control, they pulled back the right hand engine to idle to make sure that the engine damage it self even more than it already was. Seconds after that they had turned off the right hand engine. To help slow their fall the left hand engine was then increased in power. But to the confusion of the crew the plane did not stabilize the vibrations eased up for a bit but then it was right back where they started and much to the concern of the crew they watched as the left hand engine now gave up on them, the needle on the console rolled back the left hand engine was rolling back as well. This crew was now left without power. Both their engines had failed. Now they needed to get this plane on the ground as soon as possible before the altitude that they had given out. On the display, a large warning appeared, dual engine out. The pilots immediately got on the radio with kabul ATC and then let them know that they had lost both engines. The crew then started on the dual engine out checklist to prep their plane for a potential restart of the engines. The pilots were going for something known as a windmill restart. Right now the plane was flying fast enough that the air flow would keep the core of the engines spinning getting the engines started right now would be a lot simpler when you compare it to something like starting it when the plane was much much slower. The pilots were aiming for kandahar airport which was well outside the glide capabilities of the E11A and the pilots knew that but they were sure that they could get atleast one of their engines back online. But time was not on their side that day from 30,000 feet they could stay in the air for a grand total of 12 minutes, if they couldnt get the engines going in that time then they were looking at landing somewhere in the harsh afghani desert. But unluckily for the pilots of the E11A the engines would not light, they now had to put this plane on the ground somewhere, the thing is when the emergency started they could have easily made it to either kabul or the forward operating base shank. Then at 13:09 pm the plane impacted killing both pilots. As soon as the plane crashed the emergency locator on the plane went off and A10s in the area were rerouted to find the wreck of the plane. Unfortunateluy due to the weather in the area recovery efforts could not be started immediately. With the investigators would have to wait for a bit before they got their hands on the wreck of the plane but in the mean time they could study what the pilots did. For some reason air crews in the r

Grab AtlasVPN Special deal for 82% OFF https://get.atlasvpn.com/AirCrash Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of emirates flight 131. Now emirates is a weird carrier, airbus came out with A380 and no one else really liked it but emirates was like you know what ill take your entire stock, its not an exaggeration to say that the A380 program lived and died with emirates. They are the largest operator of the type and its not even close. But with such a large plane you have to ask yourself what would happen if one of these crashed and on the 10th of september 2017 one almost did. The largest passenger jet almost hit the ground. On that day an airbus a380 was on its way from dubai to moscows domodedovo international airport with 422 passengers and 22 crew members on board. Nothing of note happened during the flight and as the plane got closer to the runway the air traffic controllers decided to switch things up for the A380, the controllers wanted to send the plane on a different approach than the one that had been set up in the flight plan. Now this is nothing weird things like this happen all the time, operational reasons dictate a change in approach, sometimes its weather sometimes its traffic sometimes its just a way to reduce noise in and around the airport. For whatever reason the controllers sent the a380 towards runway 14R, As the plane got closer to runway 14R the conroller allowed the flight 131 to descend down to 500 meters or 1600 feet above the terrain at the pilot's discretion. The pilots decided to go for it, in the cockpit the latitude knob was changed from 3300 feet to 2300 feet, the pilots also put the huge plane in a left bank to line it up with the runway. As the plane slowed the flaps and slats came out the gear came out and the worlds largest plane was configured for landing. As flight 131 reached the final approach point for this approach the controller tried to hand the plane off to the tower controller but the crew of flight 131 never responded, The controller now noticed that the plane was losing altitude very fast, they were well below the 500 meter lower limit that he had set for them, but the plane kept descending, he repeated his instruction 3 times before the A380 finally pulled up at 290 meters off of the ground. In the cockpit the pilots pushed the 4 throttles to the max and in a few moments the huge a380 went from descending at 2000 feet per minute to climbing at 2500 feet per minute. When they were just 500 feet off of the ground the EGPWS or the enhanced ground proximity warning system started going off letting them know that they were dangerously low. At this point they were 7.3 nautical miles from the runway, they should have been at a few thousand feet not the 474 feet that they were at. The controller then set the plane up for another approach to runway 14 R as the first one had been unsuccessful, as the controller set the plane up for attempt number two the controller asked the crew if they were ready to make the final left turn to line up with the runway. At the point of the left turn the pilots were maintaining 3300 feet , but the crew felt that the approach was off and called for another go around this time much earlier than the one that they had called for before. So the

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of air europa flight 911 on the 28th of october an air europa flight 911 was on a charter flight from katowice in poland to beirut in lebanon, the flight was to go to katowice and then come back and so they had left on the day before, the 27th and on the 28th they were heading back to katowice. Since this was a long flight the plane had three pilots on board with the third pilot taking up the jumpseat in the cockpit. The takeoff from beirut was all but normal and the flight was boring. By the time the 737 was in the bratislava FIR or the flight information region the crew got their first weather report for katowice, it wasnt perfect. Just 400 meters of visibility low clouds. It wasnt good weather but the captain remarked that it would be jyst enough to get the plane on the ground. With the weather on their minds the captain prepped the plane for landing and warsaw ATC let the plane descend down to 10000 feet. Then they were allowed to descend even lower and the captain got some bad news the visibility had deteriorated to 300 meters or just 900 feet, still within the allowable limit but theyd be cutting it pretty close to the edge. As the plane got closer to the runway the pilots got even more weather reports, to which the captain would say “well thats a bit difficult isnt it” yes mr captain it would be a bit difficult. As the plane leveled off at 4000 feet the jet was passing over the KTC VOR or a very important navigational beacon in katowice. The first officer knew that the weather was horrible and so he suggested that they fly the approach by the book so that theyd have a higher margin of error, but the captain wanted to do a straight in approach, which would get the plane on the ground faster and save fuel thus saving the airline money. 6.4 NM from the runway the the 737 was lined up with the runway the plane was configured for landing, the flaps were out the gear was out all that stuff, except for one tiny little thing, the plane was way too high to make a safe landing. For those of you that want the nitty gritty details the deviation was 5.62 dot. But this meant that the pilots would have to lose a lot of altitude very very fast, now the ideal thing to do right now would be to go around and try again but if you've watched this channel for a while then you know that thats not what the pilots did. They made some bad mistakes. The pilots not having the runway in sight asked for the runway lights to be set to maximum brightness. Then for the next 12 seconds the captain and the first officer were both telling each other that they were too high but neither pilot really did anything about it. Then as the pilots changed the autopilot mode the captain urged the first officer to descend he kept saying go downwards, go downwards. But they were having a bit of trouble wrestling the plane to get down to the height that they wanted to get it to, As the autopilot shouted approaching miniums the captain was telling his first officer to quote keep that slope. That approaching minimums call out then changed to a sink rate warning letting the pilots know that they were way too low and that they needed to arrest their descent. But their altitude kept dropping. Then the pilots saw the runway and the captain said insight.Just as the runway came into view the first officer for some reason handed off the plane to the captain by saying your controls, this cockpit was in chaos. The plane as a result was in chaos as well, they were just 50 feet off of the ground and they were descending at about 1200 feet per minute and they were just 50 feet off of the ground, the plane had dropped so much that the runway was no longer right in front of them it was still a few miles out. Then a loud band was heard as the plane started striking stuff on the ground. The captain just said oh my god, the plane then touched down well short of the runway and the throttles were advanced to max power, but the plane thinking that the pilots were trying to takeoff without prepping the plane for takeoff gave them a take off warning. The plane then lifted off again and as soon as it did the pilots got a stick shaker warning letting them know that the plane was close

Help Support The Channel!: https://www.patreon.com/miniaci Join My Discord: https://discord.gg/rhDgbc9 This is the story of west atlantic flight 3319. On the 4th of june 2019 a cargo boeing 737 was on the way from Oslo to brussels. On this flight the captain was in the right hand seat and he was watching over the first officer who was completing his command upgrade line training. The first officer would have his hands full today as there was a thunderstorm around brussels airport. As the jet approached Brussels the pilots could hear ATC reoruting planes around the active weather system. Their weather radar showed them what was causing all this commotion, a pretty bad storm cell near the airport, but the south east of the airport was clear and so the pilots decided to make an approach from the south east. So the pilots went about prepping the plane for an ILS approach to runway 25R. The ILS or the instrument landing system is a godsend as far as pilots are concerned, it allows the plane to follow radio beacons on the ground right down to the runway. It allows pilots to land in bad weather when the runway isn't visible. In the cockpit the pilots were prepping the plane for the landing and they were talking about threats and issues that they might face on this landing. But unknown to them no amount of preparation would be able to help them deal with what came next. At 6:46 pm the pilots heard a loud electrical clunk and immediately the EFIS displays on the left hand side went dark. Whatever had happened also took out the autopilot and the autothrottle. The EFIS or the electronic flight instrument system has two screens: the Electronics attitude director indicator and the electronic horizontal situation indicator. You dont need me to tell you that those are important in the cockpit and these pilots had just lost some of their instruments for some reason. The captain who was moniroting the progress of the first officer immediately took control and manually started flying the plane. But there was a problem ATC could no longer find the 737 on their radar scopes, the transponder had failed. At this point the captain did not know if something else, something much more crucial might fail and so he declared a pan pan pan and asked for priority for runway 25R. As the plane made its way to brussles, the pilots took stock of what was working and what wasnt working. To their dismay they found that both the control displays of the flight management computer were working and in addition to that they had a barrage of warnings telling them that all sorts of things were wrong with their plane. From the number one aft fuel pump to the pressurisation system to the yaw damper. Something was seriously broken with this plane. Since they had the EFIS displays on one side they decided to fly a manual ILS approach. As the approach continued the captain told atc that they had had a severe electrical issue and that they were upgrading their pan pan pan call to a mayday. They wanted to get this jet on the ground as fast as possible. As the plane approached brussels they were a bit too high but they were able to intercept the glideslope from above and they continued with the landing. As they flew the approach the captain noticed that the EGPWS or the enhanced ground proximity warning system was not working. Great another thing that wasnt working but what truly worried him was the weather cell near the airport. It was described as a wall of water with lightning piercing the clouds every 20 seconds or so. This landing would be hard without a massive stormcell nearby but that was the situation that these pilots found themselves in. When they were just a miles away from the safety of the runway the rain engulfed the airplane and the pilots had to go around. The captain had no idea how much thrust he needed to use to carry out this go around so he just estimated it and thank god it worked. The plane started to climb and the captain put the plane into a left hand bank. As he did that the first officer set the transponder to ATC 2 and now ATC could see the pilots on their radars again. As the pilots orbitted brussels they noticed that the transfer bus number one circuit breaker was open the pilots debated on

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of carson air flight 66. Carson air flight 66 is one of the many flights in canada that criss-cross the country bringing needed supplies to the smaller communities spread across the country. More often than not these flights stop in multiple cities bringing in goods and cargo from the bigger cities to the smaller ones. Look at the stops of carson air flight 66, it started out in vancouver and it was headed to fort st john, with stops at prince george and dawson creek. On monday the 15th of august 2015, the pilots of flight 66 got to vancouver international airport after a weekend of not flying. The first officer was the one who was first in and he started prepping the plane for the days flights, the captain followed suit not long after. The captain and first officer then finished loading the cargo for the flights and then started up the engines on the swearingen SA226. After a quick taxi the airplane was at the runway at vacouver. After the takeoff run was started the plane took off about 2800 to 3000 feet down the runway. Once in the air flight 66 was in contact with flight was in contact with departure. Once in the air the flight was vectored to the north and slowly it was cleared upto its cruising altitude of 20000 feet. On the controllers screen flight 66 began the climb from 7500 feet, when it was passing through 8700 feet the plane disappeared from the radar screens at vancouver. The plane had only been in the air for about 7 minutes and then it went off line with no distress call no nothing. Flight 66 had been absolutely normal until it disappeared, the plane had been climbing normally at 1500 feet per minute, and the speed was about 180 knots. Nothing out of the ordinary for a sa226 flying this route and then it disappeared. The last few radar returns had caught the final moments of flight 66, the sweringen had gone into an abrupt steep descent and it showed no signs of leveling out. The wreck of the plane was found in a dberis field that was 1400 feet by 1000 feet on a mountain, they noticed that the lighter less massive components of the wreck was situated at the start of the debris field and the more massive parts were further down the debris field. This meant that the plane had started to break up in the air before it hit the ground and the reason for that was aerodynamic stresses. They calculated that the plane started diving towards the ground at 30000 feet per minute. This was more than enough force to rip the swearingen to shreds before they even hit the ground. Whats even more interesting is that the damage to the plane was symmetrical, this was a symptom of high energy rotational damage. Then in the remains of the cockpit the investigators found something interesting, the trim switches, the trim system was commanding maximum nose down trim at the moment of impact. For those of you that dont know trim is used to keep the plane level, if you trim the plane nose up then the plane will have a natural tendency to nose up even if you dont touch the controls and likewise if you trim the plane nose down the plane will nose down. This was very strange why would a plane that was in a dive have its nose be trimmed down as well? That would be like a driver stepping on the gas to stop the car, in a situation like this you expect to see the nose in a nose up position. Since the plane was going to be in cold conditions the investigators looked at the deicing system of the plane, if something had blocked the deicing system then the instruments could have given the pilots wrong information that could have caused them to inadvertently point the plane down. This has happened before. But looking at carson air procedresthye found out that the captain would have had to turn on the deicing system and check that it was on multiple times. The chances of them taking off without their deicing system on was very very slim. But the radar return of the plane poked a few holes in that theory, the plane nose dived in a very level way, that is the wings were level, this would have exerted negative Gs on the pilots in such a way that they would have known exactly what was happening to the plane that they were

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 Image Credit: Graham from Scotland - P4-LOR Bae146/RJ85 LAMIA This is the story of lamia flight 2933. On the 28th of november 2016 an avroRJ855 was on the ground at viru viru international airport in bolivia , this was a charter flight and this plane would take the __ players all the way from viru viru to rio negro in columibia. But that wasnt the original plan, the original plan called for two charter flights from Guarulhos to medellin and then from medellin to chapeco in brazil. When lamia applied for permits to fly this route they were denied the permits as usually charter flights are operated by an airline from either the departure or arrival country and since lamia was bolivian the brazilian authorities did not allow the plane to fly. So the team flew from sao paulo to viru viru on a commercial flight and then they boarded flight 2933. As the passengers boarded the plane the captain was busy in the cockpit requesting fuel for the flight. The captain wanted to fill the plane up with 9300 kilos or about 18000 pounds of fuel. The captain had plans of refuelling the plane at cobija airport near the border between Brazil and Bolivia. At 10:08 pm local time the captain powered up the plane and they headed towards the runway. After taking off from runway 34 flight 2933 climbed to an altitude of 30,000 feet its cruising altitude. As the plane was in cruise the crew noticed that something was wrong with the plane, the fuel system to be specific, it looked like they wouldn’t have enough fuel to get the plane all the way to rionegro. In the cockpit the pilots were going through all the calculations and contingencies to try and understand how much fuel they had on board and how far they could get with the fuel that they had on board. They toyed around with the idea of diverting to Bogota to refuel. But the situation on the plane looked stable enough that the captain decided to continue flying to his original destination of rio negro. Enroute the low fuel warning came on for the plane but they kept flying. They were just 80 Nm from rionegro and the pilots started descending from their cruising altitude , as they kept a close watch on the fuel state of the airplane. By the time they were at 25,000 feet the plane was handed over to meddlin approach. As they got closer to the airport another plane that had a suspected fuel leak was given priority over other planes, thus flight 2933 had been put into a holding pattern over the waypoint gemli. Now this wasn’t ideal for the pilots of flight 2933, they were in a low fuel state and now they had to stay in this circuit , considering that the circuit was 24 nautical miles long even one circuit in the holding pattern would significantly eat into their little fuel reserves. The pilots did not like what they were seeing the amount of fuel that they would not be able to keep them in the air for much longer. The pilots were getting a bit cagey they kept asking for permission to descend over and over, to the point where the controller had to be like stand by ive got a plane below you you can get down once they’re out of the way and then finally an eternity after the low fuel warning light had come on the pilots finally let the air traffic controllers know that they had a situation on board. Here’s a quote “We are with fuel emergency...that’s why I am asking you at once for final course, request immediate descent lamia 2933”, They knew that they had to get down as fast as possible. ATC immediately started cancelling the clearances of the other planes in the area and started clearing a path for flight 2933 to come in, at this point flight 2933 was finishing up the circuit and they now just had to get on the localised and land. As ATC was clearing other planes out of the way the controller turned to the pilots and basically said youre at 210 right now stay there for a bit and then turn to the right and start your descent but that wasn’t good enough for the crew of flight 2933 they said “negative we are already starting descent”. The crew of flight 2933 were not wasting any time in getting there plane down, now it was just a mad dash to the runway before they ran out of fuel. The pilots put out the flaps and the plane started its descent down to the runway. Barely 10 seconds after the flaps came out engine number three started to lose power engine number three was closely followed by engine number 4. All this while ATC is frantically trying to get other planes out of the

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of air india flight 890. Now this video is a companion video to my other video on spicejet 256, if you haven seen that one then id highly recommend that you watch it. This video will shed some light on how that one happened . On the 5th of january 2014, the skies of dehi werent having a particularly good time, it was smoggy and cloudy to the point where planes were having trouble just getting close to the airport. On this day air india flight 890 was making the flight from delhi to guwahati and then back again. The flight to guwahati was fine and while on the ground at guwahati the pilots were provided with the weather at delhi, like with the pilots of spicejet flight 256 these pilots too knew that the weather at delhi was bad and that they might have to divert to get around some bar weather at delhi. Their alternates for the day was jaipur and lucknow, with lucknow being the primary diversion airport and jaipur being the secondary diversion airport. On the ground the pilots were running the numbers to see how much fuel theyd need for the trip the data told them that theyd need about 12.2 tons or about 24,000 pounds of fuel for the trip but since the weather around delhi was bad the captain decided to add an extra 500 kilos or about a 1000 pounds of fuel. With that done the pilots took the A320 into the air and they charted course for delhi, ATC took a while but they eventually cleared flight 890 upto their cruising altitude. By the time the plane was in contact with delhi ATC the visibility on each of the runways at dehi was starting to fall, some were below minima and some were right at the border of what was viable. Due to the mess that was the weather above delhi the plane was put into a holding pattern over delhi for the next 25 minutes and even when they did break out of the holding pattern they would be 12th in line to land, so its not stretch to say that these pilots would not be landing any time soon. At about this point most pilots would start looking at the weather at their alternates but these pilots did not. With them starting to creep on the minimum fuel required to make it to make it to jaipur the pilots decided to divert, at the time of the diversion the weather at jaipur was favorable. But on their way in as the plane was closing in on jaipur the weather there also started to go bad, the visibility was starting to fall there as well. Like by the time the plane was 25 DME away from jaipur the controllers straight up told the pilots that the weather at jaipur was falling fast, but these pilots now had to land at jaipur due to their fuel situation, much like the crew of spicejet flight 256 these pilots had no where else to go, jaipur was their only option regardless of the weather.they did not have the fuel to go to ahmedabad another airport that was close by, they couldnt land at jodhpur that was an airforce base and that just just left jaipur as their only true available option for this landing. The weather was so bad that a plane in front of air india flight 890 diverted to ahmedabad but that wasnt an option for flight 890, they had to land here. With that the crew of flight 890 lined up with the runway at jaipur, they said that they could make out the lights of the runway through the fog, thinking that they were seeing the runway they took the plane below the minium decision altitude, the altitude that you should not go below if you don't see the runway. The captain disengaed the autopilot and took manual control of the plane, he was desperate to put this plane on the ground. But unknown to him the plane started tracking to the left of the runway it was no longer lined up with the runway but in the high stress environment of the cockpit no one noticed that the plane was deviating to the left of the runway and so the plane continued to lose altitude till it touched down on the soft ground next to the runway. But the crew didnt really know what had happened as the visibility was 0 at the time of touch down they had no idea what had happened. As the plane was trying to slow down the left wing of the a320 sliced thought some trees that were on the side of the airport. The A320 finally came to a stop near the left hand side

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of an air france flight, not just any air france flight but one operated by the venerable concorde. The inspiration for this video came from the video real engineering did on the concorde, where he briefly mentions this incident and me being the nerd that I am needed to dig up all the information that I could now that i knew that such an incident existed. Before we go any further though, dropping a like or a comment really helps with the algorithm! So it would mean a lot if you could do that. Now the concorde is known for basically two things, its raw speed and the one major accident that it had in france. Now along with that major accident the concorde had multiple other minor accidents, i convered one on this channel years ago when the channel was a fraction of what it is now. The interesting thing about this accident is that this accident could have very well saved the concorde that crashed in almost 20 years after this incident took place. Before we get started let me just tell you that this video is based on a french report in well french and i had to use google translate, so if there are any inaccuracies yell at me in the comments, you know what yell at me anyway it helps with the algorithm. On the 14th of june 1979 a concorde was on its way from mexico city to paris with a stope over in washington's dulles airport. The stopover in dulles was quite fast and the plane was taxiing to its departure runway of 19L, now fun fact on most taxis the concorde burnt through about 2 tons or about 4000 pounds of fuel on its taxi. With the plane on the runway the brakes were reelased at 7:29 pm and 33 seconds the the afterburners of the concorde kicked in, starting the concordes climb to its super sonic cruising speed. Just 36 seconds after the breaks were released the the pilots hit 166 knots. Just three seconds after that two explosions rocked the concorde. Three seconds after the explosions the temperature alarms on the left main landing gear was triggered and an overweight waring was also triggered on the left main gear, the first officer who was in control of the plane felt the plane lurch to the left but it was manageable. But despite this the pilots had to take off from the runway as they were going too fast to reject the takeoff.In the cabin of the plane a passenger sitting in seat 23A saw something that they did not expect to see the wing of the concorde breaking apart, as soon as they saw that they went upto the cabin crew member and said “I saw the wing which burst”, unknown to them at that time this was not the wing breaking apart but the tyre instead. So 46 seconds after the takeoff run was started the pilots took the stricken concorde into the skies of washington,not knowing what was wrong with their bird. As the concorde climbed away from the runway the pilots scanned their instruments to try and figure out what had caused the explosion, their instruments were all in the green but ATC had some bad news for them. Their left hand tyres had blown and the engines were on fire. For those of you that know the history of the concorde that should set a few alarm bells ringing. The final report for this accident has some beautiful yet haunting images of the plane in question taking off and ill throw them up on the screen right now. You can clearly see the fuel streaming out from the left hand side of the airplane. But the pilots had no idea how badly their plane was damaged and they needed to know that before they could land this stricken plane, so they decided to do a low pass over the tower so that the controllers could assess the damage to the plane. The controllers could see that tyres 5 and 6 of the concorde had been destroyed. In the cockpit the pilots were having trouble with the gear, when they commanded the gear to retract the doors actuated but the gears would not go up into the plane. The gear status indicators stayed green indicating that they were still down. At this time the pilots are still debating on whether on not they can push onto paris but they decide against it as

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of spicejet flight 256. On the 5th of january 2014. On that day the spciejet 737 was to fly from delhi to goa and then back to delhi again. On the ground at goa the pilots of flight 256 was given a computerized flight plan and the weather at their destination, delhi. The plane was planned to land at delhi at about 6:15 pm and the weather was supposed to be okay the visibility at the time of their arrival was estimated to be 200 meters or about 650 feet. If they couldnt land at delhi they had lucknow and jaipur as their alternates. Which were relatively close by. As they fueled the 737 they put 9.5 tons of fuel in, of which 500 kilos or 1100 pounds of fuel was meant for holding over delhi if they needed to. But with delhi being notorious for its smog the captain decided to add another 300 kilos or 661 pounds of fuel to the plane. The plane took off and made its way to delhi and when they were 50 Nm from the city of delhi things were not looking good for the pilots of flight 256. The traffic around delhi was and is nasty and that combined with the worse than usual visibility meant that there was a long list of planes waiting to land. Flight 256 was 13th in line. As they approached the entry point to the STAR or the standard terminal arrival route, ATC asked the pilots to do two orbits at this point they had 3.4 tones or 7600 pounds of fuel remaining. As the jet got closer and closer to delhi the pilots kept a close watch on the visibility. The reported RVR was at first 1150 meters or 3700 feet, but that dropped to less than half to 550 meters or 1800 metres. Things were getting bad for example the Roll out RVR or the distance that the pilot can expect to see at the far end of the runway had dropped to just 50 meters or 150 feet. This was wayyy too low and so the pilots of flight 256 decided to stay at 7000 feet hoping that the weather would improve. This meant that theyd have to burn a bit more fuel, but it would be worth it if the visibility improved allowing them to land at delhi. But that did not happen instead the visibility at delhi got even worse. The pilots now had a decision to make they could wait around and see if the weather at delhi improved or they could divert. At this time the 737 3100 kilos or 6800 pounds of fuel onboard. They needed at least 2700 kilos of fuel to get to Jaipur, their alternate. But the pilots found that just getting in contact with jaipur was a tough task as most of the planes around delhi were having the same idea as flight 256, they too were diverting to jaipur. But once they had set things up they flew to jaipur and on their way they prepped for the landing at jaipur. On their way there they looked at the possibiltiy of diverting to either ahmedabad or lucknow if the weather at jaipur was too bad. But running the numbers revealed something scary. They had no other choice but to land at jaipur, both ahmedabad and lucknow were now unreachable with the fuel that they had onboard. They had to make this landing count the pilots decided to make a dual channel autoland. This meant that the plane would basically fly itself down to the runway even if the visibility was bad. That was a solid plan. As the pilots approached jaipur there were two plane ahead of them in the queue. One of the planes decided to divert to ahmedabad the other one an air india a320 had to land and then they were good to land. But then the unthinkable happened, the pilots of the A320 ahead of the spicejet made some very bad decisions and they stuffed the landing and ended up blocking the runway. Now this wasnt some small runway excursion this was a major accident, the plane had gone off the runway sliced through some trees and parts of the plane were strewn everywhere. Like this accident has its own report and everything and if you want a video on that like this video and let me know in the comments. But the main thing for the crew of flight 256 was that they now had nowhere to go. Their one option was now blocked by an A320 that had had an accident and the weather at delhi was still horrible. When they went around the plane had 1.7 tons of fuel left. The captain now used the authority that he had and decided to head

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 The Podcrashed: https://podcasts.apple.com/us/podcast/the-podcrashed/id1544663096 Get Help: https://openpathcollective.org/ Crisis Phone Numbers: US: 988 Canada: (833)-456-4566 UK: 116 123 Australia: 131114 India: 9820466726 0:00 Simulation 6:24 Interview Starts 7:57 What Happened On The Ground On The Day 10:26 How Do You Steal A Plane 12:33 Background Checks For Airport Jobs 15:22 What Happened To Russell? 37:30 Where To Find Help? 46:55: The Podcrashed 49:16 Outro This is the story of the 2018 setac horizon incident. This video will not be like my other videos, On this channel I like to talk about what causes accidents in depth so that we all can learn from it. Usually that involves diving into why mechanical things break or why people make mistakes, this video is different and you will see why. On the 10th of august 2018 an airport worker at seattle’s tacoma international airport was having a bad day. He had been having issues in the past and today was his breaking point. At around 7 pm richard russell had gotten into a tug and he was racing across the airport towards a dash 8 parked for maintenance. Once he got to the plane he pulled out the chocks that secured the airplane, and went in. this was a two man job but he only had himself. In the cockpit he furiously flipped switches hoping that the engines would start. He wasn't trained for this, but he had a general idea of what to do from playing a lot of flight simulators. To his surprise the engines roared to life but he wasnt done yet. He hopped out of the plane back into the tug and pushed the plane onto the taxiway. Then it was a mad dash for russel back into the cockpit. Once he was in he closed the cabin door. He was presented with an unfamiliar cockpit but he knew the basics, he pushed the throttles forward and the dash 8 started to move. He made his way through the maze of taxiways and aprons of Seattle's international airport and soon he was at runway 16C. This was when ATC knew that something was wrong. The controller saw the dash 8 at the threshold and asked ““Aircraft on Charlie lining up runway 1-6-Center, say your call sign.”. No reply came from the russell. The controller had left professional courtesy behind,he was almost shouting at this point ““Who’s the Dash 8 holding on runway 1-6-Center?!”. The dash 8 started rolling down the runway, its landing gear smoking as russell had not disabled the brakes. But the dash 8 took off and russell was airborne. In the control tower, the controllers were in a frantic scramble to make sense of what was happening. A few were on the phone with the Oregon air national guard. Two f15’s were scrambled and since they had no idea about russell's intentions both f15s went supersonic over seattle in a mad rush to get to russell. What no one knew at the time was that tucked beneath the wings of the f15s were sidewinder and amraam air to air missiles. Once in the air russell was still on the ramp frequency and everyone was trying to find out who was the one talking. Then russel explains himself. He just wants to fly around and check out mount rainier. The controller on the other hand are trying their best to understand his competency over the aircraft so that they could get him to some how land that plane. But russel had no intentions of landing. But he did want to do a barrell roll in the dash 8 and that is exactly what he proceeded to do. In the control tower they controllers found a dash 8 pilot who was willing to talk russel down, russell was down to 2100 pounds of fuel and it was going down quick. At this point he was coming up on mchord field, air air force base near seatlle, but he was too scared to put the plane down there cause he thought that hed be shot out of the sky. At this point the gravity of what he had done was starting to settle in for russell. . Russel just wanted to fly he just wanted to see how far he could push this plane and he wanted to go out with a bang. All this time the pilot on the ground was trying to get Russell to fly the plane with the autopilot. He jokingly asks “Hey, you think if I land this successfully Alaska would give me a job as a pilot?” to which the controller responds with “You know, I think they would give you a job doing anything if you can pull this off”.

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of kish air flight 7170. On the 10th of february 2004 a fokker 50 was flying from kish island in iran to sharjah airport. The short flight was uneventful and the within 35 minutes flight 7170 was approaching sharjah. At 11:24 am local time dubai arrivals cleared the fokker down from 9000 feet to 5000 feet. 5 minutes later it was cleared all the way down to 2500 feet and cleared for the approach to runway 12 at sharjah. This was for all intents and purposes a very boring flight but that was all about to change. They had excellent visibility that day and very little wind as the pilots flew the VOR approach to runway 12. In the cockpit the capatin handed the plane over to the first officer, the first officer had a very simple landing ahead of him in visual conditions and the best weather that you could ask for. But the first officer put the plane into a position where it was a bit too high for the landing on runway 12 at sharjah. Ontop of that on the approach to runway 12 the plane was a bit too fast it should be configured for the landing at this point but it wasn't. The captain decided to takeover control from the first officer. Another plane had been asked to line up behind flight 7170 and the pilot of that plane watched on as flight 7170 flew its approach. Then suddenly out of nowhere the fokker 50 turned sharply to the left and started to dive to the ground. The plane spiraled to the left as it lost altitude very quickly. The pilots in the cockpit were trying their best to recover from the dive but it was of no use. Within a few seconds it was getting close to the ground and it was running out of altitude to recover. The plane impacted a vacant area and exploded into flames. The airport sent the fire trucks as soon as they could and the locals helped to with the rescue but despite their best efforts of the 46 people onboard only 3 people survived the crash. The case of kish air flight 7170 is very strange. You had a beautiful day with great visibility, very little wind and barely any weather phenomenon and all of a sudden the plane just literally falls out of the sky for no apparent reason. The reason for the crash was locked in the cockpit voice recorder of the Fokker 50. The recorders were packed up and sent to France where they were downloaded by the BEA and what they had to tell was very interesting. The audio that they got from the recorder was great but the recorder gave rise to more questions than answers to be honest. The recording shed light on a few things that raised a few eyebrows, for example the captain set the minimum descent height to 410 and not 500 feet as published and he asked the first officer to fly 118 degrees instead of the published 117 degrees. These things were minor and in no way should have endangered the plane. They had amazing weather so things like these would have gotten adjusted for as the approach went on. But the really strange thing that was happening was in the cockpit. The captain wanted the first officer to take over the plane. This is nothing unusual captains do that all the time but in this case the first officer was hesitant. The first officer felt like he was not upto the task of flying the fokker 50 into sharjah under almost perfect weather conditions. He explicitly states that he doesn't have the experience that the captain does but the captain insists on the first officer flying. The captain goes so far as to coach the first officer on how to fly the approach. This makes no sense whatsoever. The first officer had more than 4000 hours in the cockpit, of which 600 were in the fokker, on top of that he was even a captain on a c130 for a while. Why this pilot was hesitant to fly a near perfect VOR approach to a runway is beyond me and the investigators. This is why the plane was poorly configured for the landing the first officer ended up putting the plane way too high way too fast and the captain had to intervene to get the plane into the correct configuration for landing. Then when the captain took control of the plane something strange started to happened the sound of the engines changed in a way that they did not expect it to. The BEA studied the audio from the cockpit to try and piece together what was happening in the cockpit during those final moments. To get a clearer picture of what was happening they took another plane and recorded audio from its cockpit to see how the

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 Eastern Airlines 935 Video: https://www.youtube.com/watch?v=qe76JiK0ymo 727 Image: RuthAS Cessna 310 Image: Rob Hodgkins This is the story of piedmont airlines flight 22. Now this video will be titled something along the lines of, did the Did the NTSB Cover up the cause of this plane crash? Now keep in mind were talking about the NTSB from 1967, in fact this was the first major case for the newly formed NTSB. In this video we will first go over the report put out by the NTSB and then we will go over the allgeations leveled against the NTSB and you can make the call as to whether or not there is a government coverup at play here. On the 19th of july 1967 a piedmont airlines boeing 727 was flying from asheville regional airport north caroline to roanoke airport in virginia. The 727 had 74 passengers and 5 crew members on board for 79 people in total. At the same time A private cessna 310 with 2 passengers and one pilot was flying into asheville from charlotte north carolina. On the day of the accident, it was a hazy day with clouds low to the ground. This was made challenging by the fact that the airport did not have access to airport surveillance radar and so they could not see where the planes were in space, instead they had to rely on the pilots to give them their position and then the controllers could vector the planes accordingly. The pilot of the cessna was asked to maintain 7000 feet and he was cleared to the asheville VOR. The pilot of the cessna was expecting a smooth ILS approach into asheville, nothing at the time suggested that this flight would be anything overly challenging. Minutes later the plane was approaching asheville and the controller cleared the cessna to the asheville radio beacon. As the cessna drew closer to the airport , piedmont flight 22 was taking off from runway 16 at asheville. The 727 had been asked by the controllers to maintain the runway heading until they reached 5000 feet in altitude this was because of the cessna, the controllers wanted to keep the 727 on a southeasterly heading until the cessna was over the VOR. But as the 727 was on its takeoff roll the controllers got the following transmission from the cessna “Two one sierra just passed over the VOR, were headed for the pause for ah asheville now” The controller acknowledged” 2-1 sugar roger by the VOR, descend and maintain 6000” With the cessna out of the way the 727 could now spread its wings the controller immediately got on the radio with them and told them “Climb unrestricted to the VOR, report passing over the VOR”. The controller now cleared the cessna to land on runway 16 and the cessna replied with roger. From the tower the controllers could make out the 727 in a climbing left turn as it turned from a southerly heading to a south easterly one. Then out of nowhere the cessna appeared to the left of the 727. The cessna was in level flight but the pilot of the cessna made a last ditch attempt to avoid hitting the 727 by pulling up at the last minute. But it was not to be, the nose of the cessna impacted the forward left section of the 727. The jet continued on its path for a bit but it could not maintain that momentum and in a few seconds it started to nose over into a dive, a dive that it would not recover from. None of the 79 people on the 727 survived nor did the 3 people on the cessna. The wreckage of both planes were scattered in an area that was about a mile long and half a mile wide. The intense fragmentation of the planes was a clear indication that both planes started breaking apart while still in the air. In fact the cessna was so broken up that the only part that they could easily identify as being from the cessna was the left hand engine and that was embedded in the lower section of the forward fuselage of the boeing 727. The paint smears on the 727 made it clear that the cessna impacted on the left lower nose section of the 727 and the left wing of the cessna sliced through the 727, like a knife through butter, neither plane had no chance of getting back down in one piece. Now they just needed to figure out how such a thing could

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of united express flight 4933. On the 4th of march 2019, an Embraer 145 flying for United express was making the flight from newark to presque isle. It was a cold winters day at presuqe isle and the the snow coated everything. The snow also made it quite hard for landing planes to well land. Information available to the pilots let them know that there was about a quarter inch of snow on the runway and the airport was trying its best to keep the runways clear of snow. As flight 4933 approached presque isle the pilots set the plane up to land at runway 01 at presque isle, they went over the procedures to land on the runway and they tuned the ILS beacon to land on the runway. The ILS would be absolutely essetntial in landing this plane today as the ILS or instrument landing system would take the plane most of the way in towards the airport and then once they were close enough to gain a visual lock on the runway the pilots would take over taking the embraer in all the way to the runway. Its not a complex system but it gets the job done. With the briefing done the pilots lined the jet with 31 people onboard with runway 01. The first officer was the pilot flying and at the start of the approach he had his head down looking down at his instruments, he was making sure that the airplane was where he expected it to be. At this point they were flying by their instruments, I mean looking outside wouldnt do you much good as all you could see would be snow. As the first officer looked up from his instruments to visually find the runway he saw just a whute expanse, he expected to see the thing grey outline of the runway out off in front of the plane but nope he just saw the white expanse. The runway that they had been flying towards was not there. The captain who was the pilot monitoring saw a small tower out in front of them and she called for an immediate go around. As the pilots pushed the throttles to max power the jets started to climb away from the ground but, I don't know if the pilots realized this at the time but the plane clipped the lightning rod of the tower as they went around. That was a close call if anything. As they went around the first officer asked the captain if she had seen the runway lights on their way down She said that she did see the lights and added “Its really white down there thats the problem”, the snow was really making life difficult for the pilots. The captain couldnt understand why they couldnt find the runway, their instruments had told them that they were lined up with the runway but they werent, she came to the conclusion that they must have drifted off to the side as the first officer was transitioning from instrument flying to visual flying so for attempt number two she wanted the first officer to fly by instruments all the way down to the decision altitude. For this approach the decision altitude was 200 feet above ground level so when they were 200 feet off of the ground they had to go around if the pilots did not have the runway in sight, no questions asked. Thus the pilots set the plane up for approach number two, the plane latched onto the glideslope and the localizer the two radio beams that would take the plane all the way down to the decision altitude. The captain made sure that the runway lights were at maximum intensity by asking the maintenance workers on the ground, they were so when they got near the runway it would be lit up like a christmas tree. Approach number two went flawlessly until they reached the decision height. As they hit 200 feet the captain said “runway in sight 12 O’Clock”. The first officer couldnt find the runway he said “I’m stayin’ on the flight director ‘cause I don’t see it yet.”. The embraer 145 continued to drop. The piltots searched for the runway in the snowy expanse of presque isle but they couldnt find it, they were running out of time they were only a 100 feet off the ground the captain said “what the expletive and the first officer said “ I dont know what Im seein”

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 Video And Image Credit: NTSB This is the story of miami air international flight 293. On the 3rd of may 2019, a miami air international 737 was on its way from guantanamo naval air station to jacksonville naval air station, This was the second flight of the day and this was their last flight of the day. Before leaving the pilots checked the weather for their destination. It was quite stormy so they decided to also check the weather for their alternate airport as well. Moreover they found out that the left hand thrust reverser was out of commission for this flight. The thrust reverser is pretty important as it redirects the engines thrust allowing the plane to slow down while landing. Its a nice to have but not a must so they decided to go ahead with the flight. The takeoff from guantanamo and the cruise were all normal once they started to near jacksonville they started to pick up some weather on their radar. The pilots decided to fly around the storm cells avoiding the worst of it. At this time jacksonville naval air station was getting absolutely hammered by rain. The winds were at 20 knots and gusting upto 30 knots. In the cockpit the pilots were setting the plane up for a Rnav approach to runway 10 at jacksonville. The pilots set the autobreak to 2. But the controller then changed things up, the controller cleared flight 293 for an rnav approach to runway 28. The controller told the pilots to expect moderate to heavy rains on their approach to runway 28. As the controller took flight 293 lower and lower the pilots programmed the RNAV 28 approach into the flight management computer of the 737. As they flew the approach the controllers could see that the rain was moving to the east and so they inquired with flight 293 about landing on runway 10 instead, the captain thought that that was a good idea and said “yeah go ahead lets do it”. The controller guided flight 293 to the final approach fix for runway 10. The controller let flight 293 know that he'd be using precision approach radar monitoring to help the pilots get down to the runway threshold. PAR or precision approach radar is often used by the US navy in poor visibility conditions to help pilots line up with the runway. As the plane got closer, the controller gave the pilots roll out and go around data for the approach. As the gear came out the winds at the runway was at 240 degrees and 10 knots. At 9:40 pm the controller let the pilots know that they were well above the 3 degrees glidepath down to the runway. Within seconds the autopilot was disconnected and the rate of descent went up from 1100 to 1400 feet per minute. The pilots worked through the landing checklist, as the landing checklist was completed the rate of descent slowed to about 1000 feet per minute. The 737 was pretty much on glide now. But it didnt stay that way for long, the 737 was above the glideslope again within minutes. Moreover the pilots were struggling to keep the plane lined up with the runway when they were at 1400 feet the plane was 100 feet to the right of the runway and that margin just grew for a while till they were 220 feet to the right of the runway. As the plane descended the pilots put the plane into a left bank to correct that. In the cockpit the sink rate warning blared as the plane got closer and closer to the runway. They were descending way too fast and they just too fast period. Flight 293 touched down 1500 feet past the displaced threshold of runway 10. As soon as they were on the runway the pilots engaged the reverse thrust on the right hand engine and the spoilers came out slowing the plane down. As the plane went down the runway the auto brakes were applied and soon after that manual braking kicked in. The captain was braking as hard as he could but the plane just wouldn't slowing down. The captain was fighting to keep his plane on the centerline. But despite all of this the plane still wasnt slowing down fast enough. The problem was that unlike at most airports runway 10 at jacksonville lead right to a

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 TU154 Image: Eduard Marmet - http://www.airliners.net/photo/Aeroflot/Tupolev-Tu-154B-1/0487001/L/

This is just a weird incident that I came across and thought I'd make a video on! Hope you enjoyed! #shorts DC 9 Image: Aero Icarus from Zürich, Switzerland

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 Final Report: https://www.mitma.es/recursos_mfom/comodin/recursos/in-031-2018_final_report.pdf TAP A320 Image: John Taggart EC-LJS Image: Fabrizio Berni - https://www.jetphotos.com/photo/7082210 Iberia A320:Juke Schweizer This is the story of, well 8 planes and no the title isnt clickbait 8 planes were involved in this incident. Usually when you start reading an accident report you have this section where they talk about the planes involved. Usually its like aircraft one heres all the info about that aircraft and then maybe aircraft two. In this case it just keeps going all the way from 1-8. Now lets meet our unlucky contenders shall we? Plane number one was flight 1018 A tap air portugal a320 flying from lisboa to madrid, plane number two is flight 8825 a air nostrum bombardier crj 600 flying from turin to madrid, plane number three is flight 54 a ryan air 737-800 that was flying from dublin to madrid. Plane number four is Flight 99 another air nostrum CRJ 600 plane flying from alicante to madrid number 5 flight 36 is an iberia a320 flying from birmingham to madrid. Aircraft number 6 is flight 290 another ryan air 737-800 flight 290 this one flying from birmingham to madrid. What number are we on? Oh yeah number 7 flight 5 is an air europa 737 flying from arrecife to madrid and finally aircraft number 8 which was flight 7 was an air europa a330 flying from milan to madrid. Phew were done with that. 8 planes all coming into madrid and theyre all about to get very close to each other in a very bad way. So it's the 27th of may 2018 and Madrid airport is having a very bad day. Its about half past 8 and up until this point the airport was in a north configuration. Runways for takeoffs and landings are selected based on the wind conditions at the airport at the time. In the north configuration the wind will be coming in from the north so the planes will want to take off in that direction. At Madrid the north configuration means that planes will be landing on runways 32L and R and taking off from 36L and R. But a bit past 8:30 pm the winds suddenly changed and the 7 of the 8 planes that we were talking about before all had to go around due to the new wind direction. This sudden shift in the winds direction also meant that the airport had to change its configuration, using the earlier configuration of runways would no longer allow planes to land into the wind. So the airport shifted to the south configuration, where runways 18L and 18R were used for landings and runways 14L and 14R were used for takeoffs. Its basically the opposite of the north configuration. After a while after the go arounds all 7 planes had been vectored to land on runways 18L and 18R as the configuration demanded, the two planes to land was the TAP A320 that is flight 1018 and the air nostrum CRJ that is flight 99. The A320 had been cleared for runway 18R and the CRJ on runway 18L. As they both flew their approaches, the A320 was flying at 240 knots and the CRJ at 250 knots both planes had been instructed to slow down to 180 knots, at this point they were 1.3 nautical miles apart but they were starting to come together. As both planes began to slow down for the landing they both started to get uncomfortably close to each other. At first .9 nautical miles apart and vertically 900 feet apart then they were .8 nautical miles apart and 200 feet apart vertically. This was well below the required 2 nautical miles of separation required when landing on two parallel runways. But as time went on the distance between both planes just dropped and dropped but they both landed safely before they could get any closer . Phew disaster averted right? Oh far from it. At this time two more planes were lining up to land on runways 18L and R. Ryan air flight 290 and the air nostrum flight 8825. The ryan air 737 was landing on runway 18R and the air nostrum CRJ was landing on runway 18L. Like before both planes were adequately spaced when the landing sequence started, they were 4.1 NM apart like before both planes were asked to reduce their speed. The distance between them continued to shrink, within seconds thye were just 1.9 NM apart and just 600 feet apart in altitude. It kept falling, soon they were 1.4 Nm apart and 500 feet apart in altitude. At their closest point they were just 1.2 nautical miles and 600 feet apart in altitude. But before they could get any closer both planes landed safely.

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of Bhoja air flight 213. On the 20th of april 2012 Bhoja air was gearing up for something big, their 737-200 was scheduled to fly from karachi to islamabad. The domestic flight was special for Bhoja air as it was the inaugural evening flight for the airline on this sector in more than a decade 12 years to be precise. Honestly i am surprised that they went 12 years without an evening flight. But on that april evening all of that changed. The 737 lifted off from karachi at 5:05 pm local time. As the plane climbed to 31,000 feet all the systems on the plane looked great the plane was in tip top shape and nothing looked out of the ordinary for this flight. At 6:08 pm the pilots tuned into the lahore ATIS or the automatic terminal information service. The ATIS is this automated broadcast that is sent out from an airport to update pilots about important things in the area, like in this case weather. It wasnt the best weather ahead of them. The captain goes on the PA system to let everyone know about the weather ahead of them he says ““It will be cloudy weather and thundery activity is also there and let’s see.when we reach there may be it would be raining anyway God willing after some time we will see Lahore on our right”. At this point the pilots got to know that the landing at islamabad might not go ahead as planned so the pilots got to talking about alternatives to land at, they talked about the possibility of diverting to lahore, but that might not be possible, as they found out that lahore had a sandstorm warning until 8:30 pm. Ontop of that the winds at lahore were coming in from a weird direction that the captain was not used to. As the pilots were discussing alternative airports to land at the captain randomly started singing a song. In the cockpit the alternative airport was going in concert with the captains song. The first officer asked “Sir should I take Peshawar weather” to which the captain replies “no, god will help us”. As the plane streaked towards islamabad the captain saw the weather get worse right before his eyes. As they started the descent the pilots turned on the seat belt signs. At this point the plane was in a race with the weather, a line of weather was starting form in front of them and the pilots wanted to be on the other side of that line before it became like a wall of rain. What they had ahead of them was known as a squall line, which is basically a line of thunderstorms and most pilots knew to avoid a squall line. As they punched through the turbulence the pilots sped up to 280 knots to smoothen out the bumpy ride. At this point they knew that they would have to push through the weather, no matter what they did but the captain was adamant to land at islamabad. Soon after that the pilots got in contact with islamabad approach, they wanted to know if there was a break in the squall line. If a break in the weather existed then they would be able to punch though and land at islamabad. The pilots of flight 213 were in luck. The controller said “I am observing some kind of gap (ah) between radial 160 to radial 220”. The captain had a decision to make either divert or thread the line between two thunderstorms. He chose the latter, he was gonna go for it. The controller started to give the pilots the vectors to go through the storm and to line up with runway 36. As the plane was being battered by bad turbulence, the first officer wanted the captain to divert but the captain just said “no no we don’t have to go there, we have to land here”. He had made up his mind, this plane was gonna land at islamabad. As the initial bout of weather subsided, the captain started to relax a bit and he started chatting with the air traffic control and he also joked with the first officer. As the 737 got down to 5500 feet, the pilots started to receive signals from the ILS on the ground. They were so close to landing and the pilots began their descent down to the runway. The pilots got a weather report from Islamabad and they acknowledged they were going to go ahead with this landing. The squall line was still 10-15 miles away from the plane. The pilots knew that they were cutting it close, they said “so...we are likely to get very close to it”. They were playing a dangerous game and they knew it. As the plane got closer to the airport it entered a cloud bank and it was battered by heavy rains. As they pushed deeper into the weather system the cockpit grew dark. In the cockpit the an alarm was heard as the plane breached 2500 feet of altitude above the ground. As they made their final turn towards to the runway. The captain turned off the autopilot and joked “what have i done?”. As the captain kept the plane under control they prepped the plane for landing, the flaps came out and the pilots made some adjustments to make sure that the plane was lined

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of the Aviastar mandirini bae 146 crash. On the 9th of april 2009, a bae 146 was on the ground at Sentani airport in indonesia and it was flying to wamena airport in papua. On that flight that day were two pilots, a cargo load master, two flight attendants and an engineer. The plane took off from sentani and headed for wamena airport. At first the plane was in IFR or instrument flight rules but there were no instrument approaches into wamena so they switched to visual rules as they got closer to wamena. As the pilots approached wamena they saw that the clouds were low to the ground in and around the airport. As the plane flew over the hilly terrain of wamena the pilots got a terrain warning. Once the pilots had lined up with the runway they let ATC know that they had the runway in sight. But The approach did not look right, the captain couldnt get the plane where he wanted it to be so he said “we are overshooting”, right as he said this they got a sink rate warning telling them that they were descending way too fast for this approach. That sink rate warning quickly changed to a whoop whoop pull up. This is basically the plane telling the pilots to pull up and climb away due to terrain conflicts ahead. The first officer shouted over shoot overhsoot, asking the captain to go around. so the pilots decided to go around. As the bae 146 went around the pilots stayed on the extended centerline for a bit. The controller gave them two options either they could land on runway 33 or they could land on runway 15, they opted for runway 15. The pilots chose runway 15. they then began a turn to the right to get on the downwind leg of the circuit. The pilots were talking among themselves about the best way to get back on the runway. From the ground the plane was hidden from view as the clouds around Wamena swallowed the aircraft. The bae 146 was low to the ground as it flew around the circuit back to runway 15. So low in fact that they got a few too low terrains and a few pull up warnings. But the jet streaked through the sky over wamena. As they passed abeam of runway 15 the pilots put the plane into a right hand bank to line up with the runway again. As the plane made the turn the pilots were using visual references to make sure that they were making the turn correctly. The first officer said “Ok river in sight” and “pike hill” in sight as he saw the important landmarks on this approach. The bae 146 continued to turn inorder to line up towards the runway. The first officer said said “ becareful sir” and a third voice in the cockpit added “there is a hill on the left”. That quickly grew into genuine concern as a hill appeared right in front of them. The piots immediately pushed all 4 engines to max power. The four engines responded as fast as they could and the captain put the plane into al left bank inorder to avoid the mountain that was right in front of them. The automated warning in the cockpit screamed dont sink dont sink, but as the bank of the plane grew more extreme the nose of dropped. The first officer was not saying “dont sink”. The first officer called for another left turn in order to avoid the mounatins but the nose of the plane was dropping. The cockpit was flooded with warings. Some of them said “too low terrain” others said “bank angle” And the final one said “terrain terrain” . The BAE 146 slammed into a mountain going a 146 knots in a right left hand bank. None of the 6 people on board survived. The wreck of the plane was situated 3.55 nautical miles from the runway at wamena airport and a post impact fire destroyed the wreck. The investigators were able to ascertain that the plane was in one piece and that it wasn't on fire before the impact. Which just left one question on everyone's minds. If the runway was over there how did the plane end up all the way over here?

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 777 Image: Simon_sees from Australia E190 Image: Eddie Maloney from North Las Vegas, USA This is the story of the toronto near miss. On the 7th of march 2020, a controller started his shift at torontos pearson airport at 6:15 am local time. As the hours ticked by he went through various control positions and by 9:30 am he was in the controller position for both the north and south control towers. This meant that he was in charge of runways 05 and 06L. He didnt have a lot of inbound traffc but he had to deal with a lot of planes waiting to depart. At this time an air canada CRJ 190 was on the ground at pearson bound for denver. The ERJ 190 was a tiny plane in the grand scheme of things and had 87 people on board. The ERJ was cleared to line up on runway 06L. As the ERJ 190 was lining up with the runway, a boeing 777 was on the also following the ERJ. The air canada 777 had 359 people on board and was flying to halifax. Both planes were to take off from runway 06L within minutes of each other. Once the ERJ was on the runway and lined up the controller gave the ERJ the all clear. With takeoff clearance received the pilots of the ERJ pushed the throttles forward. The tiny nimble jet started to race down the runway as it picked up speed. As the plane was about to take off the first officer saw that a bird fly past his window, the pilots heard the bird hit the fuselage. The captain was concerned that the bird might get ingested into the left hand engine. If that were to happen then they'd lose the left hand engine. The E190 could climb out with just one engine but since they still were not past the point of no return the captain decided to reject the takeoff. Why risk stuff unnecessarily? The E190 at its fastest point reached 139 knots compared to the V1 speed or the speed at which they would be committed to this takeoff of 146 knots. As the E190 slowed down on runway 06L. Something almost unthinkable was happening. As the e190 was taking off the 777 had lined up on runway 06L, but for some reason the controller was not aware of the E190s rejected takeoff. The controller had cleared the massive 777 to takeoff from the same runway. At this point the E190 was 5000 feet from the threshold of the runway and accelerating rapidly and the giant 777 had just set off. The controller turned his attention away from runway 06L for a bit to tend to some planes that were coming into land on runway 05. Within seconds he turned his attention back to runway 06L. He looked at his screens and they showed no conflicts. Satisfied with the situation he now cleared the a waiting dash 8 onto a runway 06L. In the cockpit of the 777 the pilots had the shock of their lives, there right in front of them was the E190 that had rejected its takeoff, somehow it was still on the runway. The pilots knew that their V1 speed of 156 was still a ways away and they had no hope of getting the plane airborne in the time and runway that they had left. So the pilots initiated a rejected takeoff at 118 knots or 218 kmph or 135 miles per hour. The planes were now 5000 feet apart on the runway, the pilots of the 777 let the contorller know that they were conducting a rejected takeoff and the controller acknowledged. He then turned his attention to the departure end of the runway to vector the E190 that he thought had taken off a while back. But to his surprise he couldn't find it. To his shock he realized that the E190 had also rejected its takeoff and he now had two planes on the same active runway. But thankfully the 777 was able to come to a stop well short of the e190. the e190 was able to taxi to the terminal with no issues but the 777 had to wait 45 minutes for the brakes to cool as high speed rejected takeoffs can make the brake pads red hot. The entire kinetic energy of a massive jet is converted into mostly heat that makes sense. But planes are designed to be used like that from time to time. So its completely safe. The pilots had called up every bit of braking power that they had to stop the plane in time and good thing that they did cause if they hadn't this definitely could have been teneriffe 2.0. Finding out how two passenger jets came so close to crashing into each other is so important particularly because, ever since the days of tenerife we have added so many safety nets to make sure that something like this didn't happen and in this case it did for some reason and we are about to find out why. Whats interesting about this incident is how quickly everything went down. Within 36 seconds a normal takeoff of the ERJ 190 had gone to a near colliiosn. The thing about air traffic c

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of TWA airlines flight 5787. On the 26th of july 1969 a boeing 707 was flying from JFK international to Atlantic city airport in pomona New jersey. This wasnt a regular flight this was a proficiency flight. Back in the day simulators ,well sucked so the best way to test your skills and to learn new procedures was to try them out for real in an actual aircraft. The cargo 707 left JFK international airport at 11:46 am and the captain who was getting the proficiency check was in the captains seat on the left hand side and the instructor was on the right hand side. Once the 707 was in the vicinity of atlantic city airport the jet was handed over to atlantic city ATC and the pilots were getting ready to start their simulations. The first thing that they wanted to try was a full stop landing on runway 13. So the controllers set the plane up on an ILS approach to runway 13, the landing was done successfully. While on the ground the pilots asked the tower if they could back track down the runway, then make a 180 degree turn. For this takeoff the instructing pilot would be simulating an engine failure after V1. V1 is the speed after which you can no longer reject a takeoff so the captain being trained had to carry out a three engined climbout and then talk to ATC and then bring the plane back into land on runway 13. Like i said before today this would be done in a simulator but they were limited by the technology of their time and so this was the best way to do it. So with everyone on the same page the 707 lined up on runway 13. The 4 engines roared to life as the 707 started to roll down the runway. As they surged past their V1 speed the instructor pilot pulled back power on engine number 4 to simulate it failing on takeoff. As engine number 4 rolled back to idle the captain in training started to follow the TWA emergency checklists as per procedure. He managed to get the plane level at 1500 feet and then they began to manveer to intercept the ILS of runway 13. At this point the instructor pilot told the captain that he had to carry out a three engined ILS approach and to expect a missed approach at the decision height. The training flight was far from over. As flight 5787 flew towards the outer marker the pre landing and landing checklists were completed. After that the gear was dropped and the flaps were set to 50 degrees. The tower cleared the jet to land the intsruting pilot said “ Ok well take the option” indicating his willingness to land. The huge jet slowly lost altitude and as soon as the jet hit the decision altitude the captain advanced power on engines 1,2 and 3 to commence the go around. Sticking to the checklist he called for flaps 25, max power and for the gear to be retracted. The calls were acknowledged and complied with but unknown to them the flaps and the gears didnt move from where they were. The captain then started to climb away from the airport as part of the go around. 16 seconds into the go around the crew noticed something shocking. Their hydraulic fluid levels had dropped to zero and they were now flying a plane was a disabled engine without any hydraulics. Imediately the captain ordered all hydraulic pumps to be turned off and at this time ATC wanted to know if they wanted to be transferred to the approach controller. The captain replied with “ standby were having a hydraulic problem here” that was the last time that the controller heard from flight 5787. As he watched the plane climb he noticed that the right wing started to drop, the bank was sight at first but it kept building and

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 DC9 Image: Pawel Kierzkowski - Own work This is the story of atlas jet flight 4203. On the 30th of november 2007 an atlas jet MD83 was on the ground at istanbul's ataturk airport bound for isparta airport. The flight had 50 passengers and 7 crewmembers. The MD 83 that they were flying that day had only been inducted into the atlas jet fleet just 5 months ago but it had been manufactured in 1994 and had served with a whole host of operators from the likes of Reno air, american airlines, turkish carrier freebird airlines and turkish airlines. The flights first officer was new to the flight deck of the MD83, he was a part of the turkish air force but as of the 20th of november he had only accumulated 14 hours on the mD83 well below the 100 needed by turkish regulations. At 12:51 am local time the plane took off from istanbuls ataturk airport, as the plane climbed into the inky black sky the pilots put the plane on course for isparta. The flight was expected to take just an hour and 25 minutes so i dont think anyone onboard really had time to get comfortable. Soon they were in contact with the controllers at isparta. Now Isparta isnt a big airport and so it didnt have facilities that larger airports might have, like an ILS or instrument landing system which guides planes right down to the runway. Instead the pilots had to use radio beacons known as VORs to navigate to the airport. Once the pilots were over the VOR at isparta they then had to let the controller know when they were turning inbound towards the runway. After the plane overflew the airport it headed away from the runway to line up with the runway. After a few minutes the controller got confirmation that the pilots were turning inbound towards the runway. They were 18 kilometers or 11 miles away from the airport. At the rate things were going, flight 4203 should be on the ground in mere minutes. But the controller didnt hear back from flight 4203 again, the allocated landing time for flight 4203 came and went and still no plane. The controller was trying to raise the plane on radio but no reply came through. The controller got in touch with other planes in the area to try and get them to spot the missing MD83 but that did not work as well as the night was too dark. Immediately search and rescue teams were sent out in the night to try and find the wreck but the darkness and the mountainous terrain made things very difficult. The Turkish air force even sent out a helicopter equipped with a thermal camera to try and find the missing jet. At 6 am the helicopter came upon the crash site of flight 4203. None of the 57 people on board survived. As with all crashes, the discovery of the wreck was immediately followed up by a barrage of news interviews but The really weird thing about this crash is the statement made by the CEO of atlas jet right after the crash. In his press conference he said quote "the accident was caused by a pilot error, there was no technical fault with the aircraft" End quote. Is it just me or does that just seem weird. Like no one knows the reason for the crash hours after the wreck has been found and here is the CEO throwing the pilots under the bus. To find out the actual reason for the crash 4 investigators were sent to the crash site. The crash site was spread over a relatively large area of 5000 square meters or 54000 square feet. They examined the wreck and the eniges seemed to be working the plane was configured correctly. But the very interesting thing and the investigators first clue is the location of the crash site itself. The crash site was located 12 kilometers or 7.5 miles to the west of the airport. The approach to runway 05 did not need the plane to be in the mountainous area that it was. Flight 4203 had been sent off course in its

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 PIA 777:Dale Coleman Emirates 777: Aero Icarus from Zürich, Switzerland This is the story of pakistan international airlines flight 301, On the 7th of january 2020 a pakistan international airlines 777 was flying from islamabad to karachi. At 7:26 am UTC flight 301 was at 40000 feet getting ready for the descent into karachi. The airtraffic controller told the pilots of flight 301 to expect runway 7 right at karachi. This so far had been a normal flight and everyone was looking forward to an uneventful landing in karachi. Now the pilots just had to let ATC know when they were ready to descend and then the controller would clear them down. Within a few minutes flight 301 was down to 35000 feet and the controller cleared them to the way point MAKLI. At 7:39 am the air traffic controller said “When ready descend to FL180”. Now that flight 301 had been cleared down to 18000 feet the pilots of the pakistani 777 put the plane into a descent. But something had slipped through the cracks the, as pakistan international flight 301 started its descent another 777, this time an emirates 777 flying from dubai to delhi was flying in the opposite direction at 35000 feet. When the pakistani 777 started descending both planes were 70 nautical miles apart. With both jets at cruise speed that 70 nuaticals miles between them would be gone in a matter of minutes. In just three minutes that 70 nautical miles of separation had reduced to 15 and the pakistani 777 was still descending and the Emirates 777 was holding itself at 35000 feet. When they were 15 nm away the pakistani 777 was descending through 35,900 meaning that it was only 900 feet above the emirates 777. At 7:47 and 52 seconds, on the radar scope at air traffic control, both planes went from their default safe green color to a red. The STCA or Short term conflict alert had been automatically triggered this is to get the controllers attention about the developing situation. The controller immediately got in contact with Emirates flight 516 and said “UAE516 turn left by 10 degree for spacing”. He was attempting to send the Emirates 777 to the left in an attempt to avoid a collision; he also asked the Pakistani 777 to turn to the left. The pilot of the emirates 777 just replied with “left” acknowledging the course change. Just as he did that the TCAS-RA sounded. The TCAS or the traffic collision and avoidance system is a system of transponders on airplanes that help pilots avoid traffic conflicts and collisions with other planes in an area. If two planes gets too close for comfort the TCAS system will give both planes complimentary resolution advisories to remedy the situation. In this case the TCAS system asked the Pakistani 777 to climb and it asked the Emirates 777 to descend. Both sets of pilots on both planes immediately listened to the automated warnings. The Pakistani 777 started climbing away and the Emirates 777 fell away at their closest point; both planes were only 400 feet apart vertically. Once both planes had passed by each other the pakistani plane continued its descent and the Emirates 777 got back upto 35000 feet. The controller who was probably shaken by the near miss cleared the pakistani 777 down to 10000 feet and he was trying to figure out what had happened in the skies over pakistan. He called up the emirates 777 and asked them what altitude they were at and if they had overshot their target altitude of 35,000 feet. The pilots of the Emirates 777 told the controller that they were right where they were supposed to be and they had not overshot their target altitude when the TCAS resolution advisory happened . The Pakistani 777 made a safe landing at karachi with no issues whatsoever, the emirates 777 continued on its way to delhi with no issues. These two planes had 693 people and so it was of paramount importance to find out what happened. On the day of the accident, the both planes were more or less heading towards each other. The pakistani 777 was descending and the emirates 777 was holding its altitude. One of those planes was not where they were supposed to be. The investigators listened to the tapes from that day to see what was said and how each set of pilots interpreted what was being said. They came to this seemingly innocuous sounding phrase from the air traffic controller. The controller when clearing the pakistani 777 to descend from 40,000 feet he said “when ready, descend to FL180”. He's basically telling the Pakistani 777 to descend when the Pakistani 777 was ready to descend. But this was in direct contrast to the SATI or the Station Air Traffic Instructions. The controller should have said ““When ready, descend to flight level.....Report Leaving”. It's a small change but it made a

Donations are never expected but appreciated: paypal.me/miniaircrashJoin My Discord: https://discord.gg/rhDgbc9 This is the story of the bombardier test flight number 388. On the 26th of july 1993 A CRJ 100 was undergoing some test flights from wichitas mid continent airport. Now If youre familiar with the CRJ program that timeline might not really make sense to you. The CRJ 100 started flying passengers on the 19th of october 1992 with lufthansa. So if the plane is already in service then why are they doing flight tests now. Well this test flight was part of the Regional Jet Performance Improvement Flight Test Program, thats a pretty good descriptive name if i ever heard one. This test program was basically designed to redo most of the planes initial certification flights so that the plane could have some expanded capabilities. Once the tests were done bombardier could submit the data to the FAA and transport canada and the plane would be certified. On the 26th of july the the flight tests included testing a multitude of things. Things like a new flap setting and a lower reference operating speed among other things. Since this was a test flight the pre flight briefing was quite rigorous. The crew of this flight was among the best of the best, the captain started his career as an enginner and then he was a flight engineer. And then he became a first officer and then a captain. The first officer was also very experienced, he joined the flight test program after9 years in the canadian airforce and he was an instructor and check pilot in the airforce. This crew was the best that there was. The flight crew engineers, technicians and aerodynamicists all got together to talk about how the tests should be done and how they expected the plane to behave during the tests. As they poured over the data for the flight it became apparent what they needed to do for the day and boy did they have their work cut out for them. They needed to do a steady heading sideslip manuever at the lower reference operating speed with flaps 8. Yeah thats a lot of words lets break down what all of that means. A steady heading sideslip is a test of lateral and directional stability. It is performed by stabilizing your plane at a steady speed and then kicking out the rudder in one way and then using the ailerons to counter the rudder input in such a way that the plane would stay on a constant heading. Why is this useful you ask? Well as per a NASA paper I found a maneuver like this is very useful in calibrating and validating multiple systems on the plane and this is absolutely essential in getting a plane certified by the FAA. The test is designed so that the more rudder you put in the more your nose will deviate from the direction of flight and to get out of the sideslip you just have to ease up on the controls. Since this was a test flight everyone was guessing about the performance of the plane, they knew the stall characteristics for flaps 20, 30 and 45 so they could make an educated guess about the stall characteristics for the plane at flaps 8. So the aerodynamicists told the pilot to ease off the controls at the onset of the stall warning or when the nose was at a 15 degree angle. They also did not want the pilots to push the plane so far that the stick shaker activated. That was a regime of flight that they did not want to be in. On the ground the pilots were ready to start the test flight, the captain cycled the arming of the anti spin parachute. Once in the air the pilots did some trim tests to make sure that the plane was ready for the test. As they entered the test area the flight engineer briefed everyone about what they were about to do, the captain and the first officer acknowledged. At 12,500 feet the captain started putting in some right rudder, the first officer started reading out the Beta angles or the angle of the nose of the plane to the oncoming air. As the plane neared 12 degrees of

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 MD88 Image: randomduck This is the story of delta airlines flight 554, on the 19th of october 1996 an MD 88 was on its way from Atlanta to new yorks laguardia airport. For the crew of flight 554 this was day one of a three day stint, when they got to atlanta they were were provided with the weather and all necessary information that theyd need to get to new york. There was a bit of weather activity around new york but nothing that drew concern from the pilots. The plane departed at 2:41 PM. The flight was routine. Sure there might have been a bit more turbulence than usual but nothing that would be any cause for concern. But as they approached new york they could see that there were large patches of rain clouds in and around new york. This was going to be a bumpy ride in . As the plane got closer to laguardia the controller assigned the runway 13 ILS approach to flight 554. As new york air route traffic control handed the plane over to the new york terminal radar approach control the captain was finishing up his landing briefing. One of the last things he said in the briefing was ““Glideslopes unusable below two hundred feet...final approach course crosses runway centerline and twenty-seven hundred and fifty-four feet from threshold.. , .” With that the briefing was done and the pilots turned their attention to the weather ahead of them. As the MD88 lined up with the runway the pilots were battling some strong winds, the captain said “ still showing 63 knots of wind now” the first officer was concerned that theyd be blown off course but they still had things under control. As soon as they intercepted the glidelsope the plane was handed over to laguardia tower. The controller told them that they were number two for landing and a bunch of other things but he gave them an RVR value or the runway visual range, which was at 3000. This caused the captain to say “Must be raining hard at the airport”. But despite this they started their descent from 3000 feet down to the runway. As flight 554 cut through the clouds, the piots experienced light to moderate precipitation and the turbulence eased up a bit. This was good news for all onboard. As the plane got lower and lower, the first officer called “a 1000 feet above minimums”, they still weren't out of the clouds yet, apparently the cloud ceiling was lower than what the captain had been told. As delta 554 was on final another was taking off from runway 13 and once they were clear the MD88 got its final landing clearance. As they got the clearance the pilot started to see the ground for the first time. Right as the captain took manual control of the plane the TWA plane that was taking off from runway 13 had to reject their takeoff. The controller was asking them to expedite their exit from the runway so that flight 554 wouldnt have to go around. As the delta 554 was 492 feet above the ground the captain swore, he didnt like that the TWA had rejected its takeoff and now he might have to go around but they still might make be able to make it. Soon after the first officer stated “200 above”. They were just 200 feet above their minimum descent altitude and if they didnt have the runway in sight by the time they hit their minimums then they'd have to go around. As they descended they were just 100 feet above their miniums and then through the clouds and for the captain said “I got the approach lights in sight”. They would be able to land, the TWA aircraft was off the runway and now they had the runway itself. But the first officer noticed that the plane was a bit high and to the left and he let the captain know. An automated callout minimums was made, as the captain pulled back power on the engines the first officer said “ a little slow a little slow”, they were trying their best to keep the plane where it needed to be. Then suddenly the plane was aimed right at the approach

Get 20% OFF + Free Shipping with code MINI at https://mnscpd.com/MiniAirCrashInvestigation #manscapedpartner Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of american airlines flight 132. On the 3rd of february 1988 an american airlines dc 9 was on its way from dallas fortworth nashville tennessee. Flight 132 had 120 passengers, 4 cabin crew members and 2 pilots on board. The flight to nashville was boring, nothing out of the ordinary the climb cruise and descent were all routine. Soon the plane was lining up for the approach into nashville. In the cabin, the cabin crew members were all busy securing the cabin for the landing. One of the cabin crew members went into the lavatory and when she came out she found another cabin crew member checking the seats. Apparently the cabin was filing with a light thin smoke and she was trying to find the source of the smoke. Minutes later a passenger sitting in seat 17-E noticed smoke coming out of the seams of the carpet on the floor. The cabin now started to fill with this quote burning electrical smell. The plane was still 5000 feet from landing and if there was a fire onboard then they'd have to land this plane as fast as possible. The cabin crew immediately got in contact with the pilots she said “weve got smoke in the cabin we don't know where its coming from”. The pilots had just gotten their first warning that something was seriously wrong on this plane. Just as the cabin crew member told the first officer about the smell, the first officer smelled the burning smell for the first time. The captain wanted specifics, he wanted to know if there were fumes or smoke in the cabin. As the pilots wrangled with the possibility of a fire onboard a flight attendant got to the area with a fire extinguisher expecting to find a smoldering cigarette or something. But no cigarette could be found. The first class flight attendant looking back into the economy section could see that the area was now starting to fill up with a light mist. They started removing the seat cushions to see if any of them were smoldering but a passenger in seat 16-E now saw smoke coming out of the floor as well. Within minutes passengers in seats 17B and 17F were now reporting fumes as well. This fire that they couldn't find was spreading and it was spreading fast. The cabin crew members unable to find the source of the fire asked an off duty first officer in the cabin for help. He then made a shocking discovery. The floor behind row 15 was hot and soft. The fire wasn't in the cabin, it was below them. Whatever the source of the fire it must be burning hot if the floor is starting to melt. Also side note this is the perfect setting for a game of the floor is lava. Immediately everyone started moving passengers in the melting zone away to other seats. In the cockpit the captain still wanted to know if they were dealing with smoke or fumes. The flight attendant told the first officer that a pilot had told her that the floor was hot and soft and that they needed to land as soon as possible. The first officer wanted to know who was giving the flight attendant this information so she handed the phone over to the off duty pilot. He said that he was a 727 first officer and said the following “"You got the floor back here in the middle dropping out slightly. You have to land this thing in a hurry.". The first officer knew how serious things were back there and said “okay were getting it down now”. The off duty first officer added, have trucks meet us on the runway, referring to the fire trucks but the first officer didn't hear that as he was already putting the interphone away. The pilots rushed to get the plane ready for landing, the captain again wanted to know if the cabin had smoke or fumes. The flight attendant responded with bad fumes, the fumes were so bad that her eyes were starting to burn at this point. As the approach continued the acird fumes

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Konstantin von Wedelstaedt On the 11th of september 2001, the world changed. Were all familiar with the stories of flight of american airlines flight 11, united flight 175, American Airlines flight 77 and united flight 93. But on that day thousands of miles away from the burning towers, a very different scenario was unfolding, one that could have serious consequences. This is the story of korean air flight 085. Let me set the stage for you. On the morning of the september 11th there was chaos in the skies over the US and canada. After it was abundantly clear that the US was under attack, every single plane that was in American airspace was ordered to land, no questions asked. Once US airspace had been shut down Canada followed suit with its own airspace. Now at any given time there are hundreds, maybe even thousands of planes in North American airspace at any given time. Finding a place for all these planes to land would be very taxing to the controllers that were on duty that day. Think of it as a continental sized game of tetris with very high stakes. One of the planes in the air that day was korean airlines flight 085 with 215 passengers, like all other planes in north american airspace that day flight 085 had been instructed to land as soon as possible. In maryland a company called arnic, which allows airlines to text their airplanes was frantically going through the communications from other airplanes in American airspace. It was then that one particular message from korean 085 caught their attention. In the message was the term HJK, short for hijack. The plane in actuality had not been hijacked the pilots were just talking to the people on the ground about the events of the day and where to divert the plane to. But the people at arinc did not see it that way. In their minds if the plane had been hijacked, this is exactly how the pilots would let people on the ground know that they were indeed hijacked. Immediately the intel was passed on from ARINC to the FAA who passed it on to NORAD or the north american aerospace defense command. Norad Immediately sprung into action, the 747 was still over the north pacific and so they scrambled two F15 eagles from elmendorf air force base in alaska to shadow the plane just to keep an eye on it. As the 747 entered alaskan airspace with the F15s in tow the controllers sent a mesaage asking the pilots to squak 7500. In aviation a squawk in very simple terms is a number that is transmitted by the planes transponder, it allows ATC and planes to communicate. There are specilized squawk codes for a few contingencies, 7700 is for emergencies, 7600 is for when you lose your radios and then 7500 is if your plane is being hijacked. The controllers on the ground asked flight 085 to squawk 7500. Their intention was that the pilots would tell them that they werent being hijacked if everything was alright but to everyones shock flight 085 started squeaking 7500. Everyone on the ground was now convinced that flight 085 was being hijacked. This one single transmission sent shockwaves around the area, the governor of alaska ordered all federal and large buildings to be evacuated, oil tankers that were taking on oil at the Valdez plant were immediately put out to sea. Lt general norton schwartz who was incharge of the f15s that were shadowing the 747 now had a tough call to make. He was the one who would have to give go ahead if this plane needed to be shot down and he was ready to do it before the plane could target anything in alaska.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 707 Image: Rob Hodgkins This is the story of Pan Am flight 160. On the 3rd of november 1973 a pan am cargo 707 was on the ground at JFK on its way to frankfurt with a stopover in prestwick scotland . The cargo on the flight was mostly innocuous but it held in its cargo holds 15000 pounds or 6800 kilos of chemicals. The plane took off with no issues whatsoever and once in the air the controllers asked flight 160 to climb and maintain 31000 feet. As flight 160 continued its climb at 9:04 am the pilots noticed something strange. Smoke was starting to accumulate near the electrical compartment. The plane at this point was 100 miles east of montreal and the pilots thought that the best course of action would be to divert to boston. Immediately they let pan am operations or panop know about the smoke in the cockpit. Montreal center immediately cleared the plane to make a 180 degree turn. But as the plane made a bee line for boston the smoke in the cockpit was growing thicker and thicker. Within minutes the smoke was so thick that the pilots made another radio call to the operations center they said “the smoke is getting too thick”. The back of the cockpit was full of smoke at this time, no one knew how much time they had in the air before the fire would consume everything onboard. The controllers at boston knew that flight 160 was in some serious trouble so much so that they gave flight 160 preferential treatment even though they had not declared a formal emergency. Onboard the 707 things were going from bad to worse, the DME or the distance measuring equipment no longer worked and so the pilots asked the controllers for the distance boston. The 707 was starting to fail. The controller replied with "You're passing abeam, Pease Air Force Base, right now, s i r , and you're about 40 to 45 miles to the northwest of Boston”. The controller asked the pilots if they wanted to declare an emergency but the pilots said “ Negative on the emergency, and may we have runway 33L”. The controllers were more than willing to give this crew anything they needed to get the burning plane on the ground, the pilots were now shutting down all non essential systems. The crew and the controllers were coordinating on the best and fastest way to get the plane on the ground. Soon the plane was nearing Boston, they were almost down. The controller said “"Clipper 160, advise anytime you have the airport in sight. " But the crew didnt reply. The controller transmissitted again “"Clipper 160, this is Boston approach control. If you read, squawk ident on any transponder. I see your transponder just became inoperative. Continue inbound now for runway 33 left, you're No. 1”. Still no reply. From the tower other controllers got a glimpse of flight 160, the left hand cockpit window was open and smoke was billowing out from it. The plane looked like it was barely under control. Yawing and rolling from side to side. Then it crashed short of the runway. The controller who had been talking to flight 160 transmitted “' A l l aircraft on the frequency, the airport is closed at Boston”. None of the 3 crew members on flight 160 survived. The wreck of the plane showed tell tale signs of a fire onboard. Parts of the plane were caked with soot. The CVR showed that the pilots had donned the oxygen masks but the smoke still overcame them over the course of the flight. Just to put into context how hard it was for the crew, the crew asked if they could stay on the current radio frequency because it was too hard for them to see the radio stack through the smoke. But despite this they all remained calm and professional and kept working the problem at hand.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC10 Image: Udo K. Haafke This is the story of korean airlines flight 084. For the past few months and honestly year weve talked about accidents up in the sky. After all this is mini air crash investigation. But it is important to remember that things can definitely go wrong when youre on the ground. This is one of those stories. It was the 23rd of december 1986 a thick fog hung over anchorage international airport, on the ground at anchorage the pilot of a small piper pa 31 filed an instrument flight plan to fly from anchorage to kenai in alaska. But the ground controller had some bad news for the pilot of the piper the weather was so bad that it would take some time of the piper to get its takeoff clearance and so the pilot of the piper decided to shut his engines down and sent his passengers back to the terminal to wait the weather out. A while later they were back on the airplane and ready to go, the engines of the piper sputtered to life as the pilot got ready to taxi in the dense fog. As the visibility started to improve the piper got its taxi clearance. The pilot of the piper had two options for taking off he could either go with runway 6L or runway 6R, as per company policy he elected to use the full length of runway 6L for the takeoff , soon the small piper was on its way to runway 6L. As the small piper taxied, at another point in the airport an absolutely gigantic DC10 was getting ready to depart as well, it was a Korean airlines cargo Dc10 that was on its way to LA california. As the tiny piper made its way around the airport flight 064 was allowed to start its massive engines up and the crew were given a choice of departure runways. They could either chose runway 6R or runway 32, the pilots of the korean Dc10 chose runway 32. Under the cloak of fog the huge dc 10 started taxing as well. The pilot of the dc10 let the controllers know that he was on the east west taxiway and that he was ready to takeoff. but the controller couldn't see anything due to the fog. With the huge dc10 ready to go, the controller cleared the jet to line up and hold on runway 32, the controller quickly checked in with the pilot of the piper to see where he was, he was at the whiskey three intersection. Satisfied by that answer the controller let the piper line up on runway 6L. The controller had both planes exactly where he wanted them and at 2:04 pm the korean airlines jet was given its takeoff clearance, the pilot of the korean jet made a call out letting everyone know that he was starting his takeoff roll . Unknown to everyone, the giant dc10 was headed right for the tiny piper. They were on a collision course. As the dc10 picked up speed the pilot saw two things that probably scared the living daylights out of him, the first being that he was out of runway and the second was a tiny piper pa 31 waiting for its takeoff clearance on the runway. In the piper the pilot saw two lights through the fog, he wondered what a truck was doing on the runway when he was on it. To his horror he realized that it wasnt a truck but instead another plane that was headed right for him. He asked his passengers to duck and barce themselves for impact. In the cockpit of the DC10 the captain pulled back on the yoke lifting the nose off the ground and slammed the rudder to the left. The huge plane yanked to the left as the pilot made a last ditch attempt to avert the collision. The main landing gear slammed into the tiny piper ripping it apart. The plane had too much speed to stop, the Dc10 went through all the approach lights, went through a wooded area and traversed a gully before coming to a stop, a fire broke out and it destroyed the dc10, but all 3 people on the dc 10 made it out alive.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A330 Image: Masakatsu Ukon This is the story of qantas flight 32, At 9:32 am local time on the 7th of october 2008 an airbus a330 was on its way from singapore to perth australia with 303 people on board. The flight so far had been normal the autopilot was set the plane was cruising at the right speed and height. At 4:40 am UTC, the autopilot suddenly disconnected and the captain took control of the plane. This was weird but what happened next was weirder, a series of error messages started to pop up on the planes ECAM system, the ECAM or the Electronic centralized aircraft monitor is a system that displays important things about the plane, when something goes wrong it displays error messages that you can then troubleshoot. But the warnings this crew were getting made no sense they were getting stall and overspeed warnings at the same time. In addition to all of this the captains altitude and speed indications were all over the place, nothing was making any sense about this plane. The captain realized that he could not trust his own instruments and so he fell back onto the standby instruments and the first officers instruments. Not knowing what was happening they started to debug the errors that they were seeing but unknown to them, things were about to get a lot worse. As the second officer was in the cabin asking talking to the cabin crew member the plane started to pitch down. The captain pulled back on the stick to arrest the planes descent but at first nothing happened. His inputs had no effect on the plane whatsoever. But slowly after a few seconds the plane started to respond and the dive started to ease and the plane climbed back up to 37000 feet. In the cabin people had been thrown around and people had been injured but the a330 was now under control and the pilots were looking to put the plane down the first opportunity that they got. As the a330 flew on the pilots were working through the huge backlog of ECAM messages as they did that the plane inexplicably went into another dive. The captain, like before, pulled back on the stick but the plane initially did not respond. For some reason the a330 just wouldnt respond to the pilots inputs for a few seconds and like before the plane started to bottom out again. After the second upset the pilots noticed a new ECAM message at the top of the list it read “ flight control alternate law protection lost”. In simple terms the plane was telling them that the usual software protections that the A330 had which protected the plane from stalls and overspeeds were now gone. The pilots had no idea what was happening, they were being hit with a barrage of warnings and they had no way of silencing them, it was at this point that the pilots decided that they werent going to risk it and that they'd divert to learmonth. As they made their way to learmonth the captain realized that the planes auto trim system was not working and that he had to trim the plane normally, but the captain wasnt taking any chances he disconnected the auto throttled and autopilot he did not know if the automation would cause another dive and he did not want to find out. Now that the plane was kind of stable the captain enquired about the state of the cabin, some people had sustained some serious injuries and so the captain declared a mayday. Even though the plane was stable the pilots were still working through the huge list of errors on the ECAM. They contacted technicians on the ground over satellite phone to see what was

Get the exclusive NordVPN deal here: https://nordvpn.com/aircrash. It’s risk free with Nord’s 30 day money-back guarantee! Thanks to NordVPN for sponsoring this video. HZ-IBN Image: aeroprints.com This is the story of the 2015 blackbushe phenom crash. On the 31st of july 2015 a phenom 300 private jet was to fly from milan italy to blackbushe airport in the UK. Now this private jet didnt have just any standard rich people on board. On today's flight was bin laden's immediate family. Yes, that bin laden. Todays occupants were raja Hashim one of the wives of bin ladends dad, her daughter sana bin laden and the daughters husband zuhair hashim. What i find interesting about all of this is that the bin laden clan was free to private jet about the entire planet despite them being immediate family members of the man who used to be the most wanted man on earth. I assumed that his immediate family would be sanctioned or something but apparently not. Well for whatever reason the family had chartered a jet and they were being flown by a single pilot who had 11,000 hours of flying experience. We join the phenom, tail number HZ-IBN as it descends through the london terminal area, As the plane streaked across london it was handed over from ATC region to ATC region eventually ending up in the control of farnborough approach. Blackbushe airport is kind of a hot spot for business jets as it offers easy access to the stuff rich people like to do in england. Which is probably drinking very expensive tea. When the pilot had the runway in sight, Farnborough approach cleared the phenom to descend under the pilot's discretion. Once the plane was closer to the airport the controller asked the pilot to contact blackbushe information. The phenom the entered the left hand circuit for runway 25 via the crosswind leg. But as the phenom entered the circuit, it flew very near to a microlight. Seeing the mircolight the pilot started to climb in an attempt to avoid the microlight. This is when the TCAS kicked in. TCAS, traffic collision avoidance system is as the name suggests a system designed to warn pilots about traffic conflicts and gives them resolution advisories. Basically if the system thinks that youre gonna crash into another plane it will ask you to climb or descend. Basically the system will tell you what it thinks will minimize the chance of a collision. In this case the TCAS system asked the pilot to descend. This advisory quickly changed to “maintain vertical speed” which then again changed to “ adjust vertical speed”. This was because the climb had put the phenom very close to another plane that was above it. Once the phenom was clear of the conflict it was way too high and fast, the pilot put the plane into a curving turn as it descended towards the runway threshold. The rate of descent at some points reached 3000 feet per minute. In fact the plane hit that 3000 feet per minute of descent value between 1200 and 500 feet. If you cant tell this is one approach that should be abandoned. After breaching 500 feet the rate of descent slowed. Why dont you pause the video go down into the comments and drop your guess as to what the new rate of descent is. Ill wait. Are you back, its 2500 feet per minute. For the uninitiated thats screaming fast. The jet passed over the runway threhsold at 151 knots, for some context it was supposed to be at 108 knots. This jet was wayy to fast. Then it touched down very hard and very far down the runway. Seeing the plane land the AFISO or the aerodrome flight information service officer initiated a full emergency because he knew that there was no hope of this plane stopping in the runway that was left.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC9 Image: Oleg V. Belyakov - AirTeamImages This is the story of american airlines flight 1400. On the 28th of september 2007 an american airlines dc 8 had to make the flight from st louis international to chicago ohare . the pilots showed up at the airport at 11:40 am today the captain would be the one in charge. Once in the cockpit the captain started the engines. But just one problem the left hand engine didnt light. The flight crew let the american maintenance staff know about the problem and the maintenance techs were ready to manually start the engine. As the pilots completed the before start checklist the techs asked the captain to hold the engine start switch in the start positon, as he did that the techs opened the left engines air turbine starter valve, this was an important step in the manual start procedure but the captain saw no movement of the valve from his instruments in the cockpit. On attempt number two the engine roared to life. Flight 1400 was good to go with 143 souls on board. As the plane taxied the crew scanned the instruments nothing out of the ordinary, whatever the problem was it was long gone. The jet lined up on the runway and the pilots pushed the engines to max power, the plane responded as it lurched forward beginning its takeoff run. Flight 1400 was airborne and climbing. As the altimeter ticked over to 1000 feet the first officer noted somehting. The air turbine starter valve or the ATSV was open on the left hand engine. This was followed by the fire warning on the left hand engine. Engine number one was on fire and they needed to get on the ground as fast as possible. The captain immediately asked the first officer to declare an emergency and to let the controllers know that they were heading back to the airport. At 1:14 pm the first officer started with the fire suppression checklist on the left hand engine. They pulled engine number 1 back to idle. To make sure that everyone was on the same page the captain temporarily handed the plane off to the first officer while he briefed the cabin crew members about the emergency. If this was a serious fire then every second after touch down would be crucial in getting everyone off the plane alive and the cabin crew members would be the ones to do that. After the captain brought everyone up to speed on what he was planning to do he turned his attention back to the plane but now he started losing his electronics, his primary flight display and his navigation panels were now blank. At 1:17 pm the first officer was still battling the blaze the fire warning light was still glowing bright red, he was trying to deploy the fire suppressants in the left engine and he said “this will not discharge”. Eventually he got both fire bottles to discharge. They had taken one step forward and they were about to take two steps back. The first officer then realized that they had lost all electrical power in the cockpit. As the crew dropped the gear and configured the spoilers hte captain tried the APU or the auxiliary power unit to get back some of their electrical systems, but it wouldnt start they were flying this airplane the old fashioned way. With no power the pilots had no idea if the gear was actually down, the pilots asked the st louis controller to check if the gear was down, the controller had bad news the nose gear was up. They then made the gut wrenching decision to go around. No pilot wants to spend a moment more in the air than he absolutely has to when theres a fire onboard. With a fire there's no telling when everything will fall apart. Literally and figuratively. As the plane flew by the controller got a good look at the plane the engine was blackened with soot, this wasn't a small fire. As the pilots climbed they asked an off duty pilot in the cabin to help them out in the cockpit. With the new comer taking a bit of the load the captain now could think about how hed put his burning bird on the ground. He knew that runway 30L was 2000 feet longer than runway 30R and with the state that the plane was in he might need every inch of that runway.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of Ariana afgan flight 701. On the 5th of january 1969 a boeing 727 was making the long trip from kabul to london. Now I say long trip because while the trip itself wasnt too long the plane had to make a lot of stops in between before it even got to london. It had stops at kandahar beirut istanbul and frankfurt. While on the ground at beirut the plane was taken over by a new crew who would fly the plane all the way to london. By midnight on the 5th of january 1969 the plane was on the ground in frankfurt and the crew were making their preparations for the final leg of their flight. They filed the flight plan and since the weather at london gatwick was a bit iffy they set stansted as their planned alternate. This made sense the weather reports at the time put the visibility at gatwick at 100 meters or 328 feet while the visibility at stansted was 2 kilometers or 1.24 miles, the worst thing was that visibility was not expected to improve until 6 am. So for now a thick blanket of fog covered london gatwick. The captain of flight 701 didnt want to delay things too much. So he decided to takeoff, but not before taking on enough fuel so that he could return to Frankfurt if required. With the weather on their minds flight 701 took off and as they cruised they got weather report after weather report telling them the same thing over and over again. The visibility at gatwick was stuck at 100 with no sign of improving any time soon. As the plane approached london the captain made his intention to land at gatwick clear and the controllers let him know that runway 27 was the one is use. Now He knew that the weather would be bad so he also got permission to divert to Heathrow if necessary. At 1:27 am the plane was at 5000 feet and streaking towards a radio beacon called mayfield this beacon signaled the start of the gatwick control zone. As soon as flight 701 overflew the beacon the controller cleared the plane down to 2000 feet was given vectors to intercept the ILS of runway 27 at gatwick. In the cockpit the pilots were busy with checklists and their go around procedure they told the controller at gatwick that if they were to go around theyd maintain runway heading and then proceed to heathrow. At 1:31 am the 727 was 8 miles from the runway and the plane was holding its altitude waiting to intercept the ils beacon from below which would take it through the fog down to the runway. ATC came on the radio letting the pilots know about the wind and visibility, important parameters given the conditions outside. But on the radar scope the controller could see that flight 701 was right on the extended centerline. In the cockpit the captain asked the first officer to look for a warning light that had come on during the landing in frankfurt. Once they had set the speeds for this landing, the first officer called attention to a red light that they could see through the fog and darkness, the captain identified this as the lights at the far end of the runway. As soon as they had noticed the red light the plane intercepted the glideslope and began its descent, the pilots felt the nose drop as the plane began its descent. Seconds later the pilots got a stabilzer out of trim warning exactly like the one they had gotten when they were landing in frankfurt. The flight engineer warned the captain that the nose was being trimmed down by the autopilot. Annoyed by this the captain disenegaged the autopilot and manually trimmed the plane nose up and continued with the approach.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of eastern airlines flight 935, On the 22nd of september 1981 eastern airlines flight 935 was to fly from Newark to san juan in puerto rico. The plane that theyd be flying was lockheeds L1011, arguably one of the most sophisticated planes in the sky. You could even say that the L1011 was ahead of its time. On that day by about 10:57 am the plane got its taxi clearance and it began to taxi to runway 22L at newark, In a few short minutes the plane was airborne and climbing away from newark. So far so good nothing concerned them about the plane. But as they passed through 800 feet something caught the pilots eye, the fan of engine number two the one in the tail was vibrating a bit too much, the airborne vibration monitor or the AVM had activated momentarily. The flight engineer was checking to see if something was wrong with the engines as far as he could tell all the readings were in the green nothing to be worried about but as they hit 1000 feet they pulled back power on the tail mounted engine just to be safe as per procedure. Since the l1011 had three engines theyd have more than enough power to climb and fly on two engines. But shortly after that the pilots got another warning from engine number two, this time an oil filter pressure warning light, the plane was telling them that there was a big pressure differential between the two sides of a filter, this could happen if the filter was blocked by something. Taking no chances they pulled engine number two back to idle and the captain asked the flight engineer to carry out the procedures in the abnormal procedures section of the flight manual. As the flight engineer scanned the instruments everything still seemed okay, the oil pressure was 50 psi and they had 15 quarts of oil in the system, those values were exactly what the pilots were expecting. A few moments later the pilots reestablished climb power and began the climb from 2000 feet, up to this point they had been holding at 2000 feet. But as they passed through 10,000 feet an explosion rocked the L1011, there had been no prior warning and the cockpit panels lit up with warnings like a christmas tree. The flight engineer did not like what he was seeing, they had lost engine number two the one on the tail.But losing an engine is not a death sentence but they had also lost hydraulic systems A, B and D. Now this is a problem. You see the hydraulic systems move the huge control surfaces of the jet. If you lose the hydraulics you have very little control over your jet and the crew of flight 935 had just lost three of four hydraulic systems. In the cockpit the crew sprung into action shutting engine number two down and carrying out the multiple hydraulic system failure checklist . They discharged the fire bottles in engine number two as a precaution. The pilots knew that they were in deep trouble they requested an immediate landing at JFK international. The controllers instructed the jet to dump fuel. Slowly the weight of the jet started to fall; it went from 393,000 pounds all the way down to 345,000 pounds. At this weight they would be able to make a safe landing but the weight of the plane was far from their only concern. The loss of the hydraulic system had crippled the plane so to speak. The captain and the first officer noticed that their rudder pedals were jammed in a neutral position. Moreover the control authority of the elevators and the ailerons were significantly impacted. This meant that to get the plane to do what they wanted it to they needed to use something known as differential thrust. For example if you wanted the plane to turn right then adding more power to the left engine would put the plane into a right bank and if you wanted to turn left then adding more power to the right engine would do that. This is not standard procedure, this is what you do when you have exhausted all other options and it is very hard. Somehow the pilots coaxed their wounded jet down and made a safe landing at JFK international. The interesting thing is that

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Image: Paul Spijkers - http://www.airliners.net/photo/Air-India-Express/Boeing-737-8HG/2038862/L/ THis is the story of air india express flight 611, On the 11th of october 2018 a boeing 737-800 was on the ground at trichy india bound for dubai. The plane had 130 passengers onboard and 6 crew members which brought the total to 136 people onboard. The same pilots had flown the same aircraft from dubai to trichy and they would be the ones flying it back to dubai, but before that the pilots had to inspect the plane and make sure that it was airworthy and safe, by 7:25 pm UTC the pilots had accepted the plane and they were making preparations for the departure to dubai. In the cockpit the pilots were busy calculating the best departure profile for flight 611, they had two runways to work with, runway 09 and 27 and they calculated takeoff data for both runways. Eventually runway 27 won out. It was the easier departure and the winds slightly favored a departure from runway 27. After calculating their v1 vr and v2 speeds the pilots started taxing and took the plane to the threshold of runway 27. Once all the checklists had been done the pilots pushed the throttles to toga power. The first officer verified that the thrust had been set correctly and the pilots scanned the instruments as the plane picked up speed. 80 knots called the first officer as the plane sped down the runway. As the 737 was passing through 117 knots, the captains seat recliner collapsed causing the captain to fall back. At this point no one was controlling the plane, the captains hands were off the control colum and the thrust levers and the throttles had been set to 78% by accident. before he could even get up the captain shouted “your controls” sigannling to the first officer that he was the one in charge, as the first officer took control of the plane the captain was fiddling with his seat trying to fix it and within 5 seconds he was back in the seat, as the captain looked out of the cockpit he knew that they were in the last 2000 feet of runway and the plane still hadnt even hit their V1 speed of 143 knots. The captain took back control of the plane and pushed the throttles back up to max power, with 1000 feet of runway left the plane was starting to close in on their V1 speed. Soon after that the pilots pulled back on the yoke to lift the plane into the air. The pilots felt tat the plane was slow to respond but the nose did come up ever so slowly. As the plane started to lift off the pilots felt the plane vibrating as if it was being buffeted by wake turbulence. But their altitude slowly began to climb they had taken off by the smallest of margins. In the cabin a loud thud was heard and the crew members assumed that it was some of the baggage down below being moved around by the takeoff but in the control tower the ILS the controller noticed that the ILS localizer for runway 09 was not out of commision. Seconds after the takeoff a call came in from a perimeter guard, he had seen the plane fly through a wall that encircled the airport. As flight 611 climbed away from trichy ATC informed the pilots that they had flown through the localizer antennas and a brick wall and the pilots just replied with ok sir thank you. Knowing that they had flown through a wall the pilots stabilized the plane at 21000 feet and then cycled the gears, tested the hydraulic , pressurization and engine systems to make sure that the plane was well and truly okay. Since nothing seemed to be wrong the pilots decided to continue the flight to dubai.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A310 Image: Alan Wilson from Stilton, Peterborough, Cambs, UK - Airbus A310-325 ‘YR-LCA’ Tarom This is the story of Tarom airlines flight 381, on the 24th of september 1994 a tarom airbus a310 was making its way from bucharest to paris’s orly airport. As flight 381 neared orly the airports ATIS system indicated that runway 26 was the runway in use, they had 10 kilometers of visibility and a few clouds at 2400 feet, A perfect day for flying into Paris and nothing that could cause them any problems on their way in. At 1:30 PM paris time flight 381 was out of 35,000 feet and began its descent at this point they were about 40 NM from the runway at orly. 6 minutes later they were passing through 15,000 feet, but ATC was not happy with their rate of descent ATC wanted flight 381 down at 6,000 feet in two minutes. As flight 381 descended the controller was beginning to set the plane up for the approach to runway 26, He asked the pilots to turn to 330 degrees as this would set the plane up on the base leg for runway 26. As they did so the plane overflew the melun VOR, their ground speed at this point was 400 knots which was way faster than they should have been . They were carrying a bit of extra speed but they felt like they could make the runway. Soon after this the controllers cleared the jet all the way down to 3000 feet. With the plane down at 3000 feet the controllers told the plane to turn to 310 degrees. Now this turn would help the pilots intercept the ILS of runway 26. The ILS is basically a radio beam that the plane can follow all the way down to the runway. Its an aid that can make landings a lot easier for pilots. Sure you can land without it but using the ILS just makes everything that much more easier. As the pilots turned to intercept the ILS the pilots had the runway in sight, and some of the monuments in paris. With the landing fast approaching, the pilots started to configure the plane for landing, they extended the slats,flaps and the gear. With that the plane made its final turn to line up with the runway, but once it had lined up with the runway the pilots noticed that the plane wasnt locking on to the ILS of runway 26 for some reason. The captain didnt make too much of this and so he disengaged the autopilot and began to hand fly the plane down to the runway. When the plane passsed through 1700 feet it had slowed all the way down to 195 knots and the captain asked for the flaps to be extended to 20. As soon as that had been done the the throttles advanced and the engines surged, due to all of this power the nose of the plane began to pitch up, the pilots were trying their best to counter the pitch of the plane, they immediately brought the throttles back to idle, but something was trimming the nose of the plane up, within seconds the horizontal stabilizer on the A310 had reached its nose up stops at the same time the elevators were at their maximum nose down positon. This plane was trying to do two things at the same time. The plane began to climb away from the gradual descent profile that the pilots had put it on and within no time the jet was pitching up at 60 degrees. For some context when youre taking off a passenger plane will be pitching up at about 10 degrees, so take what you feel on takeoff and make it 6 times worse that's what this plane was doing over paris. With the engines at idle and the nose pitching up wildly the plane could not sustain its steep climb, it slowly lost speed as it climbed and then at 4100 feet it slowed all the way down to 35 knots, thats 40 miles per hour. Picture a passenger jet at 4000 feet traveling at 40 miles per hour that's what this plane was doing. Without the forward momentum that it needed to keep

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 An Antonov 26B cargo plane sustained substantial damage in a forced landing accident Tallinn-Ülemiste Airport, Estonia following loss of engine power. One of the six occupants was injured. The flight took off from Helsinki-Vantaa Airport, Finland at 09:46 local time. The flight was uneventful until 10:14 hours, 9.5 nm from Tallinn runway 26. When the power levers were retarded to flight idle the crew noticed engine vibration and smelled a smoke in the cockpit. The engine chip detector indicator in the cockpit was lit. After a short discussion about which engine should be shut down the flight engineer shut down the left engine and the captain tried to start the APU to gain more thrust. During the approach the air traffic controller noticed the aircraft deviating from the approach path to the left and notified the crew. The crew was unable to maintain a proper approach path both in lateral and vertical dimensions. The attempts to start the APU engine failed. Visual contact with the runway was established 0.5 nm from the threshold. The aircraft crossed the airport boundary being not configured for landing and with an indicated airspeed (IAS) of 295-300 km/h. The flaps were extended for 10° over the threshold; the landing gear was lowered after passing the runway threshold and retracted again. The aircraft made a high speed low pass over the runway at an altitude of ca 10-15 feet with the landing gear traveling down and up again. Flaps were extended over the runway. At the end of the runway full power on the right engine was selected, and the aircraft climbed 15-20 feet and started turning left. The crew started retracting flaps and lowered the landing gear. The aircraft crossed the highway at the end of the runway at ca 30 feet, then descended again, colliding with treetops at the lake shore and made a crash-landing on the snow and ice-covered lake waterline. Due to the thick ice the aircraft remained on the ice and slid 151 m on the ice with heading 238° before coming to a full stop. After the impact the flight engineer shoot down the right engine and power and released all engine fire extinguishers. All persons onboard escaped immediately through the main door. No emergency was declared and despite suggestions from first officer, a go-around was not formally commanded. The airplane gradually sank through the ice after the accident.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Saab Image: Aero Icarus from Zürich, Switzerland - 52bt - Crossair Saab 2000; HB-IZY@ZRH;27.02.1999 Swiss International Air Lines Flight 850 was an international scheduled passenger flight from Basle, Switzerland, to Hamburg, Germany. On 10 July 2002, the flight was unable to land at Fuhlsbüttel Airport due to weather. Attempts were made to divert to other airports at Berlin and Eberswalde before the crew decided to land at Werneuchen. On landing, the aircraft struck an earth bank which ripped off all three undercarriage legs, and came to rest on its belly with an engine on fire. One of the sixteen passengers suffered minor injuries. The aircraft was written off. The investigation into the accident by the German Federal Bureau of Aircraft Accident Investigation (BFU) took over eight years to complete. It raised a number of issues, including poor crew resource management, insufficient weather information being passed to the crew of Flight 850 and faulty runway markings at Werneuchen Airfield, where the runway had been reduced in length from 2,400 metres (7,900 ft) to 1,500 metres (4,900 ft), but the runway markings had not been altered to reflect this. Flight 850 was originally scheduled to be operated by an Embraer 145 aircraft. Due to the non-availability of the Embraer 145, a Saab 2000 was substituted, and the briefing for the flight was extended by 15 minutes.[4] Actual departure was at 14:55 UTC, 10 minutes behind schedule.[5] It carried four crew and 16 passengers. Weather reports indicated a line of thunderstorms, winds up to 45 knots (83 km/h) could be expected at Fuhlsbüttel and the designated alternatives of Hannover and Bremen. A number of SIGMETs were issued about an hour before the flight departed Basel, but the flight crew did not receive these. The SIGMETs indicated a front was developing with thunderstorms reaching FL380 in the Bremen area. The Terminal Aerodrome Forecast for Fuhlsbüttel Airport, Hamburg valid from 13:00 to 22:00 was: TAF EDDH 101200Z 101322 31010KT 9999 FEW025 TEMPO 1320 29020G40KT 3000 TSRA BKN013CB Tempo 1922 4000 RA BKN014.[4][6] Runway 23 was the active runway at Fuhlsbüttel. On approach to land, the flight encountered severe turbulence due to a thunderstorm and the crew aborted the approach as the aircraft descended through 3,300 feet (1,000 m). It was later established that a derecho had formed.[7] Winds of 81 knots (150 km/h) were recorded, and seven people were killed in the Berlin area.[8] The storm was described as the worst summer storm in 50 years in Berlin.[9] The crew decided to hold while they assessed their alternatives. The designated alternative airport was Bremen Airport, some 55 nautical miles (102 km) to the south-west. To reach Bremen would have meant flying through the frontal system. Another aircraft successfully landed on Runway 33 at Hamburg, reporting strong winds. The crew of Flight 850 declined to attempt a landing on Runway 23, and requested a diversion to Langenhagen Airport, Hannover. Air Traffic Control (ATC) did not suggest any other alternatives, nor were they requested by the crew.[7] En route, the frontal system prevented the crew from turning towards Hannover. A decision was made to divert to Tegel Airport, Berlin. The Automatic Terminal Information Service at Tegel stated that the weather there was clear and no significant change was expected. Approaching Tegel's Runway 08L, the crew requested priority handling, stating that they had fuel for 40 minutes flight. On approach, severe turbulence was again encountered due to the frontal system having reached Berlin. The approach was abandoned and the crew requested an alternate airfield from ATC. Eberswalde Airfield was suggested and accepted by the crew, who stated "We'll take anything at this point". On hearing this remark, ATC treated the aircraft's situation as an emergency. En route to Eberswalde, thunderstorms were observed and alternates were sought from ATC.[7] Hamburg ATC then offered Neubrandenburg Airport, which was rejected by the crew of Flight 850 on receiving the weather information. Werneuchen Airfield was then offered, which was 20 nautical miles (37 km) away and offered a runway 1,500 metres (4,900 ft) long. Werneuchen was accepted by the crew. ATC managed to contact the chairman of the flying club based at Werneuchen. He stated that the runway surface was 2,400 metres (7,900 ft) long, but an earth bank stretched across the runway leaving 1,500 metres (4,900 ft) available. Landing on Runway 08 meant that the first part of the runway fell before the earth bank. Almost an hour after aborting the

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 727 Image: JetPix - Gallery page http://www.airliners.net/photo/Northwest-Airlines/Boeing-727-251-Adv/0200769/L This is the story of Northwest orient airlines flight 623. On the first of december 1974. A boeing 727 was on the ground at JFk international. The thing was, they didnt need the plane at JFK anymore and so the decision was taken to ferry the plane all the way from JFK to buffalo newyork. This would be a ferry flight, so the only people onboard the plane were the 3 pilots. As they entered the cockpit they started to prep the plane for flight. Once the plane was fueled with 48,500 pounds or 22 tons of fuel. the plane started to taxi to the runway through the biting cold of december. 14 minutes later the plane was at the runway. Monemtents later the pilots got the all clear from the controllers and they were cleared to takeoff. The pilots pushed the throttles forward and the 727 started to gain speed. In less than a minute the 727 was airborne bound for buffalo. As the jet climbed away from the airport kenedy departure contacted the pilots and cleared them to 14000 feet. In the cockpit as the plane climbed the pilots noticed something strange. Their speed increased from 264 knots to 304 knots, but it didnt stay there. Their airspeed was all over the place, it would drop by 40 knots and then come back up and then it would drop by a 140 knots and then return to normal. All of this happened in less than a minute. As pilots tried to make sense of what was happening the aircraft was handed over from Kennedy departure to new york air route traffic control center. As flight 6231 passed 16,000 feet their recorded airspeed began to spike again and so did their rate of climb. This caught the first officers eye he said “do you realize were going 340 knots and im climbing 5000 feet a minute!?”. The second officer commented that the high rate of climb was beacuse the plane was so light and soon after he said that the rate of climb increased again this time to 6500 feet per minute. By the time they were at 23000 feet the overspeed warning sounded, they were at 405 knots the captain remarked “would you believe that,?”, the first officer replied with “I do believe it but I cant do anything about it”. The captain asked the first officer to pull back saying quote “let her climb”. Seconds after saying that a second overspeed warning sounded. But then starnegly 10 seconds after the overspeed warning the stall warning sounded, the warning came on intermittently and as it did the plane started to buffet. The first officer said “theres that mach buffeting, guess well have to pull it up” the captain agreed by saying “pull it up”. The plane had gone from an overspeed warning to a stall warning in seconds and the pilots couldnt make heads or tails of what was happening. But as all of this unfolded in the cockpit flight 6231 started to fall at 15000 feet per minute towards the ground. From the ground controllers perspective everything had been normal upto this point but then at 7:24 pm a radio call came from flight 6231 “mayday mayday mayday were out of control descending through 20000 feet”. Flight 6231 was in trouble and the controller on the ground was trying his best to help the stricken plane, he cleared the airspace around the plane and cleared them down to lower altitudes as the plane dropped. As the plane fell out of the sky he tried to get more information from the pilots about what their exact problem was. The pilots replied with “ Were descending through 12 were in a stall”.In the cockpit the pilots were trying their best to save the plane the captain extended the flaps in an attempt to slow the fall of the plane. In the cockpit the g forces that they were subjected to went from a mild three to a brutal 5 as the pilots fought for control of the falling plane. The plane was dropping fast and the pilots were running out of time to save their plane. But that was the last time anyone heard from flight 6231 moments later the plane crashed into the harriman state park. None of the three pilots on board survived.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC9 Image: Eddie Coates - http://www.edcoatescollection.com This is the story of west coast airlines flight 956. West coast airlines as the name suggests was an airline that connected smaller cities in the pacific northwest to bigger cities in california, in utah idaho etc. On the first of october 1966 One of west coast's newest DC9s was on the ground at san francisco. Flight 956 would have three pilots in the cockpit two very experienced captains and one first officer, captain donald allderge had more than 18000 hours of experience the captain Charles warrnen had more than 21000 hours of experience and first officer pete labusky had 9500 hours of flight time. flight 956s ultimate destination was the city of Seattle in washington with intermediate stops in eugene and portland and the plane left san francisco at 6:44 pm and arrived at eugene at 7:34 pm. Once the plane had taken off from eugene flight 956 was first assigned an altitude of 12000 feet, which was then raised to 14000 feet. This was a short flight so they wouldn't be climbing too high. In Fact they didn't spend too much time at 14000 feet as within minutes they got their descent clearance. They were asked to descend to 9000 feet and the captain said “roger descend to 9000 leaving 14 thousand” As they descended from 14000 feet the crew enquired about the runway in use at portland, it was 28R. To set them up on the approach to runway 28R the controller asked them to turn to 300 degrees. As the DC9 turned to the right the controller lost the plane on radar. He asked the crew to let them know when the plane was established on a heading of 300 degrees. He repeated his message and the pilots responded with “956 wilco”. In the tower the controller waited to hear back from flight 956. He stared at his radar scope waiting for flight 956 to reappear. But it didn't. The controller tried to reach the plane via radio but got no reply, he tried again but to no avail. minutes after last hearing from the plane at 8:15 pm the controller initiated the accident notification procedures. A few hours later they found the wreck of flight 965 near Mount hood. Once the site had been located the investigators retrieved the black boxes but in a blow to the investigation only the data recorder worked the voice recorder was broken beyond repair. Without the voice recorder they turned to the wreck for clues. The damaged trees indicated that the plane was pictihing up when it hit the mountain and banking to the right at 30 degrees. Which indicates that the crew might have been trying to avoid the mountain. They also found all four corners of the plane at the crash site; this meant that the DC9 was more or less intact until it hit the mountain. Analysis of the engines also showed that they were functioning at impact. They couldn't establish the exact power setting but looking at the bleed valves they were able to deduce that the engines were at a power setting a lot higher than idle when it hit the mountain. As far as they could tell the DC9 was in perfect condition. I mean why would it not be, it had only been purchased the month before. Looking for answers they listened through the conversation of the pilots and the radio controller. The controller cleared them down to 9000 feet and the pilots clearly acknowledged that they were cleared to 9000 feet they said “ “roger descend to 9000 leaving 14 thousand”. But for

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Lear Jet Photo: Pedro Aragão This is the story of a Learjet 24, tail number D-CMMM. On the 15th of september 2012 a Learjet 24 was to fly from Strasbourg airport in germany to bornholm airport in denmark. The flight was a short one, the pilots expected it to take a little bit over one hour. On the ground at starosborg the jet was fueled up and the pilots ran the pre takeoff checklists. That day the plane had just one pilot and one passenger for a total of two people onboard. By 10:58 am the jet took off bound for bornholm, denmark. Much of the flight went by without a hitch. That is until the low fuel warning came on half way into the flight. The plane had a bit more fuel remaining but the pilot had to make a bee line for bornholm airport that was at this point 18 NM away, If the fuel in the tanks held out they should be able to make it to the airport. At 11:32 am the pilot canceled the IFR flight plan, that is the flight plan that he had filed with ATC and started a visual approach to runway 29. He knew that he didn't have much time left in the air and he wanted to get down as fast as possible. As the learjet slowed down it lost altitude, by 11:37 am the plane was making the turn onto final and the tower cleared it to land. It looked like the fuel starved jet might actually make it. The gear was down, flaps were out. All it had to do was cover the few miles to the runway and theyd be in the clear. But as the plane made the turn onto final their luck ran out. Both engines died, their fuel had run out. The learjet was now a lear glider. The pilot put out three distress calls as the plane started to lose altitude. The jet passed over the beaches of borlnholm quite low, and it impacted a cornfield just short of the runway. The plane was destroyed but the two people onboard survived. Once this crash had happened a multitude of agencies got involved, The American NTSB or the national transportation safety bureau, the Danish AIB or the air accident investigation board and the german BFU or the ……., you know what i am not gonna try and say that, ill leave it up on the screen all sent representatives to help with the investigation. But right off the bat the investigators knew that something was off. The Lear 24 is meant to be piloted by two pilots but the accident flight had only one pilot. But wait it gets worse. In the pilots personal belongings , they found two airline transport pilot licenses issued by the FAA. Both licenses had the same license number but had different names and none of the names on the licenses were that of the pilot himself. So the investigators had a bit of a john doe on their hands, the NTSB the BFU and the danish AIB all went through their databases to see if they had issued a pilots license to this pilot but they all came up with nothing. At the end of the day the investigators had no clue if this guy was licensed or not. The germans had more news to share, as it turned out the pilot wasnt the only thing that was un-licenced. The lear 24, tail number D-CMMM did not have a valid german registration. On the second of february 2012 the Luftfahrt-Bundesamt or the german civil aviation authority suspended the certificate of registration because the plane had a missing airworthiness certificate. So as per the rules this plane should not have been flying for quite a few months at the time of the accident. This is the investigation that just keeps giving and giving.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Dash 8 Image : Babin.sap at English Wikipedia A320 Image: http://spotters.net.ua/file/?id=5426&size=large This is the story of specijet flight 7077 and qatar airways flight 7477. On the 28th of august 2020 just three weeks after the crash of air india express flight 1344. Two planes, a spicejet dash 8 from Bangalore and a qatar airways a320 from doha was approaching cochin international airport. The qatari a 320 was on the ILS Z approach for runway 27 and the spicejet dash 8 was on the ILS X approach to runway Z. Cochin international has 3 approaches for runway 27 Xray yankee and Zulu. think of each approach as a highway in the sky that you fly along to get to the runway. It takes you along specific waypoints and beacons making sure that you’re safe from terrain and obstacles. If youre approaching from the northeast of the south east the zulu approach is perfect for you. You can enter the pattern then overfly the CIA VOR and then you fly way from the airport, once you're sufficiently far away you can turn around and lock onto the ILS of runway 27. From there on out its a simple 3 degree descent down to the runway. For the Xray arppaoch you enter the pattern and fly towards the CIB vor beacon and then you turn to 315 degrees which takes you right to the ILS of runway 27 from there you just land. In Cochin runway 27 is favored a lot more than runway 09 due to the unique wind conditions at the airport, even though the approach to runway 09 has very few obstacles compared to the approach to runway 27. On that day the dash 8 seemed to be ahead in the queue to land so ATC asked them to drop down to 3000 feet. They'd maintain this altitude till they intercepted the glideslope from below. Meanwhile the qatari a320 was asked to descend to 5000 feet. Which put plenty of space between the two planes. At about 10:45 am UTC the controller noticed that the dash 8 was lower than where he expected them to be,they were well below 3000 feet. The controller said YOU DESCENDED BELOW 3000FT, SIR, INTERCEPTION ALTITUDE IS 3000FT. YOU ARE MAINTAINING 2000FT The spicejet plane appeared to comply, the controller saw that its altitude was now increasing. But unfortunately the spicejet did not level off at 3000 feet, it continued to climb. As the dash 8 climbed through 3700 feet the two blips that represented the planes on the controllers screen went bright red, indicating that they were dangerously close to each other the controller STOP CLIMB. STOP CLIMB 3700 FT as they were getting too close for comfort to the a320. But as soon as the controller had done that the TCAS alert sounded. The automated warning is designed to issue commands like climb or descend to pilots to avert a collision. The controller immediately asked the A320 to break off from the approach and to go around and vectored the a320 to the south to just clear the airspace. At their closest both planes were 500 feet apart vertically and 2 NM apart laterally. Well below the required limits. The controller then cleared both planes to land again and they landed with no issues whatsoever. The first thing that they looked at was the airport itself, this was quite a busy airport and most of the arrivals into Cochin use the ILS Z approach. The thing is most planes taking off from cochin take a right turn after taking off meaning that the area to the north west of the CIA VOR becomes quite crowded at times. This means that controllers are forced to keep the arrivals at

Thanks to Keeps for sponsoring this video! Head to https://keeps.com/ACI to get 50% off your first order of hair loss treatment. Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Thank you to keeps for sponsoring this video. Stay tuned till the end of the video to learn more about them. This is the story of shaheen air international flight 142. Shaheen air was pakistans second largest airline key word was. At the peak of its popularity it was only second to pakistans flag carrier, pakistan international airlines. The airline mainly focused on domestic routes and a few routes to the middle east. The flight that we’re interested in, flight 142 was a domestic flight from Karachi to lahore. On the 22nd of april 2012 the captain and the first officer reached the flight operations center at karachi airport for flight 142, but they were running a bit late and so they rushed through the pre-flight briefings and meetings. But before they left the first officer got a weather report for Lahore. It was bad news, the visibility was trending down. But the weather at karachi was good so they decided to continue with the flight. Once in the cockpit the captain gave a short briefing about the takeoff and the taxi routes but interestingly he mentioned nothing about the weather at the destination. At 3:08 am UTC the plane took off from Karachi bound for Lahore, as soon as it took off it started its climb to 33,000 feet. An hour went by and the plane was starting to near lahore, it was at this point that the crew needed to make a critical go no go call. The weather at lahore was pretty bad so they needed to decide on whether or not they wanted to divert to peshawar their alternate. After a bit of deliberation the pilots decided to head for lahore their intended destination, the last thing the pilots wanted was a plane full of annoyed passengers. At 3:59 am flight 142 was cleared by lahore ACC to perform a vor dme approach to runway 36L but the captain wanted to use runway 36R, his request was denied because the runway was being upgraded to a cat three system. As the pilots prepped for the approach they got some bad weather news from the ground. “ Lahore weather warning for poor visibility due mist up till 0700E and present visibility 1200 meters”. They were having doubts about their decision to land at lahore. But lets talk about their approach thought the pilots were planning on carrying out a very unconventional approach. They planned to use the ILS of runway 36R , the runway that they were denied to line up with the runway and once they had the runways in sight they would line up with runway 36L. I mean theyre jumping through a lot of hoops to avoid flying that VOR DME approach. As the approach was being conducted the first officer tried to hail sialkot on the radio twice, without success to get weather information from there. Their alternate airport, peshawar was 50 minutes away and sialkot was a closer alternative but sialkot never responded. As all of this was happening the captain wanted to make an RNAV approach to the runway. but this aircraft lacked the necessary hardware to make an RNAV approach , in addition to the fact that choosing an rnav approach at this stage was against recommended procedures. A lot is happening in the cockpit as of right now, the captain is aksing for something that he shouldnt the first officer is trying to get in touch with an airport and then the first officer discovered something shocking. The captain had programmed the flight management guidance computer to land on runway 18L instead of runway 36L. Once the plane was in contact with lahore approach the captain told the controllers that they were making an RNAV approach to runway 36L, apparently he had decided not to carry out the VOR DME approach. At 4:20 am lahore approach noticed that the plane was about 2000 feet

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 BAC111 Image: Phillip Capper from Wellington, New Zealand - Flickr This is the story of G-ASHG, on the 22nd of october 1963 A BAC 111 was to take off from wisley aerodrome. Now this wasn't a commercial flight in fact at that point the BAC111 hadn't even entered service yet. This was a test flight of the brand new BAC 111. This was the 111’s 53rd test flight and on that they were planning on testing the stall characteristics of the bac 111, with varying centers of gravity. the plane was piloted by lieutenant commander Mike lithgow and the plane had 7 occupants. At 10:17 am the plane took off from wisely, they had 5 stall tests to carry out and after takeoff they turned to the west and the plane started to climb to 17000 feet as wisely radar tracked the plane. The crew worked fast by 10:35 am the crew had already completed 4 stalls with the gear and flaps up. At 17,000 feet the pilots extended the flaps to 8 degrees for the next test. Two minutes after last contact with ATC the pilots started to put the plane into a stall. A familiar buffeting came over the airplane as the stall got closer and closer. But that was expected, in any other flight this would have been cause for concern but this was a test flight and this was normal. Over the english countryside the BAC111 dropped as the stall took hold. Soon it was time for them to get out of the stall. The elevators responded initially but to the pilots horror the elevators stopped responding. They needed to drop the nose of the jet to get out of the stall. The plane was still in the stall, the pilots were desperate and they were trying everything. As they were trouble shooting the plane banked from to the right and to the left. The pilots pushed the engines to max power in an attempt to power out of the stall but that just pushed the nose of the plane up making the stall worse. The nose came down when they pulled back power. But they were still in the stall and at this point the jet had lost most of its forward momentum and it crashed near the town on chicklade. Eyewitnesses said that the plane was almost flat when it impacted the ground. None of the 7 people on board made it out alive. The crash had devastated the BAC program, captain mike lithgow had been testing the BAC 111 since its very first test flight. He had been on almost all other testflights in some capacity. To say that he was one of the people who knew the plane the best would not be an understatement. So whatever happened to this 111 was something that even he couldn't foresee. Going through the wreckage they found the forward emergency doors of the BAC 111. Since this was a testing flightthe crew had been provided with two emergency escape doors and parachutes should something go wrong. The doors were attached to the frame by means of 38 explosive bolts. The pilots had a switch on the center console which would fire the bolts allowing the crew to escape. The wreck showed that the bolts had indeed been fired by the crew prior to impact but apparently there wasnt enough time for anyone to escape from the falling jet. The wreck told them even more. It told them that the pilots were trying to pitch down during the final moments of the flight.

Join My Discord: https://discord.gg/rhDgbc9 747 Image: Ken Fielding/https://www.flickr.com/photos/kenfielding This is the story of northwest airlines flight 85. On the 9th of october 2002, A northwest airlines boeing 747 took off from detroit bound for tokyos narita airport. This was supposed to be another routine flight like any other that day but unfortunately for all involved that wouldnt be the case. As hours ticked by the plane made its way across the united states and then it started to make its way across the pacific ocean. 7 hours into the flight the senior pilots retired from the cockpit to get some rest and the relief crew took over. Senior captain jhon hansen and senior first officer dave smith retired to the rest area. The captain was in bed with the book when he fel the plane do something weird. As the captains interest was piqued the pilots in the cockpit recovered from whatever had happened. Sensing that something was wrong the captain started putting his uniform back on. Thats when the alert from the cockpit came through. In the rest area theres this little alarm and if it goes off you need to get to the cockpit as fast as possible because theres an all hands on deck situation unfolding. As captain hansen entered the cockpit he saw captain frank gibe doing something that he didnt expect to see. He was struggling to fly the plane, he could see that captain gibe was deflecting the rudder to the right with all his might. This is not what you expect to see when the plane is in cruise. For some reason At 35,000 feet the plane had jerked to the left and went into a 40 degree left bank. The pilots initially thought that and engine had failed but the indications into the cockpit told that their rudder was deflected to the left by 17 degrees. No one had commanded this but yet the rudder was in a left hardover. They were in a dire situation and they needed to declare an emergency. But unfortunately they were in a dead zone between north america and asia this meant that their transmissions were too weak to reach any of the control centers. In a bid to establish communication with the controllers on the ground the pilots contacted nearby northwest airlines flight 19 they were closer to Alaska and they relayed the fact that flight 85 was in trouble. They needed to get this plane on the ground as soon as possible and the decision was made to divert to anchorage in alaska. It was taking every bit of control authority that they had to keep the 747 from rolling over to the left. They were using the ailerons, the top half of the rudder, everything that they could to keep the plane in the air. Now they had another problem to get to anchorage you needed to turn to the right, but this plane in its current state could not make a right turn, so they gently eased up on the controls and sent the plane into a left bank as they tried their best to keep the situation from spiraling out of control. As half of the pilots struggled with the plane the other pilots were hard at work in the cockpit in running through checklists to try and fix the problem but nothing worked. The lower portion of the rudder was still stuck. But the pilots did not really have a clear idea of what was happening, their instruments told them that the lower rudder was deflected to the left but other than that the information was scarce. For all they knew the tail could be breaking apart and if that happened it would be game over. Captain hansen wanted to take over from captain gibe, heres a quote from him “ If anyones going to scratch my airplane i want it to be me”. As captain gibe let go off the controls first officer mike fagan took over as the switch happened. Once in the captain's seat captain hansen was appalled at how poorly the plane was handling, he had never felt anything like that before. Just keeping the plane level was physically exhausting, you needed to basically stand on the rudder pedal to keep the plane in level flight, that taxed the pilots so much that they could only do it for 10 minutes at a time, so the captain and the first officer would take turns commanding full right rudder. With no fix in sight the pilots got on a conference call with technicians on the ground, they hoped that the techs on the ground would be able to fix the problem. The pilots had two questions for them, 1) do you know whats wrong with our rudder and two how do we get this jumbo jet on the ground. Unfortunately the ground techs didnt have answers for the pilots, they were on their own. It then dawned on the pilots that they would have to land the plane like this.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 767 Image: Ken Fielding/https://www.flickr.com/photos/kenfielding This is the story of LOT 16. On the first of november 2011 a LOT polish 767 was to fly from new york's Newark airport to Warsaw in poland. Before the plane left a ground engineer carried out an external inspection to make sure that everything is okay with the plane. Soon after that the crew arrived. The captain started his external check while the first officer started his cockpit check. They found nothing that concerned them and the plane was deemed ready for flight. At 3:58 am polish time the engines were started and the 767 taxied to the runway. By 4:19 am the plane was airborne. As the plane climbed the pilots retracted the gear and flaps. But as they did so hydraulic pressure in the line C dropped. On large jets the huge control surfaces are moved by using hydraulics. Think of it as the lifeblood of the airplane. You loose your hydraulics youre pretty much paralysed with very little control of your airplane. But this was just in hydralic line C and they had multiple so nothing to worry about there. After consulting the quick reference handbook and the operator manuals the pilots came to the conclusion that it was safe to continue the flight to warsaw and thats what they did. With that they left new york behind and headed out into the atlantic. The pilots knew that they wouldnt be able to drop the gear normally when it came time to land, because hydraulic line c had barely any pressure instead theyd have to do a gravity drop and thats exactly what it sounds like. You open the gear doors and then just let the gears drop down and lock under their own weight. Good old gravity at work. The pilots werent too worried about this as they had done this multiple times in the simulator. The first officer With a lot of time on his hands the first officer started to plan the landing sequence, he didnt want to be caught off guard during the landing. In a couple of hours the 767 was approaching warsaw, the pilots were going through the steps to drop the landing gear. They commanded the gear to drop. But nothing. Things werent going the way that they wanted it to. They thought that they had done something wrong and so they went throught the steps again. But attempt number two failed as well. They had no landing gear. As soon as they found that out they went around. During the go around they realized the seriousness of the situation and they declared an emergency. ATC put the pilots in touch with experts as they attempted to troubleshoot the problem while the plane was in a hold. The experts on the ground wanted the pilots to cycle a few circuit breaks just to see if that would extend the gears but it didn't . in the meantime a polish f16 was scrambled to intercept and inspect the plane, the f16 did not have good news. The gear was still up. I imagine that the pilots had this small sliver of hope that the circuit breakers had worked and that their gauges were broken but that wasn't the case. They were now out of options and running out of fuel, their decision had been made for them, theyd have to land on the runway without the gear. Once ATC was told about the pilots intentions airport fire trucks foamed 3000 meters or 1.8 miles of runway on runway 33. The pilots werent taking any chances thet told the cabin crew to initiate an evacuation the moment they stopped on the runway. Usually you needed the all clear from the pilots to start an evacuation. But desprate times called for desperate measures. The 767 lined up I imagine that it must have been a weird sight to see a large airliner come into land without its gear down. The plane touched down and sparks flew, the foam did a lot to prevent fire but despite that the right hand engine still caught fire. The plane screeched to a halt, quite literally after the intersection with runway 29. As soon as the plane had stopped the pilots began evacuation of the 221 people onboard, Everyone made it off the plane safely.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of the 1961 Goldsboro incident. Now the US has bombed a lot of places, from Syria to japan to iraq to afganistan to iran to pakistan to kuwait to libya to north carolina to .. wait what? Yep north carolina almost made the list of places that america bombed. This is how. Now to understand the climate in which this incident took place we need to take a small history lesson. It was 1962 and the cold war could turn hot at any second. The two major super powers of the world , the US and the USSR were sure that the other would launch a preemptive nuclear strike so powerful it would decimate the receiver. To ensure that this didnt happen both sides got together and engaged in dialog to reach a mutual disarmament treaty that protected peace. Im just kidding, both sides devised techniques to make sure that they could return fire or in this case nukes even if their command and control centers had been reduced to radioactive ash. The US did this by having nuclear tipped bombers in the air 24 hours a day seven days a week for years on end. That doersnt sound expensive at all. So even if the soviets did launch a sneak attack America could still respond. This was operation chrome dome. Its simple enough, keep a few bombers in the air at all times with nukes just in case you wanna hop across the atlantic for a bit. At about midnight on the 24th of january 1961 a B52 from johnson airfroce base in goldsboro was in the air as a part of operation chromedome. They had been airborne for about 12 hours and in the dead of night they were preparing to hook up to a tanker for a top up. Onboard the bomber were two mark 39 nuclear bombs. Now were not sure how powerful the bombs were, some decalssified documents said that the bombs were 24 meagtons each and some others say that it was about 4 megatons each. Now for some context, the bomb dropped on hiroshima was just 15 kilotons. Best case scenario the ones that this B52 carried was 266 times more powerful than the bomb dropped on hiroshima. As the two planes hooked up the operator in the tanker could see something wrong with the bomber it seemed to have a leak in its right wing and fuel streamed out. The pilots on the B52 saw the effects of the leak on their instruments, the fuel quantity dropped. The plane was sent into a holdin pattern so that they could lose some weight, but as it reached the holding point the pilot of the B52 reported that they had lost about 37000 pounds or 17 tons of fuel in just three minutes. Thats one adults weight in fuel being lost every second. The plane was immediately instructed to return to seymour airbase immediately. As the bomber made its way back, it shed even more fuel. Somehow the stricken bomber had made it near the airbase and the pilots were lining the plane up to land on runway 26. When the right wing gave out the, plane started rotating as it dived the centrifugal forces started to pull the plane apart, the centrifugal force pinned some of the pilots to the wall as the plane was in free fall. By the time they hit 9000 feet the pilot ordered everyone to bail out. Of the 8 crew members 5 people survived. But the story of this B52 is far from over. As the plane impacts the north Carolina countryside residents see the night turn into day and they rush over to the crash site. But unknown to them the two mark 39 thermo nuclear bombs had been thrown clear of the falling plane and as one fell away harmlessly the other started its arming sequence. The parachute deployed and it slowed its fall, this was done so that the bomber that dropped the weapon would have time to get far enough away from the inevitable

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 BFU File Code: 5X004-0/01 A320 Image: Pedro Aragão - Gallery page https://www.jetphotos.com/photo/7617615 Photo https://cdn.jetphotos.com/full/4/40557_1369649361.jpg This is the story of an Airbus a320. Well i'd love to tell you more about the plane and the operator but the german investigators are surprisingly tight lipped about the who the operator was, I mean ive read a few reports of theirs. It's how they do things, I'm just glad that they publish the reports and that its in english. No complaints here. We do know that this occurred on the 21st of march 2001 and the a320 was flying from Frankfurt to Paris with 115 passengers. The pilots arrived at the airport a bit early as they had some extra preflight checklists to do today. The captain had 9300 hours of experience and even had an acrobatics rating on his license. The first officer had about 2000 hours of experience. That day the airplane that they'd be flying had been in maintenance for the past few days and so they'd need to conduct a few extra checks to make sure that the plane was fit to fly. Once the engines were started the and before they started taxing the pilots conducted a flight control check to make sure that everything was working as intended. They noted no irregularities and so they started to taxi to runway 18. The plane lined up with the runway and the pilots added power. The takeoff was normal and once they hit the rotate speed the captain pulled back taking the a320 into the sky. Right after takeoff the captain noticed that something was wrong. The plane was banking to the left just a tiny bit. He tried to correct it, but that only seemed to make the problem worse. As the captain tried to stabilize his plane the bank to the left grew. Eventually they were banking to the left by about 22 degrees. Just feet off the ground. The captain said “ I cant do anything any more!” indicating that the plane was not responding to his inputs in the way that he expected the plane to. The first officer said I have control and pushed the takeover button, from the right hand seat he was able to control the plane much better. The crew took the plane upto 12000 feet to try and troubleshoot the problem. The captain tried to control the plane from the left seat, but to their dismay the plane did the opposite of what the captain was commanding. If the captain commanded a left turn the plane would go right. But that problem did not exist on the other sidesidstick. With such peculiar behavior the pilots had no idea what else could go wrong with this plane and decided that landing back at Frankfurt was the best thing to do. The first officer then took control and landed the a320 back at Frankfurt with no further issues. Now this incident does not sound like it was that bad, but looking at the flight data showed how close they came to disaster. This graph shows that their maximum bank was 21.42 degrees now that's not too extreme. But right below that they show you the readout from the radio altimeter. They were banking to the left at almost 22 degrees when they were barely 10 feet off the ground. The slightest mistake then would have sent this plane crashing back down. The only reason it wasn't worse than it was was because the first officer had been instinctively commanding a right bank before he took over from the captain. Had it not been for his moderating inputs this would have been bad. Once the plane was on the ground they handed the plane over to the ground staff who did a flight control check. When they did that they found that the ailerons initially moved in the right direction but then for some reason moved in the opposite direction something was very wrong with this plane.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 image: Grahame Hutchison - Gallery page http://www.airliners.net/photo/United-Airlines/Boeing-747-422/0328348/L Photo http://cdn-www.airliners.net/aviation-photos/photos/8/4/3/0328348.jpg This is the story of united airlines flight 863. On the 28th of june 1998 a united airlines boeing 747-400 was flying from sanfranciso international airport to sydney international airport with 307 people on board. The 747 was very heavy for the long flight to sydney. That day it would be the first officer who would be piloting the plane. A bit past 10 30 pm local time the 747 lined up with runway 28R. The night was a bit foggy but visibility was good and so the pilots saw no reason to cancel the takeoff. The pilots advanced the throttes and the 747 was going down the runway picking up speed. Soon the first officer pulled back on yoke taking the jumbo jet into the sky. As the 747 entered a fog bank at the end of the runway the pilots felt the plane rumble as a loud thump rocked the airplane. At first they thought that a tyre had exploded but as they retracted the gear, exhaust temperatures on engine number three started rising. They had lost an engine. Now that sucks but it isnt a massive emergency. The captain got on the radio and said “"United 863 heavy, we've lost an engine, we'll be proceeding out the 295 and returning to the airport.". As the seconds ticked by the vibration increased and the pilots worked on shutting engine number three down. As they did that the vibrations went down and the exhaust temperatures on engine number three went down. The cockpit had 4 pilots and so the non flying pilots handled the checklists for the engine shut down. The captain turned his attention back to the first officer who was flying the plane and as he did, the stick shakers came on. The stick shakers were an indication that the 747 was very close to a stall. In simple terms if they didnt do something the 747 would just fall out of the sky. But they shouldnt be in this position in the first place the 747 could very easily climb out with just three engines. This made no sense. All the other pilots in the cockpit were asking the first officer to watch his speed as the 747 was dangerously slow. But now they had a new problem. The terrain warning came on the 747 was headed right for the San bruno mountain, which rose to an elevation of 1300 feet. Somehow the 747 had drifted to the right of the prescribed path and was now headed right for a mountain. The jet was so low that it set off car alarms and sent people running for cover. Seeing that the ground was coming up the first officer pulled back on the yoke in an attempt to climb, but this just put the plane in an even more precarious position. The captain immediately took over from the first officer. He had a tough job ahead of him. He needed to avert a stall. The best way to do that was to drop the nose so that the plane could pick up some speed. But doing that might send the jet right into the mountain. In the tower the plane was so low that the controllers could no longer see the plane on radar for a short while . A controller said “ ..Is United 863 still ….Oh there he is, he scared me, we lost radar, I didn't want to give you another airplane if we had a problem." the captain carefully put the plane into a climb, trying not to stall the plane out. The plane cleared the mountain, by the smallest of margins. Some reports say that the jumbo jet missed the peak by about 100 feet. Once the jumbo jet was clear of the mountain the captain took it upto 5000 feet and the controllers gave the crew vectors to dump their fuel. The jumbo jet was fueled up for a 14 hour flight and so was too heavy to land right away. Over the next 30 minutes the pilots dumped about 187000 pounds or 84 tons of fuel. After the plane had shed quite a bit of weight the controllers cleared flight 863 for an ILS approach to runway 28R. After a while the 747 made an overweight but safe landing on runway 28R and I suspect that none of the 288 passengers even knew how close they came to disaster.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 On the 18th of may 2005 a chartered A320 tail number JY-JAR was flying from fuerteventura in spain to Leeds bradford international airport in spain. The plane departed the spanish city at 7:35 am and the first officer was the one who flew the plane into leeds. The four hour flight was as boring as could be. I suspect that the passengers onboard were dreading going into work the next day , you know how you get at the end of a good holiday? But for now that was the biggest problem that they had. The A320 was radar vectored to land on runway 14 and theyd be using the ILS system. Before they lined up the pilots went through the approach. They talked about speeds and things like that, they decided to keep the autobrake on low as the runway at leeds was almost 7400 feet long and the weather was good. Today wasn't the day for aggressive braking. As the plane was on final the captain took over from the first officer as neither pilot had flown into this airport before. So it made sense to have the more experienced pilot in control. Just in case something went wrong.as they landed Their speed was right where it should have been, they touched down smoothly,but they landed 700 meters or 2200 feet away from the end of the touchdown zone. But with plenty of runway left this shouldn't be an issue. The pilots verified that reverse thrust was indeed engaged and that the spoilers were out the captain even added a bit of manual braking after touchdown. But as the a320 hurtled down runway 14 at Leeds the captain felt that something was wrong. His plane wasnt slowing down as he expected it to. So he applied max breaking and selected max reverse thrust. But the plane didn't slow down. The first officer also was braking as hard as he could trying to get the plane to slow down. The runway at leeds isnt flat there's a depression in the middle and so the pilots hadn't seen the end of the runway. But as they came out of that dip they saw that the end of the runway was fast approaching. The captain knew that the odds of them stopping before the end of the runway was slim so he thought of using the alternate braking system but using that would mean that he would lose his nose wheel steering and he definitely needed that as there were houses just 2000 feet from the end of the runway adding to his problems there was a shallow decline after the runway so if the plane over ran it would slide down a hill. Faced with the very real prospect of overrunning the runway the captain knew that his best option was to take the plane off the runway onto the grassy sides of the runway. As he decided to do that the plane ran through the end of runway 14 and now they were in the runway overrun area and. The captain put the plane into a right turn and it skidded to a stop. It basically did one of those handbrake turns. With the nose wheel in the grass the plane was safe . They had just narrowly avoided disaster as there was only 35 meters or about a 100 feet of paved surface remaining. To put that in context there was just the length of one a320 standing between them and the start of the downward decline. All 178 people were fine not one person was injured.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of the logan airport runway incursion on the 9th of june 2005, an aer lingus a330 was to fly from boston to shannon in ireland. At the same time A us air 737 was also on the ground at boston and it was bound for philadelphia. The airport at boston is massive. The airport has 6 runways. That day runways 4R and 4L were being used for landing land and runways 15R and 9 were used for departures. Handling all of the traffic is a massive task and so the complex task of controlling everything is split up. In simple terms you had two mini ATCs at the airport: the Boston local east controller was responsible for runways 4R and 9 and the Boston local west controller was responsible for runways 15R and 4L. On that day the west controller was responsible for aer lingus flight 132 and the east controller was responsible for Us air flight 1170. As the time for departure grew near the aer lingus a330 made its way to runway 15R. At the same time the US air 737 was making its way to runway 9 on the other side of the airport. At 7:39 pm and 10 seconds the controller gave the all clear for the A330 to takeoff, the pilots of the aer lingus jet started rolling and jst 5 seconds later the east controller cleared the 737 to take off from runway 09. Both jets started picking up speed down the runway. The first officer in the 737 called V1 and then noticed the a330 who was starting to rotate. Something had gone terribly wrong as both jets hurtled towards the intersection. The first officer analysed the situation in them little time that he had. What could be done to avoid a collision? Do they try and takeoff early? Do they try to keep the plane on the ground? Do they hit the brakes? Do they turn the plane into the grass? So many choices yet so little time. He said to his captain to keep it down, as he pushed the yoke forward. To stop the plane from lifting off. As both planes merged in the intersection the Aer lingus A330 flew above the 737 barely missing it. Once they had passed the intersection the 737 lifted off with no issues the crew of the 737 got on the frequency and told departure control that they had a near miss. A transmission came in from the a330 saying we concur. The report says that both planes were very close and that is corroborated by an animation that was put out by the NTSB at their nearest point they were just a few hundred feet apart. At the speeds that those planes were traveling at those distances would have been covered in the blink of an eye. The V1 speed for a 737 is about 145 knots. I know that it depends on a lot of factors but lets take 145 as a figure that is representative of the speeds that are encountered during takeoff. At 145 knots you’re covering 244 feet every second. The A330 was even faster as it had already taken off. Had the first officer not had the presence of mind to keep the 737 down then this could have been bad. How bad you ask? Well the 737 had 109 people on board and the a330 had 272 people on board for a total of 381 people. Yeah it could have been bad. But how could this happen? There are procedures in place to prevent exactly something like this. As we talked about before operations at Boston was split between two controllers: the east controller and the west controller. The west controller was responsible for the A330 and the east controller was responsible for the 737. Now since the runways intersect the controllers need to

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 TU134 Image : Eduard Marmet - http://www.airliners.net/photo/Aeroflot/Tupolev-Tu-134A/0101626/L/ This is the story of aeroflot flight 6502. On the 20th of october 1986 a tupolev tu 136 was flying from koltsovo airport to grozny airport with a stopover in kuromoch airport in samara . The domestic flight had 87 passengers and 7 crew members on board. The flight from Koltsovo to kurumoch was normal, nothing out of the ordinary. The plane was fine and the weather was good. Nothing to suggest that this flight would end in tragedy. As they got closer to kurumoch airport the controller asked the pilots to fly an NDB approach to the runway. Here's the thing though, the NDB appraoch is a challenging one when compared to something like an ILS approach. In an ILS approach the instruments will tell you exactly where you are in relation to the correct glidepath. Are you too high or too low, are you to the left or the right of the runway? All that information is right there for your taking . But in an NDB approach you only get lateral guidance and theres no one single instrument that will give you all the information you need. You need to use the automatic direction finder to tune the NDB beacon and things like that, the point is an NDB approach isn't the easiest approach out there. If pilots had to chose theyd probably go with an ILS approach 10/10 times. At 3:51 pm the pilots began their descent into kurumoch. Apparently throughout the flight the pilots had been talking about visibilities and the captain kept on saying that he could land the plane in zero visibility without the autopilot. at that point the captain of the plane had an insanely stupid idea and when i mean insanely stupid I mean insanely stupid. Why argue when you could actually do it. The captain turns to the first officer and goes “ You know what I bet i could land this plane in zero visibility”, incredibly the first officer takes him up on his bet. Their little conversation had turned into a full on bet. The captain asked his flight engineer to draw the blinds across the cockpit windows. He was going to do it. He was going to land this plane without looking out the window by just using his instruments. Now in modern airplanes this can be done if you have the right equipment on the ground and if the pilots are trained to do so. But these guys werent in that positon, they nor their plane was in a position to land in zero visibility. But the captain pressed on with the landing, the TU 134 descended as the pilots flew in blind. The jet sped by at about 160 knots and before long they were at the decision height. At this point if you dont have the runway in sight you should go around. You should gain some altitude and you should try again, but the captain continued the approach. None of the other pilots objected, this probably started out as a joke but it had gone far enough, still no one spoke up. As the plane lost altitude the ground proximity warning came on letting the pilots know that they were way too low. They needed to go around but they didnt. The captain at this point was struggling to keep the plane on the correct glidepath. He pulled back power on the engines in an attempt to prevent the plane from overshooting the runway. The plane was over the runway right now the captain asked the flight engineer to pull the curtains back. As light flooded into the cockpit the pilots struggled to adapt to visual flying. When they finally did get their bearings, they were in for the shock of their lives, they were almost out of runway . One second after opening the curtains flight 6502 touched down about 132 meters or 400 feet from the end of the runway. The touchdown was so hard that it damaged the plane's very structure. Right before touchdown the data showed that the pilots tried to pull the plane out of its descent but it was too little too late. As the plane went along the runway fuel from the ruptured tanks caught fire. As the plane ran out of runway the fuselage flipped over and the wreck of flight 6502 continued on for 528 meters or 1700 feet and burst into flames. 70 people did not survive the crash. The captain, first officer and flight engineer survived the crash. But the first officer died of smoke inhalation when trying to help the survivors of flight 6502.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Image Credits : https://commons.wikimedia.org/wiki/File:Artificial_Horizon_Indicator.png 707 Image: Jon Proctor - https://www.jetphotos.com/photo/6867311 707 Thumbnail: AlainDurand This is the story of pan am flight 115. On the 3rd of february 1959 a pan am 707 was flying from paris to new york. The 707 was a state of the art airliner that had just been introduced in the year before and was the best that aviation and boeing had to offer in the late 1950s. But flight 115 wasn't a non stop flight, it had stops in london and newfoundland canada. The plane departed london at 6:45 pm and the flight to Gander would take about 4 hours and 58 minutes at maximum cruise thrust. Once the plane left shannon control the plan was to climb and cruise at 31000 feet. But there were thunderstorms in the way and so the pilots opted to cruise at 35000 feet to stay away from the worst of the turbulence and icing.This flight had two captains manning the controls captain Waldo lynch and Captain samuel peters At 9:50 pm captain lynch decided to leave the cockpit to attend to some business in the cabin. When he left the cockpit the plane was stable, it was in smooth air cruising at mach .82 and the autopilot flew the plane while the other captain supervised. At about 10 pm the navigator asked captain peters to change the heading of the plane, they needed to turn to the left by about 20 degrees. Captain peters turned the knob and observed what the plane was doing for a few seconds. Just making sure that the plane was indeed doing what he expected it to do. When he was satisfied with what the autopilot was doing he turned his attention to the how goes it curve. A graph that pilots plot to keep track of certain parameters of the plane like distance, cruising speed, fuel consumption etc. Its basically a way to check if the actual real life values of these parameters are where you expect them to be for the phase of flight that you are in. Otherwise a graph to answer the question how goes it. This graph was on his lap and he had his head down doing the necessary calculations. As he had his head down he wasnt observing the instruments and he felt the airplane buffet and then felt G forces starting to build up on his body. As the buffeting increased his instrument panel lights went out and was useless. He looked over to the left side to the other captains artificial horizon. But it had tumbled meaning that the planes bank had exceeded the limits of the gyros of the artificial horizon meaning that the captains artificial horizon was useless. As captain peters looked out he could see the stars and they were moving in a counterclockwise direction. This meant that the plane was in a nose down right spiral and was about to roll over onto its back. He tried to grab the yoke and apply left rudder and ailerons to counteract the roll but the sheer force of the maneuver kept him pinned in his seat. At this point captain lynch entered the cockpit with considerable difficulty and somehow got himself back into his seat. He pulled back power on the engines which were still at cruise power. The G forces were so great that the captain couldn't even hold his head up and his feet were pinned to the floor. He glanced at the altimeter which was spinning frantically, it read 17000 feet. They only had 17000 feet to save their jet. He shouted i have command as he knew that he didnt have much time to react. The stabilizer was in the full nose down position and the trim didnt work. T

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Image Credit: BEA This is the story of sifly airlines flight 3275. Si fly was flying an atr 42 between the cities of rome italy and pristina Kosovo on the 12th of november 1999 . Now this wasnt a normal scheduled flight this atr 42 had been charted by the united nations world food program and so the 21 passengers were made up of united nations delegates. To understand the story of flight 3275 we need to take a look at the geopolitical landscape of kosovo in 1999. Back in 1999 NATO started to bomb the country of yuglosavia. Now the reasons for that can be an entire video in itself and were not gonna get into that now. The important thing is that, the airport was managed by yugoslavia and then on the 10th of june 1999 yugoslavia fell. After that the airspace of kosovo would be managed by an international coalition called KFOR. The helsinki agreement on the 18th of june 1999 passed control of pristina airport over to the russians. At the same time KFOR and UNMIK the United Nations Interim Mission in Kosovo mandated that air traffic control at pristina be handled by the United kingdom. As you can see kosovo in 1999 was a war torn country that was struggling back to some sense of normalcy after the war earlier that year. Flight 3275 took off at 8:11 am and by 9:57 am the plane was being handed off from Skopje control to the pristina military controllers. Within minutes of being in contact with the military controllers the controller gave the crew the headings they'd need to intercept the ILS approach at pristina. The controller then asked them to descend to 5200 feet and then 4800 feet as he took them lower and lower, setting them up for the approach into pristina. The airport is nestled near mountains and the mountains peeked through the fog as flight 3275 made its approach into pristina. At that point they were getting ready for the approach and the controller told them that they were 5nm behind another plane and they were number two for landing. The controller asked them to turn to the left. As they did the crew monitored their position relative to the papa romero india beacon which was near the airport. The crew radioed the controller and told them that they were 15 nm from the airport and then he asked them to turn to 180 degrees. Setting them up for the ILS approach onto runway 17. As they turned a chime was heard in the cockpit indicating that their landing gear was not extended. But that made no sense they were just turning to line up the runway they dont need to extend the landing gear right now. then The pilots then noted that they were just 240 feet above the terrain, but it was too late for them to react. The plane started striking trees and then hit the mountain. The wreck of flight 3275 was found by an army helicopter 10 hours after the crash none of the 24 people onboard survived. Investigators first looked at the airport itself. Now remember this was a war torn country and the airport was broken. Planes filed an IFR flight plan to fly into pristina but in actuality the approach they flew was visual as radio beacons at the airport were broken. For example an NDB at the

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A330 Image: Konstantin von Wedelstaedt - http://www.airliners.net/photo/Afriqiyah-Airways/Airbus-A330-202/1617648/L/ This is the story of Afriqah airlines flight 771. On the 11th of may 2010 an airbus A330 departed johannesburg south africa bound for Tripoli libya at about 9 om libyan time. The plane had been fueled up with 50 tons or 100,000 pounds of fuel for the nearly 9 hour flight. The flight progressed with no issues whatsoever and by about 4:30 am the pilots got in touch with seba control to get a weather update. Nothing alarming and so the crew continued with the flight in about an hour as the dawn started to set in and they got a more accurate weather report. It was a moderately clear day with 6 kilometers or about 4 miles of visibility. Not too bad and well above the minimums for the approach to runway 09 at tripoli. The pilots told the controllers that their estimated time of arrival was 6:00 am. As the plane closed in on tripoli the pilots could see the runway. But despite the promise of clear skies a thin mist had begun to form around the airport in the early hours of the 12th of may. But its nothing that the pilots couldn't handle. Nothing that caused any need for alarm. Today theyd be flying a DME approach to runway 09. They were attempting to carry out whats known as a non precision approach in this theyd have lateral guidance from beacons on the ground but for they had to watch their altitude, the beacons couldn't tell you if you were too high or too low. To compensate for this the chart they were using had a table of distances and altitudes. It basically tells you hey when youre this far out be at this altitude and, if you follow the instructions just right youll end up right at the foot of the runway or you could set your plane to descend at a constant angle at the right time. With that the first officer lined the plane up with the runway and started the final descent down. Soon they were just 410 feet above the ground and an automated call out minimums was made by the plane. At this point they should have the runway in sight but they didn't. This concered the first officer who asked the captain if the approach should be abandoned. Before he could answer the plane made another call out, 300 they were just 300 feet off the ground. Immediately after that another warning came “too low terrain” this appears to have shocked the captain into action. He called for a go around, they were too low and this approach needed to be abandoned. The first officer acted swiftly; he disconnected the autopilot and increased power, retracting the gear along the way. This seems like any other go around the plane was climbing and picking up speed, but then the nose starts to drop. The plane starts to drop from 450 feet and the first officer calls for the flaps to be retracted. As the plane passed through their minimum descent altitude again the plane again said mimumns but this time no pilot responded. The plane was still pitching down and losing altitude, they needed to act fast as they didnt have a lot of altitude to spare. Time was of the essence this low. The captain called speed as the speed of the plane began to creep up nearing their speed limit. But no one seemed to be bothered about the plane losing altitude. In the cockpit the ground proximity warning systems were trying to convey the fact that they were dangerously low but the plane never recovered. The A330 hit the ground short of the runway at tripoli and of the 104 people onboard only 1 little boy survived.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 MH370 Image: Laurent ERRERA from L'Union, France - Boeing 777-200ER Malaysia AL (MAS) 9M-MRO - MSN 28420/404 447 Images and Videos: BEA Flaperon Images and tracking Images :ATSB Welcome to a very special episode of mini air investigation. Now before we get started just a heads up this isnt based on any reports but on investigative techniques used by other investigators in other crashes. With that let's get started. I'm sure youre all familiar with the story of MH370, its this century's most puzzling disappearance. A Boeing 777 operated by malaysian airlines from kuala lumpur to Beijing China just disappeared without a trace. Now im not gonna delve into how the plane disappeared nor am i going to pretend like i know where it is or tell you how it went missing or what happened to it. Because frankly no one does. All we know for sure is that it went down somewhere in the southern indian ocean. We know that because in the years since 2014 parts of the plane have washed up on islands in the Indian ocean. What I want to focus on today is what will happen after we find the wreck Of MH 370. Now you might think that thats impossible the ocean is huge and and the moment no ones even looking for the plane. But there are organizations out there that routinely map the seafloor for scientific reasons. For example there's a company out there that want to map the entire sea bed by the year 2030. It's not unreasonable to assume that one of these expeditions could accidentally stumble onto the wreck off MH370. So let me paint you a picture. It's the year 2065 and one of these ships tasked with mapping the sea bed of the southern indian ocean is chugging away as it sends sonar pulses down to the ocean floor. An operator constantly checks the sonar returns, as the ship moves along a grainy shape starts to form on the screen. Theyve just stumbled across the wreck of MH370. Now you mught be thinking that sounds incredibly unlikely but that has happened before. In fact during the search for MH370 the search party actually found a ship that had sunk off of the coast of Australia in the 19th century. At the time they probably thought that that ship was lost for good but now we know what happened to it. Now back to the year 2065, the wreck has been found. Just the position of the wreck can help us to being unravelling the mystery of MH370. When the plane went missing we spent quite a few days looking in the wrong place. Multiple countries sent assets and they scoured the waters off of malaysia. But they then realized that the plane had been communicating with satellites for hours after it had gone missing. Meaning that the plane was airborne for hours and hours. Using that data they were able to deduce that the plane had flown into the southern indian ocean after flying away from. They were able to give an approximate flight path along which the plane flew. Now if the wreck is found away from this projected flight path along the 7th arc it is very likely that someone was actively controlling the plane in its final minutes or hours. Once the wreck is discovered then the whole political side of things begin. Now if the wreck was found today there would be a ton of interest and governments would be forced to act but what if the wreck is found 60 years from today would there still be public interest in the case of MH 370 60 years from now. So the amount of funding that they would get to study the wreck is a big question mark. Let's assume that the governments of china and malaysia put up enough money to scan the wreck in very high detail along with recovery of a few key parts. This means that the investigators would document the entire debris field with sonar and maybe

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 727 Image: Clint Groves - https://www.airlinefan.com/photosearch.php?aircraft=&airline=&airport=&photographer=&category=&category2=&year=&sort_order=&limit=16&thumbnails=&start=80&page=6&action=airline&id=1225&type=&time= Roland Arhelger This is the story of TWA flight 841. On the 4th of april 1979, A TWA boeing 727 was on the ground at JFK international airport and it was headed to minneapolis st paul international airport in minnesota. The plane was delayed by about 45 minutes due to the traffic at JFK but at long last at 8:25 pm flight 841 took off with 82 passengers and 7 crew members on board. The jet started its climb to its cruising altitude and within half an hour it was at 35,000 feet. Flight 841 found 35000 feet to be quite windy so they asked toronto control if other planes had reported any winds at either 31000 feet or 39000 feet. ATC said that those altitudes were clear and so the crew opted for 39000 feet. Once the 727 had reached 39000 feet the pilots put the plane into the altitude hold mode so that it would stay there. The crew then relaxed as the autopilot took care of most of the flying the captain was looking for a few charts in the cockpit when he felt a slight buzzing sensation, a slight vibration. The sensation didn't really go away and eventually it grew into a slight buffetting sensation. He looked up and saw that the autopilot was commanding a left turn but the plane was in a right turn. Since it was dark outside the only indication of the plane turning to the right was on their instruments. He immediately turned off the autopilot and commanded an aileron roll to the left. But the plane didnt respond; it was still in the right roll, with full left aileron doing nothing the captain applied full left rudder in an attempt to right the plane. But still the plane stayed in the right turn. The captain was concerned that the plane would roll inverted so he pulled back power on both engines and asked the first officer to extend the speed brakes. But the first officer was out of the loop at this point he wasn't really aware of what was happening as he had been calculating the plane's ground speed. So the captain extended the speed brakes himself. But the speed brakes did nothing. In the cockpit the pilots could see tiny lights from the towns below and their altimeter showed that they were descending fast. In a desperate attempt to pull the plane out of its harrowing dive the captain decided to extend the landing gear. The first officer extended the gear and the gears dropped. At this point the plane was rolling as it dived and the pilots were desperate for something anything to work. The pilots heard a huge explosion as the gears dropped,but as the gears came out the captain eased up on the control column and the ailerons just a bit. The landing gear trick seemed to have worked. The airspeed of the jet came down and the captain was able to bring the plane to wings level. But their fight was far from over, just as they thought they were winning the plane started climbing. The nose was up 30-50 degrees. The captain could clearly see the moon and used the moon as a visual reference to maneuver the plane. He eventually got the plane back under control and once they had leveled off at 13000 feet the pilots saw that their “A” hydraulic system had failed.The hydraulic system is quite important as it's what moves all of the control surfaces on the plane. Think of it as the lifeblood of a plane. They also got a warning saying that the lower yaw damper had failed. That's an actuator that controls the rudder. With all these failures the captain decided to land the plane as soon as possible. He decided to put the plane down at the metropolitan airport in detroit. As the crew worked through the emergency checklist. As the plane started its approach the crew extended the flaps using an alternate method but as soon as they did that the plane lurched to the left. So the captain retracted the flaps and decided to land without the flaps. But that wasn't all. In the cockpit two of the three landing gear indicators showed that they were in an unsafe state. This meant that there was a possibility that the gear wasnt down and landing without the landing gear out would be very dangerous. And so the captain made a pass over the airport so that people on the ground could see if the gear was down or not. It was and so the crew carefully brought the plane in and the 727 landed on runway 03 with no issues. Their harrowing flight was over and everyone onboard had survived. 7 crew members did suffer slight injuries though but they all recovered.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Aero Icarus from Zürich, Switzerland - British Airways Boeing 747-100; G-BDPV@LHR;04.04.1997 This is the story of british airways flight 029. A while back i made a video about a a british Airways 747, one that flew through a forest and survived. Now if you haven't seen that video i highly recommend that you do as its an incredible story. In that video I made a brief mention of another incident which I dubbed the Nairobi incident. So this winter this incredible story is brought to you by the same people that brought you that incredible story. Starring the 747-100! On the 2nd of september 1974 flight 029 was on its way from zurich to nairobi, the plane departed nairobi at 9:pm and they expected to reach nairobi at about 5 am in the morning. As they cruised high above the African continent the captain in the left hand seat was the one piloting the plane and the first officer manned the radios. The flight engineer calculated away in the cockpit as they stayed at 33,000 feet. Thats how most of the flight went, hour after hour of nothingness as they cut through the darkness. Two and a half hours before landing they were asked to climb to 37000 feet. When they were about 150 NM away from the airport the pilots started to go through the approach procedures and other checklists for nairobi international. They also went over the diversion airports that would be available for them. The captain expected to be cleared to runway 06 which was ILS equipped and so he decided to use the ILS system to get close to the runway and then fly the plane down manually once the runway was sighted. All in all it was a solid plan and a simple one at that. Shortly after this the pilots were in contact with the nairobi radio controller and he cleared them down to 15,000 feet and towards a beacon called golf golf and just as the captain had predicted they were on track to land on runway 06, as the plane descended to 15000 feet they got a weather report from a pilot that had just landed at the airport. The cloud base was a bit low at 300 feet which might cause some problems with sighting the runway. But the pilots continued with the approach now they had to descend to 12000 feet. They were still flying towards the golf golf beacon and they were 30 nm away. The beacon was situated on the summit of mount Ngong which was visible that night. They got further instructions to descend, this time to 10,000 feet and so they closed the throttles and just let the plane lose altitude. As they leveled off the plane had reached the golf golf beacon.the controller gave them the following message. “Speed bird 029 you are passing the gof golf beacon this time descend seven five zero zero feet the QNH is 1020.5” a pretty innocent transmission and it told them what to do next. The pilots double checked that they were indeed at the golf golf beacon both visually and using the needles in the cockpit. The co-pilot responded with “roger speed bird 029 cleared to 5000 feet on 1020.5” their acknowledgement got no response, they set the autopilot to 5000 feet and the 747 started to descend towards the altitude that they had been cleared to. The cockpit was busy at this time the captain was the one flying and the first officer was busy re-tuning some radios and the flight engineer was busy with the approach checklists. On its way down the plane passed through some clouds and all visual references were lost as the plane was plunged into darkness. They got a warning that signaled that they were 2500 feet above the ground which was noted by the crew. The 747 slowed down even more and the controller now told them that they were 15 nm from the runway and that they could now line up with the runway. As the pilots selected the ILS frequency the 747 started to turn to the left in an attempt to lock on to the signal. The first officer said 1000 to go indicating that they were just 1000 feet above their targeted altitude. Suddenly in the cockpit the ILS deviation warning light lit up. The plane was telling them that they were way too low. The glideslope pointers were out of view, the captain's first thought was that this was a false alarm there was no way that they could be that low. The pilots thought that their ILS system had failed them. At this point the controller said that they were 8.5 nm from touch down and that they were cleared to land. As the first

Watch Part Two Here:https://youtu.be/ycbwrHqqaFQ Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Image: Guido Allieri - Italy - Gallery page http://www.airliners.net/photo/United-Airlines/Boeing-737-291-Adv/0474496/L Photo http://cdn-www.airliners.net/aviation-photos/photos/6/9/4/0474496.jpg Welcome to a very special two parter episode of mini air crash investigation. If you’re watching this channel you're probably aware of the 737 max fiasco. Well back in the 1990s boeing went through something similar but much much worse. This is part 1 of 2 and in these two videos we are gonna be taking a look at what brought down two airlines and almost brought down a third. Now i know that this has been talked about ad nauseam on youtube and elsewhere so in this first video well be looking at the crash of United airlines 585. Now like i said this has been talked about a lot but there's actually a first investigative report because the true cause of this crash was not revealed until much later and its absolutely fascinating how these investigators worked with the information they had and they got oh so close to cracking the case and before i forget make sure you're subscribed so that you don't miss part two when it drops. So without further adieu. This is the story of United Airlines flight 585, on the third of march 1991 a boeing 737 was to fly from denver to colorado springs.Today the 737 would be piloted by captain harold green who had 9900 hours of flight time and first officer patricia greene who had 3900 hours of experience. When the pilots were at Denver they got a weather update. The weather was okay at Colorado springs. When a mechanic walked around the plane he found that an electronics equipment door was left open and he closed it. He noted no other problems with the plane. Flight 585 departed Denver at 9:23 am for the short flight to Colorado springs. While enroute the pilots sent an acars message letting United staff know that they'd arrive at colorado springs by 9:42 am instead of 9:46 am. In the cockpit the pilots were listening to an automated weather report and it wasn't good. There were wind shear alerts and the wind gusts were strong so they added 20 knots to their landing speed to account for the increased winds. ATC then guided them away from a beacom known as the springs VOR towards runway 35, they'd be making a visual approach and so the pilot started to bring the plane down from 10,000 feet.Soon they were down to 8500 feet. The first officer commented that they could see the runway and the controller asked them to maintain 8500 feet till they got the all clear. The first officer then contacted the tower and who then cleared them to land. The controller warned them about the wind that was gusting up to 29 knots. The first officer wanted to know if other planes had trouble landing that day, she got to know that another 737 that had landed just before them experienced an increase in winds by upto 20 knots right before touchdown. She replied with sounds adventurous, uh united 585 thank you. As they descended the first officer kept an eye out for some traffic that was supposed to be in the area. In the background the controller said "after landing, hold short of runway three zero for departing traffic on runway three zero." The first officer replied "we'll hold short of three zero United five eighty five." This transmission was the last one received from flight 585”. Then the plane suddenly lurched to the right as it began to dive towards the ground. Witnesses on the ground looked on in shock as flight 585 lost altitude. In the cockpit the sudden upheaval

Watch Part 1 Here: https://www.youtube.com/watch?v=9bWPHICv9OM Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 USAir Image: etPix - Gallery page http://www.airliners.net/photo/USAir/Boeing-737-301/0197466/L Photo http://cdn-www.airliners.net/aviation-photos/photos/6/6/4/0197466.jpg Eastwind Image: Aero Icarus from Zürich, Switzerland - 10ai - Eastwind Airlines Boeing 737-2H5; N221US@TPA;27.01.1998 Welcome to part two of the series I'm doing on the 737 crashes of the 90s. In the last video we looked at the first crash that is United Airlines flight 585. At the end of that video the investigators didn't really know what had brought down that plane and so nothing really was done. All was fine for another two years that is until the 8th of september 1994. On the 8th of september 1994 a US air boeing 737-300 was flying from chicagos Ohare to pittsburgh international airport. Flight 427 was one of thousands of 737s in the air that had been flying without any issues for years and everyone expected this flight to go off without a hitch. By 6:10 pm that day flight 427 departed O hare with 132 people onboard. This would be a short flight just 55 minutes long and as they climbed away the pilots engaged the autopilot as they tended to other tasks. By 6:45 pm they were in contact with Cleveland air route traffic control center and they had been cleared to descend from 29,000 feet to 24,000 feet. Within minutes they were cleared to descend even further. Down to 10,000 feet this time. The pilots complied, over the next few minutes flight 427 was the poster child of normalcy the controller asked them to slow down the pilots obliged. A cabin crew member came in and asked the pilots what they wanted to drink and they asked for some juice. As the cabin crew member came back with the drinks that they had asked for ATC asked them to turn right to 160 degrees. The controller was setting them up for an approach to runway 28R. As the plane in front of them started their approach flight 427 was cleared to descend to 6000 feet and the pilots started to go through their preliminary landing briefing, checklists, landing briefings, that sort of stuff. By 7 pm the pilots were on the public address system they said “Folks, from the flight deck, we should be on the ground in about ten more minutes. Uh, sunny skies, a little hazy. ... temperature's, ah, 75 degrees. Wind's out of the west around ten miles per hour. Certainly 'ppreciate you choosing USAir for your travel needs this evening. Hope you enjoyed the flight. Hope you come back and travel with us again. This time we'd like to ask our Flight Attendants please prepare the cabin for arrival. Ask you to check the security of your seatbelts. Thank you”. Their trip was almost over. At this time ATC vectored the plane to a heading of 100 and asked them to be on the lookout for some traffic. As the plane rolled out of the left turn the pilots spotted the jetstream that they had been asked to look out for. As the plane came back to wings level three thumps were heard and the planes speed fluctuated a bit. The plane started to bank to the left, it was a small bank at first but it quickly grew they were at 20 degrees of left bank in no time. The pilots were fighting back they had been able to arrest the left bank and they were even making some progress in stabilizing the plane. But their victory was short lived the plane started to roll to the left again. The pilots were struggling to keep their plane under control and they could be heard straining themselves as they fought to keep their planes in the air. As the plane banked to the left more and more they started to lose altitude, dropping from the 6000 feet that they had been assigned. The controller noticed this and he said ““USAir 427 maintain 6,000, over.” the captain declared an emergency in response to the controller's query. In the cockpit the captain said pull pull pull in an attempt to break the plane out of the deadly dive. The controller meanwhile was trying to get a hold of flight 427. He got no reply. Shortly afterwards the controllers could see thick dark smoke off in the distance, their worst fears had been confirmed. Flight 427 had gone down and there were no survivors.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Final Report: https://reports.aviation-safety.net/2005/20050131-1_AT43_OY-JRJ.pdf ATR 42 Image: Ronnie Robertson - ATR 42 OY-CIR IMG_0524 Images: AIBN This is the story of Danish air transport flight 54. On the 31st of january 2005 a crew started their day. On that day their day was packed they had to fly multiple hops. By about 11 am had already flown between floro and bergen. Now they were getting ready to fly another trip to floro from bergen. On the ground the pilots tested out the rudder and the ailerons just to make sure that everything was working, the first officer put the elevator through its full range of motion. It was a bit stiffer than usual. He associated that to the wind that day and didn't think too much of it. When youre on the ground the wind can push up against the elevator giving it a bit of stiffness its nothing to be concerned about and so they taxied to the runway. The ATR 42 lined up with runway 35 and flight 54 started the takeoff roll at 11:28 am. The plane accelerated and within minutes the pilots were ready to takeoff. But as the captain pulled back on the stick he noted that he needed more force than usual to takeoff. His mind raced and he thought that he had set the trim incorrectly for takeoff. But as the plane climbed away from floro they both knew that that wasn't the case. Something was wrong with their plane. In the cockpit the pilots were struggling to keep their plane under control. Both pilots wrestled with the controls just to keep the plane stable. The elevator was now moving in an uneven fashion, completely different from what they had observed on the ground. The captain didnt even bother turning the autopilot on as he knew that it would disengage. At 11:29 am flight 54 was 3 nm north of the airport and they were at 2000 feet. They needed to land as soon as possible and so the pilots put out a mayday.The approach controller at flesland put the plane on a westerly course guiding it back to runway 35 and asked them to climb to 3000 feet. They needed to climb as there was some terrain in the area that they had to clear before they turned south. As they turned the captain could see the runway. The controller cleared the plane for a left downwind approach to runway 35. The pilots told the controller about their control issues and asked the airport to have emergency vehicles on stand by. Within minutes the airport had fire trucks near the runway. By now the controllability issues had eased up a bit but the pilots lined the atr with the runway. I wonder what the pilots must have been thinking at that point. They were so close to their destination. 7 minutes after takeoff flight 54 landed back at floro. When the plane was back on the ground the captain asked the cabin crew member how the cabin was throughout the incident. Apparently in the cabin things were fine. No one in the cabin knew how serious the incident was. After they had landed the pilots decided to inspect the plane. This is what they saw, the source of their troubles. The right hand elevator had mostly separated from the stabilizer. Three bolts and hinges were supposed to hold the elevator to the stabilizer and of that only one hinge was intact. I guess you could say that their success hinged on that one intact bolt. See what i did there? You know what, never mind.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Images Public Domain DC8 Image: Public Domain This is the story of Air Transport International flight 782. On the 16th of february 1995 a air international flight 782 was to fly from kansas city international airport to toledo ohio. Before the plane even got off the ground the pilots were having a bit of trouble at kansas city international airport. The cargo dc 8 was fueled and filled with cargo but the pilots couldn't get the engine number one to start. A quick diagnosis revelaed that the gearbox drive of engine number one had failed and they had no way of fixing the problem at kansas. With that the flight to toledo was cancelled. There was no way that the plane could make the trip in this state. But the problem was complex enough that they couldnt fix the problem at kansas. So the decision was taken to ferry the plane to the westover metropolitan airport in massachusetts. With one DC8 out of commission the company flew in a replacement form dover delaware. The flight crew from dover would be the ones ferrying the plane to westover. Theyd have their work cut out for them theyd have to takeoff fly and land this DC8 all without an operational engine. Now you might be surprised to find that out but broken planes are flown around all the time. For example, i once made a video about emirates flight 408, the plane had sustained some serious damage in australia and it was flown to france to be fixed. When flights like these are undertaken it is done so very carefully after considering all aspects of the flight. That was the case here. By 5:39 p the replacement dc8 had arrived and so had the pilots. The captain decided to take on about 30,000 pounds of fuel as ballast and they prepped for taking off with just 3 engines. By 8:04 pm three of the four engines were operational with the left most enigne being the one out of commission. As the crew taxied to runway 01L they let the tower know that they only had 3 engines. The crew was very concerned with the winds and made preparations to takeoff. They really wanted to use runway 19R but that was out of the question because of inbound traffic. In the cockpit they went over the three engine departure procedure one more time. The plan was to line up on the runway and then set enignes 2 and three to max power, those are the two inboard engines. Then as the plane accelerated theyd bring engine four in slowly. By the VMCG or the minimum control speed on the ground theyd have engine four at max power as well. By 8:19 the dc8 was at runway 01R for takeoff they staretd the takeoff run but the crew sensed something wrong and they decided to reject the takeoff. The controller enquired if they needed assistance, but they didnt, they just wanted to line up again and try once more. As it turned out they hit max power on engine number 4 way too soon at about 100 knots instead of 107 knots. The pilots discussed what had happed they were slowly bringing in engine number 4 when the power suddenly jumped from 1.6 EPR to 1.9 EPR, that jump really caught them off guard and that's why they hit 107 knots so soon.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Eduard Marmet - http://www.airliners.net/photo/Olympic/Boeing-747-284B/1419377/L/ Interview With Captain: https://www.youtube.com/watch?v=f9YzsO_ZPGI ( Turn On Subs) This is the incredible story of Olympic airways flight 411. On the 9th of august 1978 an olympic airways boeing 747 was preparing to depart Hellinikon airport in greece bound for JFK international airport in new york. The plane had 398 passengers on board and about 20 crew members adding up to about 418 people on this plane. The 747 was absolutely huge and olympic airlines was keen to tap the travel demand between the US and greece with their 747s and so this plane was mostly filled with americans returning to the US from Greece the. The jumbo jet was piloted by captain Sifis Migadis and first officer Kostas Fikardos. The 747 was fueled up with about 150 tons of fuel for the flight to New york. Just before 2 pm the 747 started its roll down the runway, the plane picked up speed and soon they were at V1 the speed at which they could no longer safely reject the takeoff. As the captain started to lift the nose of the plane into the air, a loud bang rocked the 747. Captain Migadis had no idea what had happened, did a tyre blow did an engine explode? Whatever the cause he didn't have a choice, they were going too fast to stop in the runway that was remaining. But in the cabin Cabin crew member Lucia Siachou got an intercom message from a colleague at the back, engine number three or the inboard engine on the right hand side had blown up. The colleague said “we are screwed” she just replied with “I Know”. Controllers in the tower watched on in horror as they watched the plane struggle to gain altitude. The shattered engine peppered the runway with parts. In the cockpit the captain was trying to coax every ounce of performance from the stricken plane. But they had problems, engine number 2 had undergone some maintenance and so was only producing about 94% of power as opposed to the 110% that is supposed to generate. Making matters worse for the crew, the captain asked the flight engineer to turn on the alcohol enrichment valve. In the 1970s planes had an alcohol fuel enrichment system to improve performance but unfortunately the flight engineer turned it off instead of turning it on. But the plane took off, that was a miracle in its own right, captain Migadis, an ex combat pilot immediately commanded a retraction of the landing gear. This was against boeings policy for this situation. You see right now the plane in in a precarious situation its low and slow and it needs all the speed that it can get retracting the gear now would mean that the landing gear doors would open and then close, meaning that there would be a temporary increase in drag and at that point any increase in drag would be enough to send them crashing back down. His first officer complied. His reasoning was that he needed speed in the long term, he had a hill in his flight path and there was no way that hed be able to clear the hill with the gear down slowing the plane down. He was relying on his decades of experience and so he made the call. The controllers watched as the plane barely gained any altitude once the gear was up the plane gained a bit of altitude. But the 200 foot tall Panos hill was now barely a mile away. The captain didnt have a choice; he pulled the nose up as the airspeed he had built up so far bled away. The jumbo jet cleared the hill by 9 feet. Talk about cutting it close. But this was far from over, climbing to avoid the hill had cost him precious airspeed. He now had to drop the nose to speed up otherwise the jumbo jet would drop out of the sky. The captain decided to trade about 50 feet of altitude for about 6 knots in airspeed. It wasn't much but it would keep them from stalling. At this point the jet was so low that it barely cleared the

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 707 Image: Uli Elch How overworked people cause deadly accidents How flying too fast sent this plane into a mountain. / How a tiny distraction crashed this plane/ They were in danger no one paid attention This is the story of Lufthansa Flight 527. On the 26 of july 1979,a lufthansa cargo 707 was in rio dijanero brazil prepping for a flight to dakar, senegal. The 707 was was manned by 3 pilots and they were fresh and ready for the atlantic crossing that was to come. At 9:05 pm local time the plane taxied to runway 27. As they taxied they changed over to the tower frequency. The controller instructed them to climb to 2000 feet and to perform a right hand turn towards the caxias VOR after take off. At 9:27 pm the 707 took off. The pilots got in touch with departure and said. “ we are passing 1500 feet inbound to caxias”. The controller acknowledged and said “ “Turn right, heading 040, turning right, heading 040 and maintain 2 thousand feet until further advice, LH 527, and increase your speed, if feasible”. Flight 527 obliged on the radar scope the controller could see the plane turning to comply with the controllers requests. At that point the plane was just 2.5 Nm to the northwest of the airport. Over the next few seconds the pilots progressively increased the speed of the 707 till it was at 304 knots. By the time they had sped up the plane was 10 nautical miles away. Now ATC wanted flight 527 to turn to 160 degrees and they wanted flight 527 to climb faster, at a rate of 3000 feet per minute. In the dark skies over Brazil the 707 now began to climb and turn but a sense of normalcy in the cockpit was shattered by a ground proximity warning system. The plane was telling them that they were headed right for terrain. This prompted an immediate reaction from the crew, they commanded max power from the engines, they pulled back in an attempt to avoid hitting terrain. But despite their fast reactions they were not fast enough. The underside of the left wing contacted the ground as it was climbing away. The crash site was 13 nautical miles from the airport in a place known as the serra dos macacos. None of the three crew members on board made it. The plane had crashed into a mountain that was heavily forested and the trees there bore stood there as silent witnesses to what had happened. The cuts made on the trees showed how the plane came in. Each tree showed a progression in damage as the left wing cut into them. The main wreck of the plane was about 800 meters or 2600 feet away. Studying the wreck they could find nothing wrong with the plane itself. It was airworthy and properly configured for this flight. They also looked to see if the cargo had been loaded properly. Improperly loaded cargo or cargo shifting midflight can cause major problems as far as controllability of the plane is concerned. But in the case of flight 527 they found nothing to show cargo related issues. then they decided to look at air traffic control itself to see if they had made any mistakes. The investigators found that the departure pattern from runway 27 galeo was quite complex.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 KC2 Image: Anna Zvereva from Tallinn, Estonia This is the story of Voyager ZZ333. Voyager ZZ333 was a military flight from RAF brize norton to camp bastion in afghanistan. They were flying a KC2 which is a military version of the Airbus a330. The 8 and a half hour flight had 189 passengers and 9 crew members on board. As the plane taxied out, the A330’s IFF system was having trouble. The IFF or the identification friend or foe is a radio transmitter that helps planes identify other planes. In combat situations you do not want to shoot down a friendly aircraft and the IFF prevents incidents like that. As the plane held short of the runway the crew tried to troubleshoot the problem, they tried resetting the system but that just made things worse. They were about to give up and head back to the stand when the IFF fault cleared. Well this satisfied the crew and they got their takeoff clearance. With the plane almost at its maximum takeoff weight the Kc2 needed almost all of runway 26 to get airborne. Once airborne the pilots engaged the autopilot and the plane started to climb to its cruising altitude of 33,000 feet. In the cabin there was some light turbulence but the meal service went fine and a movie was put on as everyone on board relaxed. Once the plane was in cruise everything settled into a routine of sorts. The first officer left the cockpit for a bit and the captain monitored all the systems. As they cruised over turkey the captain felt a strange sense of weightlessness starting to come over his body. He felt his shoulder harness pushing him into his seat as everything else was weightless. The plane was pitching down. In less than ten seconds the plane was nosing down at 15 degrees and it went through 300 knots. The first officer who was in the cabin was lifted off his feet and floated to the ceiling. The report says that the first officer reentered the cockpit while experiencing weightlessness, so how does that work did he float through the cabin and into the cockpit as the plane dove towards the ground at 15,000 feet per minute? That sounds incredibly fun but given the context I doubt that it was anything but fun for all involved. As the first officer entered the cockpit he was greeted by a sea of flashing lights and confusing alarms. The captain was trying to disengage the autopilot. With his feet on the floor the first officer also tried to disengage the autopilot by pulling back on the sidestick. Horrifyingly that seemed to have no effect the plane was still in the dive. He tried again after getting back in his seat and this time the plane responded as the dive eased. As the first officer coaxed the plane out of the dive the pilots got a dual input warning, letting them know that both pilots were making opposing inputs on their respective sidestick. But before they could tend to that they had a new problem, during the dive the plane had built up quite a bit of speed and they were pushing up against the maximum design speed of the aircraft. So the pilots pulled the throttles back to idle and the plane began to climb, as it did the plane lost too much speed and they were not at risk of stalling. That was rectified when they commanded max power and got the plane back up to 31,000 feet. The upset had taken its toll in the cabin. A large number of people had been thrown into the ceiling and everything from bags to tea pots were strewn around the cabin. Once the plane was under control the pilots issued a mayday call they wanted to get this plane on the ground the first chance they got, as they were in turkish airspace, ATC suggested diverting to the turkish city of trabzon. But the problem with trabzon was that it was too close only 60 nm away. That would not give them enough time to descend and after what happened they really didnt want to push the plane too much. So at first they decided to div

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 ATR Image: Konstantin Nikiforov - http://www.airliners.net/photo/UTair-Aviation/ATR-ATR-72-201/1630421/L/ This is the story of Utair flight 120. On the first of april Utair flight 119 was flying from Surgut to tyumen at 11: 41 pm local time. Both cities are in russia and so it was very cold. When the plane landed at tyumen it was just .2 degrees celsius over freezing. Thats 32 degrees farenheight for the yanks out there. There was a cyclonic system nearby and that brought tons of rain and wet heavy snow. Ironic that a warm cyclonic front would actually cool things down in the long run. The night was filled with rain and snow and gusts of winds, not a very pleasant night if you ask me. But the crew were warm and snug in a hotel nearby and thats where they stayed till 5:30 am. After that they had to start preparing the plane for flight 120, all the way back to surgut. At tyumen the flight crew went through a weather briefing as part of their pre-flight prep. The weather was cold but it wasnt so cold or so rainy that it posed a threat to the safety of the flight so they saw no reason to cancel the flight. The captain then walked around the plane performing the pre flight inspection and the first officer was busy preparing the flight plan. With all of the preflight prep the crew started the engines. Taxiing was normal and the ATR 72 lined up with the runway. The pilots saw no reason to cancel the takeoff and so they started the takeoff roll. Flight 120 started to climb as the plane passed through 600 feet the pilots engaged the autopilot and by the time they were at 640 feet they started to retract the flaps. As they climbed to 690 feet the plane began to do something that the pilots did not expect, it began to bank to the right. They quickly disengaged the autopilot but they couldnt regain control of their plane. The bank to the right worsened with each passing second, the pilots countered it with rudder and aileron inputs. But now they had the opposite problem the ATR was now banking dangerously to the left, they tried to compensate again with ailerons and rudder inputs but this time they were fighting the losing battle. The pilots could not recover and the plane went into a dive. The plane slammed into the ground near the village of gorkovka. There wasnt much left of the plane but of the 43 people on board 10 people survived the crash. With the plane all but destroyed the investigators had their work cut out for them, but they had access to a lot of information to solve this crash. Since the plane had taken off from quite a big airport most of what the plane did was caught on CCTVs they even recorded the takeoff. SP even before they had access to the CVR and FDR data they had quite a bit of information to go through. They could see all that the pilots did before the takeoff and how the plane took off. What the investigators were looking for was to see if the pilots adhered to the clean aircraft concept. No they weren't checking to see if the aircraft was free from dirt and stuff but from other contaminants like ice slush and snow. Even a bit of ice can be incredibly detrimental to an aircrafts performance as the ice changes the shape of the wing robbing the wing of its ability to generate lift. This is why deicing is so important, it removes ice and slush on the wing and other control surfaces way before the plane even takes off. Usually deicing is performed by trained ground personnel but the captain of the plane is the person whos ultimately responsible. He or she must make sure that the plane is free from ice and slush before takeoff. If the conditions warrant it, the pilot can request multiple deicing sessions. In some airports pilots often have a quick deice before the plane lines up with the runway to minimise the risk posed by ice.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of dart 21, Dart 21 was a civilian airplane operated and maintained by phoenix air with a very special mission, it was a lear 35 that had been modified to support the air national guard in its training missions. On the 14th of december 1994, thats exactly what N521PA was upto. It had been supporting two Air national guard f16s in restricted airspace near the sierra nevada mountain range and was headed back to fresno. At 11:41 am dart 21 was descending through 11,500 feet, they were in contact with fresno approach control, nothing out of the ordinary so far. At 11:43 am dart 21 was asked to turn to 290 degrees and to descend to 4000 feet, the controllers were setting the plane up for an approach to runway 29R. The learjet complied, as the jet descended through 9000 feet when it was 10 nm northeast of the fresno air terminal a radio call came in from the learjet. “ declare an emergency engine fire, immediate vectors”. The controller asked them about the runway that theyd be using and the crew decided to go with runway 29R, the controller told them that the airport was 4 miles away at 12 oclock. The pilots could see the airport, they said “field in sight”. As dart 21 switched over to the tower frequency, the radio malfunctioned, no the radio didnt cut out, the opposite, everything that was happening in the cockpit was now being broadcasted on the tower frequency. There was heavy static on the channel, sometimes so strong that it was hard to hear the pilots over it. In the cockpit they were trying to keep the burning fire under control, their right hand engine was on fire. The pilots wanted to do a 270 degree turn to bleed off some airspeed. In the control tower the plane turn to the south as if it was beginning the 270 degree turn but soon it turned back. Within minutes it had passed through the extended centerline of runway 29R without lining up. Air national guard pilots on the ground who rushed out saw the plane in a right bank they said that the plane was making no attempt to line up with the runway. Quote “ the nose was not tracking at all”. Meanwhile in the cockpit The pilots were trying their best to get a handle on their plane. The controllers could see that the plane had overshot the runway and now it had begun to lose altitude. They could see that the plane was trying to gain altitude but it kept descending. Then it went below the trees and then they saw a column of smoke in the distance. Dart 21 had gone down East olive Avenue in fresno. The plane had gone down near the intersection of east olive and north chestnut avenue and there are quite a few buildings there. The resulting fireball set multiple buildings on fire. Some of them being apartment units. Both pilots on board did not make it and 21 people on the ground were injured severely but no one on the ground was killed. Since the radio had malfunctioned the controllers could hear what was happening in the cockpit in real time. They could hear that the pilots were having realy bad trouble controlling the plane and witnesses on the ground saw grey smoke trailing from the right hand engine. Now the question becomes why was it on fire? The right wing and the right engine was found about 1200 feet from the initial impact points. They then disassembled the right hand engine to see what it was doing at the time of impact they saw that the right hand engine showed no evidence of internal or external pre impact fire damage. That meant that the right hand engine was not on fire, something else brought this plane down. More analysis showed that the plane was indeed on fire but it was not the engine that was on fire as previously thought. There were strong signs of a fire in the electronics bay at the back of the plane.the wires of the fire warnings circuits were near the fire and the fire destroyed them triggering the engine fire warnings which is why the pilots thought that they had an engine fire also A fire here from the ground would look like an engine fire. Under the skin of the fuselage at the back of the plane the fire damage was apparent. The interior was caked with soot, wires had been melted and fused together. Basically the plane was melting as the fire raged in the back.

E190 Image: Xu Zheng - https://www.airliners.net/photo/Kunpeng-Airlines/Embraer-190AR-ERJ-190-100IGW/1501024?qsp=eJwtjcEKwjAQRP9lzwqWgIfe2h Crash Images: Chinese Aviation Authority This is the story of henan airlines flight 8387. On the 24th of august 2010 an ERJ 190 was flying a domestic route in china between the cities of harbin and yichun. We dont talk about china too much on this channel because the chinese are incredibly secretie about accidents that happen in china and even if they do release a report itll most likely be in chinese and I dont read chinese. But for this accident Im going off of an informal translation of the report and other publicly available sources. But I hear you say youve made videos about china airlines in the past, ah you see china airlines is based in taiwan, because taiwan claims to be china and china claims to be china, its a whole can of worms that i dont wanna get into. So if there are any errors do let me know in the comments below. Getting back to the story. The thing about the airport at yichun is that the airport is situated near a valley on a flood plain and that causes some thick fog in the region at times. On that day at 8:51 pm flight 8387 took off from harbin and the plane climbed to its cruising altitude of 20,000 feet. By 9:10 pm the pilots got a weather report from Yichun, the visibility was 9200 feet and fog was rolling in. Within a few minutes the pilots got their decision height: it was 1400 feet. When they hit 1400 feet if they didnt have the runway in sight theyd have to go around no questions asked and that night that seemed like a real possibility as they couldn't see that far out due to all the fog. On their way to runway 30 the pilots overflew the airport and got a good view of the terrain in and around the airport. The controller also could see the plane clearly before it disappeared into the fog. In the cockpit the first officer remarked that the runway was very bright. As they flew away from the airport the pilots began the turn to line up with the runway and the controller issued their landing clearance. The pilots searched for the runway through the thick fog. As the plane started to descend towards the runway the captain disengaged the autopilot and began to fly the plane manually through the fog. They kept trying to find the runway through the fog but it was of no use. Then in the cockpit the radio altimeter started to sound, 50 , 40 , 30 , 20 , 10 and then nothing. Flight 8387 had crashed short of the runway and in the control tower the controllers could see fire in the direction that the plane was coming in from. The controllers tried to contact the plane but they received no reply whatsoever. Flight 8387 had gone down right outside yichun airport and 96 occupants; 52 people survived. Even though rescue efforts were started immediately and more than 1000 personnel were mobilised within a short span on time it wasnt enough to save a lot of people onboard. In fact the city health department called up more than 90 doctors to provide each patient with individual care. But unfortunately that wasn't enough. When the investigation started one of the first things that they did was look at the airline that was operating the flight, henan airlines. It turned out more than 100 pilots at shenzhen airlines the parent company of henan airlines had faked their experience. Thats not all some pilots were not too keen about implementing the standards set out by henan airlines. These pilots would have large deviations from their glide slopes, huge descent rates. In fact overruns are a common occurrence at henan airlines.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC 9 Image: Jon Proctor - Gallery page https://www.jetphotos.com/photo/6256128 Photo https://cdn.jetphotos.com/full/1/50762_1211319631.jpg Crash Site Image: Derived from a digital capture (photo/scan) of the crash. Claimed as fair use regardless. Source and copyright owner: Evening Post Publishing This is the story of eastern airlines flight 212. On the 11th of september 1974 an eastern airlines DC 9 was to fly from charleston in south carolina to charlotte in north carolina. At 7 am the plane departed Charleston with 78 passengers and 4 crew members on board. This would be a short flight and 22 minutes after takeoff the crew of flight 212 was in contact with atlanta ARTCC cleared flight 212 down to 8000 feet. In the cockpit the pilots were in contact with an operations service agent at charlotte and three other eastern airlines planes heading into charlotte. They were all talking about an in range checklist that was mandated by eastern airlines. Within 10 minutes this checklist was started and the atc controller queried the pilots about their altitude, at that point they were down to 10,000 feet on their descent down to 8000 feet. With that the plane was handed over to Charlotte approach and the controller briefed them on the approach that they'd be flying, he also cleared them to descend down to 6000 feet. The captain completed the in range checklist and said in range to which the first officer just said ok. As flight 212 descended down to 6000 feet, ATC asked the pilots to turn left to 360 degrees. As this approach was being flown the pilots in the cockpit were talking about things that didn't necessarily pertain to the operation of the aircraft. After this left turn ATC cleared the plane down to 4000 feet and asked them to turn again, this time to 240 degrees. As the pilots slowed the plane they brought out the flaps bit by bit. By the time flight 212 had reached 3000 feet they had been handed off to the tower controller. Charlotte tower informed the pilots that they were about 5 miles away from a point known as ross intersection and that they were number 2 in line for landing. So far this flight has been uneventful, boring even, it resembled every other flight that takes off and lands every minute of everyday but soon that would change. Within minutes the captain stated “ross 5.5 1800” for the approach to runway 36 ross point is what's known as a final approach fix. At a final approach fix you must have your plane in a particular state, you have to be at the right speed at the right altitude that sort of stuff, its a way to make sure that youre where youre supposed to be. This way youre perfectly set up for a safe landing. At this point the runway was about 10 miles miles away theyd be on the ground soon. On their way in the pilots peered out of the cockpit looking for the carrowinds its a tower in an amusement park near the flight path and its very tall with bright lights on it. Pilots can easily ID it from the air With the tower positively IDed they dropped the gear. In the cockpit there was a steady tone indicating that the plane was less than 1000 feet above the ground. In the cockpit final preparations were being made for the landing. Someone in the cockpit said 394, that was their minimum descent altitude and the other pilot agreed, they also brought out the flaps to 50 degrees. The captain let the controller know that they were by the ross intersection and the controller gave flight 212 their landing clearance. In the cockpit the captain said “yeah were all ready, all weve got to do is find the airport” “yeah said the first officer. One and a half second after the yeah had been recorded the CVR recorded both pilots shouting, and then it recorded silence. Flight 212, the aircraft had struck some trees just miles from runway 36. Of the 82 occupants 10 people survived.

Play World of Warships here: https://wo.ws/3E9QF0e Thank you World of Warships for sponsoring this video. During registration use the code FIRE to get for free: -200 doubloons -1 million credits -Premium Battleship Tier 5 - USS Texas -20x Restless Fire Camouflage -7 Days Premium Account The promo code is only for new players during the registration. Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Konstantin von Wedelstaedt - Gallery page http://www.airliners.net/photo/Air-France/Boeing-747-428/0278440/L Photo http://cdn-www.airliners.net Ywchow - Own work Roger Price from Hong Kong, Hong Kong - 啟德機場 - Landing at Kai Tak - 1991 Uploaded by Fæ ken93110 747 Crashed Images: AAIB Spoilers Image: The original uploader was Richardgm at English Wikipedia. Later versions were uploaded by Arpingstone at en.wikipedia. Reverser Image: Pieter van Marion from Netherlands - F-GTAR Air France This is the story of china airlines flight 605, on the 4th of november 1993 a china airlines 747 was making the trip from taiwans chiyang kai shek airport to hong kongs kai tak airport. That destination airport was one of the most dangerous airports in the world at the time, the approach to its runways was anything but simple.for most approaches you line up with the runway quite early but not at kai tak. At kai tak you fly towards a mountain and then you line up with the runway very very late banking over the buildings of hong kong as you did so. It didnt matter how big or small your plane was, this is how you landed at kai tak. This unusual approach gave us some truly breathtaking images of 747s banking low to the ground barely as they turned to line up with the runways. Too bad the airport has been decommissioned ,I would have loved to have seen that. But then again as we are about to see this airport took a toll on the pilots that flew there so maybe it's not such a bad thing that it was closed down. But on the 4th of november that challenging approach would be made even more challengin by the fact that storm Ira would be nearning taiwan. china airlines flight 605 takes off from taiwans chainyang kai shek international airport bound for hong kong with 274 passengers on board. Quite interesting that they were able to operate a 747 on such a short flight that was only 75 minutes long. Takeoff and cruise were uneventful and with the challenging approach coming up the pilots started preparing for the landing. One thing of concern were the crosswinds that were active at the time they werent sure that theyd be able to get the plane on the runway so they took some extra time to go through the go around procedures. As the plane flew towards hong kong the pilots got a weather report from hong kong. It looked like theyd indeed be needing the go around procedure, winds were strong it was raining and there was windshear. The pilots turned on the planes weather radar to get a sense of what to expect, they could see clouds near the airport but none at the airport itself. Soon the pilots were on the localiser beam for runway 13, and the pilots were in contact with hong kong tower. Tower had some bad news the winds had picked up and the visibility had dropped to 5 km or 3 miles. As they got this information an MD82 landed and flight 605 was next. Winds were at 25 knots and the pilots were told to expect wind shear as they turned to line up with the runway. The pilots configured the plane as turbulence buffeted the 747. At 1100 feet the pilot disengaged the autopilot and the took manual control of the plane. Shortly after that he disconnected the autothrottle as well, he flew the approach with his right hand on the throttles and his left hand on the yoke. As the captain put the 747 into the right hand turn to line up with runway 13 he got windshear alerts, which were followed up by glideslope warnings. Which meant that the plane was deviating away from the prescribed glideslope. They were also straying from their target speed of 153 knots, something that the first officer immediately noticed. At the end of the turn one thing was clear: the plane was much lower than it should be. But the pilots corrected for that, the jumbo jet touched down on the runway with in the touchdown zone. It kicked up quite a bit of spray from the wet runway as it touched down. In the tower people were watching the surface radar track of flight 605, it was carrying way too much speed.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Kambui - Pan American World Airways - Pan Am Boeing 747-121(A/SF) N747PA "Clipper Juan T. Trippe" Tipped Over 747: Federal Aviation Administration This is the story of pan am flight 845. On the 30th of july 1971 a pan am 747 was on the ground at san francisco international airport, today it would be flying all the way to tokyo's haneda airport. The crew boarded the plane at 2:30 pm and began to prepare for the flight to japan. By 3:01 pm flight 845 filled with 218 people was ready to go. As the 747 pushed back from the gate the pilots had a curve ball thrown at them. They were planning to take off from runway 28L but that runway was closed for maintenance. Their next choice was runway 01R but the first 1000 feet of 01R was also closed. The pilots had a decision to make, to get more information on everything they decided to talk to dispatch, they informed dispatch about the closures. They realized that runway 01R was long enough to accomodate a 747. Then a radio call came in “"Talked to tower, the thousand feet they were talking about that's closed is actually overrun, you couldn't start from that point in any event because of thrust damage. Start at the painted threshold and you still have 9,500 fect plus clear way ahead of you and under those circumstances the page using 3-A power shows no takeoff limitation at your gross. Over." Long story short they could take off. The flight crew and the flight controller discussed everything a bit more and came to the conclusion that the pilots should use flaps 20 for takeoff instead of the 10 degrees that they had originally planned for. In the cockpit the pilots read out the v speeds for this takeoff. V1 or the speed at which you could no longer safely reject a takeoff was 149 knots and the rotate speed was 157 knots. Soon the huge 747 was on the displaced threshold of runway 01R ready to go. At 3:28 pm the crew got their takeoff clearance and all 4 engines were advanced to takeoff power. As the plane picked up speed the first officer called V1, As the plane accelerated to the rotate speed the first officer noticed something strange. The end of the runway was fast approaching and they were still on the ground! They pulled back as hard as they could in an attempt to lift the giant 747 into the air. They were out of runway the pilots felt a bump as the runway ran out but the plane lifted off at the very last second. Usually takeoffs like these leave a very long tear on the tail you might even lose pressurisation but you're usually in a position where you can safely land the plane. But the state of flight 845 was much more dire. The flight engineer looked at his panel and he relaised that they were losing hydraulics systems 1,3 and 4. He launched himself into the emergency checklist for those systems. A meber of the cabin crew came into the cockpit and they had some bad news. A few passengers were badly injured. At the end of the runway there were these lights that were put on top of long thin rods, the plane flew through them and those rods punctured through the skin and into the cabin, Into a cabin full of passengers. The injuries sustained by the passengers were not minor bumps and scrapes either some people had life threatening injuries. The pilots needed to put this plane back on the ground as soon as possible. But its not as simple as just coming back in for a landing, for one thing the plane was fueled up for a intercontinental flight to tokyo and so they needed to dump some fuel to make sure that the plane's weight was within limits for a safe landing. More importantly they had no idea of the damage sustained by the plane. They needed to know what worked and what didnt before making a landing attempt. You dont want to be in a situation where you find out that something important doesn't work when you're on short final.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Images From Danish Report This is the story of well two planes an egypt air 737-800 that was on its way from cairo to Copenhagen and a cessna 172 that was flying from Ronne in denmark to copenhagen roskilde on the danish island of zealand. By the way to all my Swedish and Danish followers i'm sorry for butchering the names of your cities, apologies in advance. At 12:32 PM UTC on the 20th of july 2014 A cessna was maintaining 4000 feet as it got in touch with swedish control. The controller in sweden asked the pilot of the cessna to squawk 7232. A squawk code allows ATC and airplanes to communicate more effectively. Each plane will be given a squawk code before takeoff and it allows ATC to see data such as airspeed, heading and speed on their displays. During this squawk code change the pilot of the cessna made a mistake, the pilot entered 7032 instead of 7232, the air traffic controller didnt notice this at first, but as the controller was being replaced by another controller the mistake was noticed and the pilot of the cessna was asked to correct the squawk code. As the new air traffic controller started their shift the cessna approached the terminal control area of malmoe, sweden. The pilot of the cessna stayed on the heading that he was on, he believed that he had permission to cross the controlled area at 4000 feet, but unknown to him an egypt air 737 was rocketing over the southern course of sweden right towards him. The 737 was at 8200 feet and descending. The Copenhagen approach identified the egyptian 737 on their scopes and they let the pilots of the 737 know about their positive ID. As this happened the cessna entered the copenhagen terminal area from the malmoe terminal area. This is when things got a bit messy for the pilot of the cessna, literally. The passenger in the cessna threw up all over the cockpit. Well the pilot of the cessna wasn't having a good day, the passenger had thrown up all over his tablet and the cockpit and he was focused on the sick passenger and cleaning up the cockpit as the plane wandered deeper and deeper into the terminal control area of copenhagen. As all of this unfolded the 737 had descended down to 4000 feet. At this point both planes were on a collision course and they were closing in on eachother at 100s of knots. In the cockpit of the 737 the pilots noticed something off to their 2 oclock, something almost stationary. As the planes got closer the pilots of the 737 realized in horror that it was another plane. On the ground the radar screen showed two blobs converging on each other. The distance between them dropped as the planes got closer within seconds the radar screen read that the distance between them was 0.0 nautical miles. Radar could no longer tell one plane apart from the other. The planes merged over the outskirts of hollviken in sweden. The pilot of the cessna instantly threw the plane into a right hand turn in order to avoid the 737 that had seemingly come out of nowhere. The pilots of the 737 radioed ATC that they had just seen a cessna pass in front of them at close range. A flight information service officer got in contact with the pilot of the cessna and demanded that he descend as soon as possible. The pilot of the cessna obliged. The rest of the flight went by without a hitch and both planes landed safely. On the ground when the investigators went over the radar tracks for the flight they saw that the cessna’s radar track was missing a lot of crucial information like its altitude for example. The

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC 10 Image: Eduard Marmet - http://www.airliners.net/photo/Air-New-Zealand/McDonnell-Douglas-DC-10-30/0117628/L/ Wreck Image : Mike subritzky at English Wikipedia - Transferred from en.wikipedia to Commons. RNZ Podcast: https://www.rnz.co.nz/programmes/white-silence This is the story of the Mount erebus disaster. Antarctica is a place that has not been explored much and maybe that's why so many people are so fascinated with it. On the 28th of november 1979, 237 such people boarded an air new zealand dc 10 in Auckland to see the sights of antarctica. Flight 901 was a sight seeing flight. Designed to give passengers a beautiful view of the continent of antarctica. The flight even featured a guide who would provide commentary on everything that they saw out of their windows. In fact sir edmund hilary was supposed to be a guide on this flight but he had to cancel and a friend of his took his place. As routine as this flight felt the this flight came with a few unique challenges of its own, the DC10 had to carry a lot of fuel, if something went wrong they wouldn't have a lot of airports to choose from, if any were available at all that is. On the 28th they were planning to fly through the mcmurdo sound which would give the passengers a great view of antarctica. After departing auckland the flight 901 approached antarctica. The US navy provided air traffic control services in this part of the world and thats who the pilots were in contact with. ATC gave flight 901 permission to descend to 1500 feet, usually the minimum altitude here was 6000 feet but ATC let planes fly a lot lower if the weather was good.ATC was fine doing this as they were flying over flat terrain or open water so 1500 is a perfectly safe altitude to be at. As they approached mc murdo sound clouds were low at 3000 feet and the pilots had some trouble communicating with the ATC but it wasnt too bad. The pilots talked with ATC, they worked out a system where the plane would descend down to 1500 feet with radar assistance, after that theyd be in visual conditions and theyd be able to navigate on their own. With the weather ahead being not ideal the crew decided to descend in a clear area, they put their DC10 into a series of orbits as the plane descended. Throughout their descent the pilots kept checking in with ATC letting them know of the conditions that they were in, For example at 6000 feet they were still in the clouds. Unknown to the controllers this would be the last time they'd hear from flight 901. In the cockpit they had leveled the dc 10 and things appeared to be going quite well when suddenly the ground proximity warning system activated asking the pilots to pull up. The flight engineer said “500 feet” signifying that they were just 500 feet above terrain. The captain immediately commanded go around power, but before the engines could spool up to max power the ground rose up from underneath them. The DC10 flew into the side of mount erebus a mountain in antarctica. At the control tower at mcmurdo sound the minutes ticked by They waited for contact to be reestablished with flight 901. At first they assumed that fight 901 had diverted to lake victoria because of the better weather here. The controllers then tried hailing the plane on different frequencies but they got no reply. They even tried to get other airplanes to contact flight 901, still no reply. By 2 pm the plane had been radio silent for an hour and search and rescue airplanes were put on standby. Many hours later the wreck of flight 901 was found on the northern slopes of mount erebus at 1500 feet by a united states navy search aircraft. None of the 257 people on board survived. The final report of the investigation into the crash of flight 901 cited pilot error as the cause. The pilots flew too low and accidentally flew their plane into a mountain, case closed right. But this

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A321 Image: Richard Vandervord - http://www.airliners.net/photo/Airblue/Airbus-A321-231/1740138/L/ This is the story of air blue flight 202. On the 28th of july 2010 one of air blues a321s was to fly from karachi to benazir bhutto international airport near islamabad . In the morning at 2;41 am UTC the plane was being prepped for departure. Within a short span of time the 146 passengers were settled in and at 2:52 am utc or 8 am local time, the plane took off. As the plane climbed into the cloudy skies of Pakistan the passengers were severed warm tea and croissants, in the cockpit the captain started quizzing the first officer on his flying knowledge. This didnt go too well. The captain was quite harsh with his reprimanding and used quite a snobbish tone with the first officer. Look a bit of quizzing is probably good it keeps everyone on their toes with respect to procedures and facts about the airplane and the route that they were flying. But this went far beyond that, the report calls what the captain did a humiliation session their words not mine. This cycle of quizzing and then berating the first officer went on for a bit, an hour to be precise. After all of that the first officer was quiet and submissive. When they were 155 NM from islamabad, the pilots tuned into the ATIS a broadcast that constantly broadcasts important information about the airport, in this case they got to knew that the runway in use was 12, the crew then discussed the waypoints that they'd use to get to runway 12. They also checked the weather at the airport and at their diversion airports. The captain was then told that hed have to do whats known as a circling approach. In this case the captain would line up with runway 30 using the ILS then once near the runway he would turn to the right then circle the airport by making left turns which would put them exactly where they needed to be to line up with runway 12. That sounds quite simple but this circling approach was an intricate dance of timing precision and speed. To make this approach happen you had to break off from the approach to runway 30 to the right at just the right time, then you had to fly for exactly 30 seconds after that turn left to fly parallel to the runway for exactly 20 seconds then when youre abeam of the threshold of runway 12 you had to turn left and line up with the runway. Mess anything up and youd end up far away from the runway. The thing is you had to have the airport in sight at all times when you made these left turns. If you lost sight of the airport you had to go around no questions asked. The flight path is more of a wonky rectangle than a circle but I guess the term works. The captain decided that tonight hed be flying the circling approach with the plane in the nav mode. In the NAV mode the plane just follows the flight path that youve programmed into the computer and so the captain asked the first officer to program in a few waypoints into the flight management system, the thing is they weren't supposed to use these waypoints it was not authorized, the planned flight path was much wider than the prescribed approach but the beaten down first officer never protested. At 3:57 am the captain briefed the landing procedure with the first officer he wanted to land using the right hand downwind procedure, the landing procedure that was much wider than the correct procedure. As the descent progressed the captain requested a right hand downwind approach to runway 12. The controller rejected his request because of limitations at the time the captain acknowledged this. Soon the plane was on the ILS for runway 30 and the controller cleared them to descend and to perform the circling approach to runway 12. The captain asked about the right hand approach again, the controller again told him that a right hand approach was not doable at the time.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 ATR Image: christian hanuise - Gallery page https://www.jetphotos.com/photo/9918 Photo https://cdn.jetphotos.com/full/1/65299_1039880443.jpg Equation Image: Public Domain Corrosion Image: Cafe Nervosa Derek Mawhinney, Corrosion Engineer - Own work This is the story of inter canadien flight flight 1678. On the 13th of march 1994 an ATR 42 was to fly from Val D’or airport in quebec to Dorval airport also in quebec. At about 10 am the ATR 42 took off from runway 18. As the plane climbed the first officer was the one at the controls, theyd been asked to climb to 21000 feet by ATC. The plane climbed as the canadian countryside stretched out in front of them. This went on for some time, suddenly as the plane climbed through 17,000 feet an explosion rocked the ATR 42. The plane rocked from side to side in the the air in the cabin was sucked out as it depressurized in a matter of seconds. The pilots immediately stopped climbing and started a descent. It looked like the right hand engine had failed so as the plane descended down to a safer altitude the pilots started work on the the single engine failure checklist. The first officer contacted Montreal area control and told them about their situation. they cleared flight 1678 down to 11,000 feet. In the cockpit the pilots were worried about a potential inflight fire on the right hand engine as they observed fuel leaking from the engine. The first officer pulled the fire handle and declared an emergency with ATC. 7 minutes had passed since an explosion rocked flight 1678, they were still airborne and things were under control. The first officer decided to go into the cabin and survey to see what had happened. The first officer could see a gash on the right hand side of the plane below a window seat. To their shock they noticed that the frame of the seat itself had been sliced through by something. Once back in the cockpit the pilots had some tough decisions to make. Obviously something had gone catastrophically wrong and the fuselage itself sustained a lot of damage, but they couldnt judge the full extent of the damage from inside the cabin, the damage on the outside could be a lot bigger than the tiny gash that they could see. As they didnt know how badly their plane was damaged they tried to turn as little as possible to avoid stressing the aircraft too much. If the crack grew any further well that could end very badly. Minimising further damage was of paramount importance as they were still about half an hour away from all of their diversion airports. For example mirabel was 39 minutes away, val d'or was 36 minutes away and dor val was 44 minutes away. They opted to continue on to dorval. Its not explicitly stated in the report but i think they opted to continue onto dorval because thats the flight path that required the fewest amount of turns, think about it to get back to val d’or theyd need to do a 180 and they really didn't wanna do that. At 10:28 am the plane cautiously started a descent to 9000 feet, it stayed there till it entered the Montreal terminal zone and then after that it continued its descent, on their way down the pilots requested the airport to have emergency vehicles on standby just in case something went wrong. Fight 1678 lined up with runway 06L, I imagine that that was stressful, with them just hoping that their plane held it together for a few more minutes till they reached the runway. Thankfully it did at 11:16 am flight 1678 touched down safely and all onboard were okay. Once on the ground the pilots got a first hand look at what had happened. The right hand propellor was missing One of the blades on the right hand propeller had broken off and the blade went right through the fuselage, it was so close that it went through the cabin and cut through a seat that was unoccupied, thank god for that. The seat isnt the only think that was spared; they found two slightly bend hydraulic lines where the blade had gone through, had the

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC10 Image: Eduard Marmet - http://www.airliners.net/photo/Spantax/McDonnell-Douglas-DC-10-30CF/0220105/L/ This is the story of Spantax airlines flight 995. On the 13th of september 1982 a DC 10 started its day flying from palma de mallorca to madrid's barajas airport with a stop over in malaga. At malaga Later that day the plane was boarded by 381 passengers and 13 crew members As the passengers boarded and settled in for the flight the pilots were configuring the plane for takeoff, they set the flaps and calculated important speed information for this takeoff, including the V speeds. Today their V1 speed, or the highest speed at which they could reject the takeoff and have sufficient runway to stop was 162 knots. The plane left the gate and started to taxi towards the runway.All the while the crew carried out checks and checklists making sure that the plane was all set for takeoff. As the plane lined up with the runway the pilots got their takeoff clearance from ATC, in the cockpit the pilots pushed all three of the DC-10s giant engines to maximum power. The huge plane barreled down the runway, it went through 80 knots, the engine parameters were all in the green, as the plane passed through 160 knots something was wrong, a strange vibration could be felt in the cockpit. This was anything but normal. The plane was picking up speed and the pilots had no idea what was causing these vibrations. The plane kept accelerating and the vibrations grew worse and worse, the pilots had no idea what was wrong with the plane, would it be able to stay in the air? They didnt know. Pilots had been taught to reject takeoffs at or below their V1 speed in this case 162 knots because that would given them more than enough time to stop the plane safely on the runway but in this case stopping on the runway would be hard as they were going so fast. The captain couldnt fall back on his training. This was totally new, they had been trained for things like engine failures on takeoff but not this, whatever this was. Knowing that they had too little runway to stop the pilots deciding to take off, they raised the nose of the plane. But suddenly as flight 995 strained to get airborne the vibration increased, the pilots felt that it was coming from the back of the plane. The captain could feel the plane vibrating through his control columns. He had no idea what was wrong with his plane, he had no idea if the DC10 would be able to sustain flight, he knew that the plane was going too fast to stop in time but he decided to reject the takeoff anyway. Even as the pilots brought the nose wheel back onto the runway the plane was accelerating. The captain engaged the reversers and the spoilers but the plane was just going way too fast, in the cockpit window the captain saw that they were headed for the building that housed the ILS equipment and he struggled to control his plane. When it became clear that they would hit the runway the captain ordered an engine shut off. As he did so the plane began crashing into the approach lights of runway 32, The dc 10 traveled another 290 meters after it overran the runway and it slammed into the ILS building destroying it , but the DC 10 still carried quite a bit of speed. It broke through the airport fence and went through a busy highway, damaging three vehicles, eventually the dc10 crashed into some farming equipment. Unfortunately 50 people on the plane and 1 person on the ground did not make it. When compared to cruise takeoffs and landings are absolutely chaotic, theres so much going on. More importantly margins are razor thin, if you lose an engine at 35000 feet you have a few seconds to react, if you lose an engine on takeoff you literally have split seconds to make that decision. (Link to 737 crash), if you make the wrong choice at those speeds it wont take long for you to crash into something. After all the saying does go a pilots job is 99% boredom followed by a percent of sheer terror.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Fokker Image:Christian Volpati - http://www.airlinefan.com/airline-photos/9753121/NLM/Fokker/F28/PH-CHI/ Mesocylone Image: Michael Graf - Own work Mesocylone Line Drawings: Vanessa Ezekowitz Mesocyclone Radar Image:Pedro Spoladore - http://en.wikipedia.org/wiki/Image:Greensburg3_small.gif Crash Images: Public Domain This is the story of NLM city hopper flight 431, on the 6th of october 1981 a Fokker F28 regional jet was to fly from rotterdam to hamburg with a stopover in eindhoven. By the way youtube please don't demonetize me for the name of the plane, that's literally what its called. Speaking of what the plane was called, this particular F28 was called eindhoven after the city that it was about to fly to. On that day the plane had 17 occupants for the short flight to eindhoven from rotterdam. The weather on the 6th of october wasnt too good, a depression over ireland was really messing up the weather systems over the netherlands. A weather system moved over the country over the course of the day. Cold and warm air mixed together creating some nasty weather that day. it wasn't the best day for flying but nothing seemed to be out of the ordinary just yet By 3:20 PM GMT, the crew had their first weather briefing. They were told of a thunderstorm that was located southeast of rotterdam. It was something that they had to keep their eye on as they climbed out of the airport. The weather report said that the weather system would pass over the airport at about 4:00 PM GMT with winds ranging from 15 knots to 25 knots. Nothing to worry about. At 4:04 pm the plane took off, right after takeoff the plane banked to the south over the city. As they did they checked the weather, they noticed some very intense activity on the weather radar and asked for a change in course to avoid the worst of the weather. The plane sped up to 230 knots as it started to enter the outskirts of the storm. They were aiming for a break in the clouds, they hoped that the small opening in the weather would keep them away from the worst of it. As the plane waded further and further into the weather system the plane started to be buffeted by strong winds from either side. As flight 431 passed the river the hollands diep it had climbed to 3000 feet and by that point the turbulence had gotten much worse. The plane was experiencing G forces of upto 6.8 Gs The small plane held out for as long as it could, on one of these encounters winds pushed the right wing of the plane up then the right wing was pushed down by the turbulence. With so much force that the right hand wing broke off. An intact plane had entered the storm cell and a broken one emerged from it. The plane came down near the town of moerdijk, no one onboard survived. Saying that flight 431 had flown into some turbulence is an understatement. What they experienced was something much more violent , something that wasnt that well understood at that time. They had flown into a meso cyclone or in other words a tornado. In fact right after the crash a picture of a tornado touching down was captured by a resident. Before we can understand how a passenger jet flew head first into a tornado we need to understand how a tornado could form in such a way that no one could detect it. A Meso cyclone is basically a giant vortex of roating air, and it all starts with shear. On that day there were two fonts a cold front and a warm front, this caused winds to blow in two different

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Image: Pedro Aragão - Gallery page https://www.jetphotos.com/photo/6016946 Photo https://cdn.jetphotos.com/full/2/23191_1184112262.jpg Crash Site Photos: AAIB Cluster Image: FAA 737 Cockpit Image: Bill Larkins This is the story of British midland flight 92, on the 8th of january 1989, a british midlands boeing 737, was to fly from heathrow to belfast international airport with 126 people on board. The plane took off at 7:52 pm and flight 92 first climbed to 6000 feet, then it was cleared up to 12,000 feet and then it was cleared up to its final cruising altitude of 35,000 feet. The 737 climbed to 35,000 feet as the plane flew towards the city of trent. At 8:05 pm as the plane climbed through 28,300 feet the crew felt a bit of vibration and they smelled smoke. In the cockpit they could hear a sort of rattling. But so far the instruments did not show any signs of a fire. The captain disengaged the autopilot and took control of the plane, he scanned the instruments to see if he could discern what was wrong, he couldn't. He felt that the smoke was coming into the cockpit from the cabin, the captain at this point fell back on his knowledge of the 737. According to the captain the 737’s cabin was pressurized with air from the right hand engine or engine number two. The right hand engine must be the one in trouble. The first officer had been monitoring the instruments and when asked by the captain about which engine was in trouble the first officer said “ its the le-” he stopped mid sentence and said “it's the right one”, the pilots disengaged the autothrottle and pulled engine number two to idle. This seemed to solve their problems, the vibration eased up and it seemed like the worst of the flight was behind them. After they throttled engine number 2 back they got in contact with london ATC, ATC wanted to know where the crew wanted to divert to. East midlands airport was quite close by and they would be able to get to the airport quite quickly. They contacted british midlands employees at east midlands and they advised the crew to divert to east midlands and with that their minds were made. As the plane made its way back it was experiencing vibrations higher than usual but all in all the plane seemed to be in okay shape. But in the cabin the passengers could hear thuds and rumblings and they smelled more smoke. The captain at this point made an announcement to the passengers, he told them that they were having issues with the right hand engine and that they'd be landing soon, this confused some of the passengers, they could see flames on the left hand engine. London ATC handed flight 92 over to Manchester ATC, as the plane approached east midlands. The captinan flew the plane and the first officer handled the radios, both pilots were engrossed in their tasks as both worked to get the 737 back on the ground. The captain wanted to review their situation.he started to say “Now what indications did we actually get? Just rapid vibrations in the aeroplane?” but his inquiry was cut short by ATC giving them a new heading. By the time the 737 was 15 nm from the runway the single engine approach checklist had been completed. When it was 13 nms away the plane was lining up with runway 27, As flight 92 made that turn they added a bit of power to the left hand engine and the vibrations returned. Fight 92 was asked to descend to 2000 feet. The pilots brought out the flaps first to 2 degrees and then 5 degrees. They also extended the landing gear. The plane descended towards runway 27. When they were 2.4 nm from the runway the plane was at 900 feet and descending. Suddenly there

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Image:Konstantin von Wedelstaedt - Gallery page http://www.airliners.net/photo/Air-India-Express/Boeing-737-8HJ/1157698/L All Information from official AAIB report Before we get started, We’re so close to hitting 100K subscribers so it would mean a lot to me if you hit that subscribe button! With that lets get to the video! This is the story of Air India express flight 1344, on the 7th of august 2020 a boeing 737 was making its way from dubai to calicut with 190 people on board. As the 737-800 approached calicut the monsoon was in full swing across the entire area, the pilots got their list of diversion airports through the ACARS. Landing at calicut was a challenge in the best of times, the airfield is elevated above the surrounding terrain, thus you have big drops on both ends of the runway. Landing at calicut was so challenging that only captains were allowed to land there. The weather at calicut was quite bad but the weather at cochin and coimbatore were much better so if needed they could divert to there. At 1:19 pm UTC, Chennai upper area control got in contact with flight 1344 letting them know of the conditions at calicut. The runway in use was runway 28 and the visibility was at 1500 meters the winds were a bit concerning at 14 knots. As flight 1344 descended it was handed over to cochin lower area control and finally by the time it was at 12,000 feet it was in contact with calicut ATC. At this point flight 1344 was 52 nautical miles away and the airport was experiencing some mild rain, speaking of the airport the airport had two active aerodrome warnings at the time one was for the thunderstorm and the second one was for the wind, which was now at 17 knots. This meant that the crash fire tenders were already at the predetermined points just in case of an emergency. As flight 1344 approached the airport it was cleared to descend down to 3600, As the plane lined up with the runway the weather seemed to ease up the visibility was at 2000 meters and the wind had calmed down to 5 knots, but they were having trouble with the windshield wipers on the captains side, The wiper worked for a bit and it stopped working the captain remarked “Wiper is gone, what a day for the wiper to go”. But they carried on with the landing attempt on runway 28, The plane decended but they couldnt see the runway, eventually they hit their minimum descent altitude. Without the runway in sight they decided to go around. As flight 1344 flew away from the airport, the gear and flaps were retracted and the pilots reprogrammed the flight management computer for attempt number 2, but on the ground air india flight 425 was getting ready to depart to delhi, they wanted to takeoff from runway 10 due to the winds at the time. ATC asked flight 1344 if theyd like to use runway 10 for their next landing attempt, the pilots of flight 1344 check the winds and visibility for runway 10 a few times and eventually they accepted. At 1:59 pm and 42 seconds UTC, flight 1344 was cleared to descend from 7000 feet, they were cleared for the ILS zulu approach to runway 10, As they headed away from the airport air india flight 425 took off from runway 10, they reported winds of 10 knots. By 2:06 pm UTC the plane was turning inbound intercepting the localizer of runway 10, the crew were again fiddling with the windshield wiper, the windshield wiper worked but it wasn't as fast as they wanted. But soon after flight 1344 intercepted the glideslope and began the descent to runway 10, the crew at this point carried out the landing checklist. In a matter of minutes the 737 was just 500 feet above the ground, the captain disengaged the autopilot and took manual control of the plane, when he did this the rate of decent began to

DC8 Image: Ken Fielding/https://www.flickr.com/photos/kenfielding Horizontal Stabilizer Image: Olivier Cleynen - Own work by Olivier Cleynen (Photo used to layout drawing is licensed as CC-by by Flickr user gravitat-OFF]) Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of trans international airlines flight 863. On the 8th of September 1970 a few pilots arrived at the operations room at JFK international airport at 2 pm, On that day they would be flying a DC 8 From JFK in new york to washington dulles international airport. The DC 8 was to takeoff from runway 13R with the first officer flying the plane and by 4:04 pm flight 863 was cleared for an immediate takeoff. The DC 8 lined up and the engines ramped up to takeoff power, as the plane pickuped up speed, the plane started to nose up, the pilots tried to bring the nose down The plane was 1,500 feet down the runway and the tail struck the runway, the plane dargged its tail along for 1200 feet as it struggled to get airborne. When the flight 863 was 2800 feet down the runway the plane finally took off, but they weren't out of trouble just yet. Pilots watching the DC8 taking off noticed something strange, the aircraft was in an unusual nose up attitude. In the cockpit the crew were bombarded with stall warnings and stickshakers, they knew that a stall was imminent if they didn't act fast. Meanwhile the plane climbed to 300 feet, it was now passing 60 degrees of pitch some say it was 90 degrees, but with the nose up so high the plane couldnt keep itself in the air, Flight 863 rolled to the right a bit and then the left wing and the nose dropped , as the DC8 fell from the sky like a stone. The resulting fire engulfed the airplane. None of the 11 people onboard survived. The aircraft that had been in the accident, N4863T wasnt even two years old,in the grand scheme of things that's brand new. Because of that this plane was in great condition, the engines were all fine, the pitch trim compensator had been replaced in 1969 but other than that this plane was in perfect flying order, there was no reason that they could see for this perfectly functioning plane to literally drop out of the sky. If you've been a long time viewer of the channel, the crash of flight 863 might remind you of another video that I did, pan am flight 799, link on screen right now. In that incident the pilots forgot to extend the flaps on takeoff for a few complex reasons, but when they examined the wreck of flight 863 the investigators found that the plane was perfectly configured for takeoff.the flaps and slats were out the plane was trimmed correctly, the weight of the plane seemed to be within bounds. When they were examining the wreck they came across something strange, the spar web access door on the right hand stabilizer had been punctured by something. The spar web access door is this small access hatch on top of the horizontal stabilizer which gives technicians access to the innards of the stabilizer. The Horizontal stabilizer at the back of a plane looks like one contiguous piece of metal but its not, its divided up into the horizontal stabilizer and the elevator, They're two separate pieces joined together by attachments and linkages, with a small bit of space between them On the face of the elevator that faced the hole they found gouges and scratches and a few tiny stones. In the tail assembly they found small tar covered stones 1-2 inches in diameter, those weren't supposed to be there. More interestingly, they found trace amounts of asphaltic material around the hole that had been made in the access door of the horizontal stabilizer.

0:54 Where do you put footage of planes landing at the end of your video? 3:50 What's up with your titles? 4:50 Would you do a collab (live or otherwise) with a pilot's channel like "74 Gear" or someone like that? - Jennifer 5:10 What are the most unbelievable, shocking and ridiculous crash causes,that you heard of? -Fabian 5:58 How do you do your scripts? Do you make a full, coherent, sentence by sentence one, or do you write down keywords and then free wing it when recording? -Root4264 6:38 Have you ever considered a career with the NTSB? -scoce 6:59 When are you going to reveal ur face xD-Parth 7:18 Do you like toast and if so with what condiments- Chris 7:55 How do you read incident/accident reports abd where do you get them? I know they're long and difficult read but I love your videos abd would also love to make videos about air crash investigations- Hi pixel 9:40 How did you get into aviation?-tap 10:37 Not really related, but have you ever considered going to Patreon or the likes? -Seb747 12:11 Whats your background in aviation? How did this channel start?- Daniels 12:52 Can you do an analysis on Air India flight 855? 14:05 What's your favorite passenger aircraft?- Gbosh 14:50 What goes behind making of these videos?- Im zary 15:43 Are you afraid of flying? Trisha 16:08 How do you choose crashes that you make videos about?- Latvian programmer 16:50 Pineapple on pizza? Yea or Nay? -Rational Bacon 17:19 How old are you? -Martin 17:37 Why did I get suggested a Fox News channel story about Trump, from your channel?!? Are you a trumpet?!? - Bud

Images and Text From ATSB Report Used With Permission From The Australian Transportation Bureau Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 777 Image : Laurent ERRERA from L'Union, France - Boeing 777-200ER Malaysia AL (MAS) 9M-MRO - MSN 28420/404 NASA Paper: https://ntrs.nasa.gov/api/citations/20070034017/downloads/20070034017.pdf Mid Value Select Paper: http://es.elfak.ni.ac.rs/Papers/MVSVoter.pdf This is the story of Malaysian airlines flight 124. It was 5:03 pm on the first of august 2005, a malaysian airlines boeing 777 was flying from perth australia to kuala lumpur malaysia. As the plane climbed through 38,000 feet the pilots got a low airspeed warning on the Engine indication and crew alerting system or the EICAS. Then they noticed that the slip / skid indicator was deflected all the way to the right. The slip / skid indicator shows the amount of lateral acceleration on the plane, in very simple terms if the plane is skidding through the air the slip / skid indicator will deflect to one side. In the cockpit, things were getting weirder by the second, The primary flight display now told the pilots that they were approaching the overspeed limit and the stall speed limit at the same time! Then things took a turn for the worse, the plane pitched up and started to climb, it climbed all the way from 38,000 feet to 41,000 feet, as they climbed the 777 started shedding some speed, it went from 270 knots to 158 knots. At this point the stick shaker and the stall warning went off telling letting the pilots know that they were dangerously close to a stall. In response to all of this the pilot disengaged the autopilot and pushed the nose of the plane down in an attempt to pick up some airspeed thereby avoiding the stall. But the 777 had a mind of its own, the nose pitched up again and the plane went into another climb. The crew contacted ATC and requested an immediate descent, they also requested for radar vectors back to perth, they needed to get this plane on the ground as soon as possible. The air traffic controller helped the crew verify a few basic instrument readings like altitude and ground speed, with that they began their descent. As they passed through 22,000 feet the pilot in command noticed that the primary flight display readouts looked normal, so he turned on the left hand autopilot, as soon as he did that the plane pitched down and banked to the right. He instantly turned the autopilot off. He then turned on the right hand autopilot and something similar happened, with that the pilots decided to hand fly the plane. ON their way back the pilots tried to disconnect the autothrottle, but for some reason it stayed armed. A while later the pilots were cleared to land on runway 03 at perth, when they were 3000 feet above the ground they got a low airspeed popup , on the Primary flight display, the autothrottle in response to this commanded more power from the engines. This made the landing a bit more difficult, making matters worse for the crew there was some moderate turbulence below 3000 feet, the winds were at 25 knots gusting to 30 knots, As they flew the approach the windshear warning system went off but the crew stuck with the approach. Soon after that the 777 landed safely and all aboard were safe. The story of flight 124 might not be as flashy or as dramatic as some of the other incidents that weve talked about on this channel, I suggest you watch the video about British airways 888, the 747 that flew through a forest if you want something a bit more dramatic but how this happened is very interesting to me , tiny little things had to go wrong in just the right way for this to happen, Kind of like a final destination movie so let's dive into that.

Get Surfshark VPN at https://surfshark.deals/aircrash - Enter promo code AIRCRASH for 83% off and three extra months for free! Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A320 Image: Alan Wilson from Stilton, Peterborough, Cambs, UK - Airbus A319-113 ‘C-GBHZ / 279’ Air Canada Rouge Wake Turbulence Images: NASA, FAA This is the story of air canada flight 190, in the early hours on the 10th of january 2008 an air canada airbus a319 was making the trip from victoria international airport in british columbia to toronto international airport in ontario. At 6:33 am, flight 190 was in contact with vancouver area control as they climbed to flight level 350. Flight 190 was then transferred over to seattle area control, theyd be the ones clearing air canada flight 190 to its cruising altitude of 37,000 feet. At 6:45 am they were cleared to climb to 37,000 feet. By 6:48 am they had been climbing for a few minutes and they were 9 nautical miles from the US canada border, at 36,600 feet. Suddenly the whole plane experienced a series of jolts, it felt like the plane had gone over a series of speed bumps at high speed, the plane then started to roll to the right, it wasn't much just 5.6 degrees, but then it started to roll to the left, this roll was much more severe at 28 degrees of bank. The plane was supposed to be wings level and no one in the cockpit was commanding these rolls. The captain who was the pilot flying decided to disengage the autopilot and to hand fly the plane, The captain struggled to level the plane, for 18 seconds he fought with the plane, as it rolled from side to side, Commanding full rudder and full aileron corrections in both directions multiple times. During all of this the plane kept descending, by the time they were at 35,500 feet flight 190 seemed to be under control. They cautiously descended to 31,000 feet, they took stock of their situation. They had quite a few injured passengers, three passengers were injured quite seriously. Everything that had not been secured in the cabin was thrown around. In fact during the upset the cabin service trolleys were lifted off the floor and slammed into the ceiling, thankfully they came crashing down down in the aisle and not on someone. The pilots had two possible diversion airports available to them, kelowna or calgary, calgary was further away but they opted for calgary as the terrain at calgary was easier to work with and it had better medical services. The pilots hand flew the a319 all the way to calgary not daring to turn on the autopilot fearing another upset. At 7:29 am flight 190 landed at calgary without further incident. Out of the 88 people onboard, 8 people suffered minor injuries and 3 people suffered serious injuries. But everyone survived. Once the plane was on the ground the engineers carried out whats known as a heavy turbulence inspection, the a319 had been through a lot and they wanted to know if it had been damaged in anyway. The flight data recorders had shown that the plane had experienced g forces well in excess of the limit set by airbus, But the airplane was fine even though parts like the vertical stabilizer had experienced loads 129% its load limit. Now we get to why the plane experienced the upset in the first place, on the way back the pilots assumed that there was something wrong with the autopilot, but they were wrong. Infact the source of the problem wasnt even on the incident aircraft itself. The problem was 8.1 nautical miles out infront of flight 190, it was a united airlines 747. Flight 190 had flown through the wake turbulence of another plane. But what is wake turbulence? When an airplane flies through the air, it creates a disturbance in its wake. Specifically it creates two counter rotating vortices behind the aircraft, think of it like two mini

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC8 Images: Aero Icarus from Zürich, Switzerland - UPS DC-8-73F (AF); N801UP@ONT, January 1985/ AOH Felix Goetting - Gallery page http://www.airliners.net/photo/United-Parcel-Service/McDonnell-Douglas-DC-8-73AF/1001398/L Hey guys before we get started thank you so much for 90 thousand subs! It means a lot! Thank you so much, now were so close to 100 thousand subs so id appreciate it so much if you could hit that subscribe button! Now onto the video! This is the story of UPS 1307, on the 7th of february 2006 a UPS dc 8 was on the day 2 of a 5 day 8 leg trip across the united states, this particular leg was from atlanta to philadelphia international airport. At 11:34 pm that night the dc8 was descending through 31,000 feet with the first officer in charge. The flight was routine so far, even boring. That was about to change, the first officer smelled something, to him it smelled like wood burning. The flight engineer backed up the first officer. He too thought that he smelled something for a few seconds, but as the minutes ticked on the odor grew stronger. The burning smell was more pronounced at the back. The captain had to make a choice, he could either divert or continue to philadelphia, he scanned his instruments, none of them showed any indication of a fire. The flight engineer had not seen any smoke anywhere and ontop of all of that these pilots were used to unusual smells, sometimes theyd fly over forest fires or theyd fly unusual cargo, so they brushed this off. Since the odor didnt smell electrical. But they kept trying to identify the source of the smell nonetheless. The flight engineer checked the bleed air switches and the air conditioning system to see if those were the source of the smell. As he did that flight 1307 was descending through 18,000 feet and the captain and the first officer started the approach checklist. They were cleared down to 6000 feet but as they descended the captain grew more concerned he asked “can you still smell it back there?”, the flight engineer went back into the main cargo compartment again to double check, the smell was much stronger there but again there was no smoke, no haze, nothing to indicate that they had a fire onboard. Over the next 10 minutes they continued to troubleshoot the problem as the plane made its way to philadelphia. At 11:54 pm when the plane was at 3,600 feet the crews worst fears were confirmed, the flight engineer said “we got cargo smoke”, flight 1307 was burning up. They were quite close to the philadelphia international, infact the approach controller had just cleared their visual approach to runway 27R and handed them off to the tower, the captain contacted the tower, who cleared them to land after whichThe captain told them of their situation and he requested emergency vehicles to meet them on the runway. The flight enginner stated that they had a fire in section C, they put on their oxygen masks and the flight engineer started working on the “Lower and/or Main Cargo Compartment Smoke or Fire checklist”. Now that the controller knew that they had an emergency he cleared the crew to land on runway 27L, it was the designated runway for emergencies at philadelphia, but the captain doesn't acknowledge the runway change. The flight engineer now had to go back to an access panel and close the cargo air shutoff valve, as he opened the access panel black smoke billowed out from the panel. Somewhere deep in the plane was a raging fire. As the plane descended the tower controller checked in with the crew “Just confirmed you are lined up for the left side, it appears that you are lined up for the right.”, the captain had forgotten

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A320 Image: Gennady Misko - http://www.airliners.net/photo/Armavia/Airbus-A320-211/1072955/L/ This is the story of Armavia flight 967, on the 3rd of may 2006, Armavia flight 967 was on its way from Yerevan, Armenia to Sochi in russia with 113 people on board. At 4:55 pm the captain went over the weather predictions for their destination airport of sochi. The weather was within limits and he decided that it was safe to continue.At 8:39 pm the engines were started and by 8:47 pm the plane took off from yerevan bound for sochi. As the plane climbed the pilots got a bit of bad news the controller at the Tbilisi regional center gave them the weather for sochi. It wasn't good. The weather at Sochi was below minima and if the weather didn't improve they wouldn't be able to land but The plane climbed and by 9:07 pm the plane was at 34,000 feet, its cruising altitude. While still under the control of tbilisi regional control the captain decided to contact sochi approach control to get a first hand reading of the weather there. The controller at sochi had bad news, the cloud ceiling for runway 06 was 170 meters and visibility was 2KM that is 550 feet by 6500 feet respectively. It was pretty much the same thing for runway 02. The pilots enquired if the visibility would improve to 2500 meters in about an hour, if the weather improved in an hour then they'd be able to hold for a bit and then land. The controller went to check the weather forecasts, The 2 hour forecast said that visibility would drop to 1500 meters or 4900 feet. Instead of getting better the weather was expected to get worse. Their hands were tied the crew decided to turn back to yerevan. As they started to make the trip back to yerevan they tried the weather at sochi one more time, this time the pilots told the controllers at sochi that they had deputies on board, I guess in this context deputies are very important people, VIPs if you will, here's the thing though the crew lied there were no deputies on board this was just a ploy to get a favorable weather report from the Sochi controller. Soon the sochi controller got back to them, the weather had improved, the controller said “Armavia 967, visibility 3600, cloud ceiling 170, for 30 minutes. The weather is around the limit, but OK so far”. The weather was okay, for now, there was no guarantee that it would hold and with that they turned back to sochi. As they flew they went over the go around briefing, just a discussion on what they'd do if they had to go around. But things were starting to unravel in the cockpit, the plane was being flown by the autopilot and the captain couldn't get the plane to descend as fast as he wanted, they thought that there was something wrong with the autopilot. So they disengaged autopilot two and switched to autopilot one. It was 10 pm and the plane was in contact with the Sochi approach. The weather was good, visibility was at 4000 meters or 13,000 feet. But the controllers noticed that flight 967 was a bit too high, they told the crew quote “If able, expedite descent or you’ll overshoot the final turn.”end quote, they were a bit too high, nothing that can't be fixed. By 10:03 pm the plane was passing through 12000 feet and the controller cleared them down to 2000 feet as they made the turn to final. As the autopilot flew the plane they went about their approach checklist, but they got some bad news, the visibility was good but the clouds were too low, the cloud base was at 160 meters or 500 feet, this crew were asked to not descend below 2000 feet. This pissed the pilots off, as they went through the checklist they hurled insults at the controller, for example, the captain said

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 EMB 110 Image : Ian Gratton - https://www.flickr.com/photos/ian_a_gratton/9720959066/ This is the story of Knight Air Flight 816. On the morning of may the 25th 1995, An Embraer 110 landed at the airport in Leeds from a flight from aberdeen. Once on the ground the plane was worked on, some routine maintenance nothing too complex, this was all in preparation for the plane’s flight back to aberdeen. The plane was brought to the terminal and 9 passengers boarded the plane. As they prepped the pilots kept an eye on the weather. The visibility was at 1,100 meters or 3600 feet and the clouds were low at 400 feet. The air was cold and everything was wet, A storm had just passed through the area. But it was still safe to fly. By 4:41 pm the engines were started and the plane backtracked down the runway as flight 816 made its way to runway 14. Once at the runway ATC cleared them to take off. ATC instructed the pilots to take off and to maintain the runway heading of 143. The plane lifted off into the gloomy afternoon and as it ascended the clouds swallowed the plane. Just a few minutes into the flight, the controllers could see that flight 816 was not adhering to their instructions, the plane was in a slight turn to the left, instead of maintaining the runway heading. A radio transmission came through from flight 816 “knightway 816, weve got a problem with the artificial horizon we'd like to come back” The artificial horizon is a very important piece of equipment. When youre in good weather you can just look out the window and get a sense for how the plane is oriented in 3D space, you can tell if youre pitching up or down, turning left or right all by looking at the horizon. But if youre flying at night or in very bad weather where you can't see the horizon, the artificial horizon tells you how your plane is oriented. If youre in instrument conditions without an artificial horizon you really have no way of telling what your plane is doing. The air traffic controller told the crew to fly due north, but the plane was having a hard time following instructions, it turned left and then right all while banking sharply. The plane was handed to the approach controller at leeds. The controller tells the crew “I see you carrying out an orbit, just tell me what I can do to help!”. The first officer's reply was “are we going straight at the moment sir”, the pilots couldn't tell if they were level or not, the approach controller would have to be their eyes. The controller looked at his radar screen and told the crew that they were in a slight right hand turn. He then asked the crew to turn left to a heading of 340. At that moment they were flying in a south easterly direction so they needed to make a left turn. Once out of the left turn they were heading north and the approach controller verified that they were level. Things seemed to be going their way. The first officer asked the controller if he had any information on the cloud tops. Getting out of the clouds would allow them to navigate visually. The controller immediately starts contacting planes in the area to get an idea about the altitude of the cloud tops. In between this he glanced at his radar screen just to double check that the plane was in level flight, on one of these checks he saw that the plane had begun a left turn. It dropped from 3600 feet to 2900 feet in about 25 seconds. The left turn tightened as the plane lost altitude and before long the plane dropped off of radar. A few residents of Duneswick moor looked up to see a fireball falling out of the clouds, flight 816 crashed just north of Dunkeswick. None of the 12 people on board made it.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 AN32: Sean D'Silva - http://www.planepictures.net/netshow.php?id=1048287 LET410: Stradalova - Own work All Images From BEA report This is the story of UTA flight 141, by the way UTA stands for Union des Transports Africains, not to be confused with the french carrier UTA. UTA was an airline that flew in africa and the middle east and flight 141 was one of the few flights that they operated. Flight 141 was flown by a Boeing 727 and the route was long. Flight 141 would start in Conakry international airport in Guniea from there it would fly to Cotonou in benin from there it would head to beirut before ending up in dubai. On christmas day 2003, the 727 was making this weekly trip and was at cotonou international airport in benin. But before the plane even left the ground things were off to a bad start. Passenger boarding wasnt going well and there seemed to be a great deal of confusion, it was chaotic.Making it harder for the cabin crew everyone seemed to have a lot of cabin baggage and there seemed to be nowhere to put all that baggage. It was the same thing in the cargo holds, by the time the cargo handlers were done the cargo holds were full. Once the chaos had been dealt with the pilots started working on the calculations for their flight to kufra. Kufra was an airport in Libya; it was a stopover on the way to beirut. The first officer talked to the UTA executives in the cockpit about their weight limits on the plane while the captain handled the ATC communications. As they carried out their checks the plane’s fuel tanks were topped off with 11.4 tons or 25000 pounds of fuel. The captain now having finished his work, set the flaps to 25 and turned off the AC units in preparation for the take off. The first officer taxied the plane to the runway, and at 1:52 pm on Christmas 2003 flight 141. The pilots knew that this takeoff would need every ounce of performance that the plane had. They got to the end of the runway and applied their brakes and ramped the engines up to full power. After takeoff theyd climb at a steady three degrees to gain speed. With that they started rolling down the runway. At the start of the takeoff roll there were some people who were still standing in the cabin but they sat down once the plane was underway. As the plane picked up speed down the runway the controller in the tower noticed that flight 141 was taking quite a bit of time to get airborne. In the cockpit the captain saw that the plane had reached 137 knots, their rotate speed. The first officer pulled back on the yoke to take the 727 into the sky, but nothing happened; they were still on the ground. The captain called rotate, rotate an the first officer pulled back even harder. Slowly the nose of the 727 began to rise into the air. But flight 141 had run off of space. It had just taken off but it couldn't clear a concrete building on the extended centerline of the runway that housed the localizer antenna. The right landing gear impacted the building and was ripped off. The Plane banked slightly to the right and came crashing down on a beach just beyond the runway, most of the wreckage continued on till it ended up in the ocean. Of the 163 passengers onboard, only 22 survived. Unfortunately two people on the ground were also killed. Right after a crash an investigative go teams agency is put into action. The go team has multiple sub teams, some teams survey the crash site, some teams talk with eyewitnesses and others gather records and files pertaining to the accident plane should the investigation need them. So in this fashion the investigators asked UTA airlines for the weight and balance sheet of flight 141. There are usually two copies of this document, one is given to the pilots and the other is kept by the airline. But strangely UTA had no copies of the weight and balance sheets for the accident airplane. Okay weird so they asked for the weight and balance sheet from the first flight on the 25th of december, they didnt have that either. Shockingly this airline had no documents

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 787 Footage : @eye trapper 737 Image: Pawel Kierzkowski - Own work This is the story of Turkish airlines flight 1951. On the 25th of february 2009 a 737-800 was making the trip from turkey’s ataturk airport to amsterdam's schiphol airport. The 737 had 135 passengers onboard which included 7 crew members. The plane left istanbul at 8:23 am. The cockpit that day had three pilots. The first officer was being trained and the captain was supervising the first officer. Another first officer was seated in the jumpseat and was acting as the safety officer. By 9:53 am the plane was over Germany at 36,000 feet and the pilots conducted their approach briefing. The first officer listened to the ATIS or the automatic terminal information service, a broadcast from the airport that beams out information like weather and runway in use. On that day theyd be landing on runway 18R theyd be performing a ILS cat I approach. The runway was equipped with the much more precise CAT III system but the pilots were not trained on the CAT III system. The 737 began its descent and as it did it entered dutch airspace. By 10:15 am the plane was descending it was descending down to 7000 feet.the pilots and ATC were talking about the instrument approach when they got a configuration warning about the landing gear. That was weird they were pretty high up, landing gear configuration warnings usually happened at lower altitudes. As they flew this happened quite a few times. The captain remarked “radio altimeter”. His radio altimeter was malfunctioning; it showed an altitude of -8 feet. The radio altimeter as the name implies uses radio waves to measure the altitude of a plane, there are antennas at the bottom of the fuselage they beam out radio waves, those are reflected by the terrain back towards the plane, that delay between the transmission and reception is used to calculate the altitude of the plane. But this didnt faze the pilots too much, they were asked to descend down to 2000 feet and the captain started to talk to the ground handling arm of turkish airlines about their arrival. Minutes later the plane was at 2000 feet and the pilots slowed the plane down to 195 knots, they slowly started to bring the flaps out. Airtraffic control vectored the plane to set it up for an approach onto runway 18R. The Autopilot on the right hand side had been engaged for pretty much the entire flight and for the landing the crew wanted both autopilots online, but when they tried to engage the autopilot on the left hand side, the left hand autopilot failed to engage and the right hand autopilot disengaged. Something was off so they decided to re-engage the right hand autopilot and use that for this landing. As the speed hit 160 knots the landing gear was extended and flaps were set to 15. The plane was a few minutes from touchdown, it had lined up with the runway but it was way too high. The runway was 5.5 Nautical miles away and they needed to lose some altitude. The pilots dialed in a descent rate of 1400 feet per minute into the autopilot so that they could intercept the glideslope or the correct descent path from above. Usually you fly below the glideslope, you intercept the glideslope and then you follow it down all the way to the runway. Intercepting a glideslope from above was a bit more tricky. A few moments later the plane was handed off to schipol tower, the first officer was flying the approach and the safety pilot noted that the radio altimeter was still broken. As he did so the plane intercepted the glideslope and the autopilot began to follow the glideslope. The plane was supposed to stay at 160 knots but from the moment it intercepted the glidelsope its speed started to fall. 10:24 am the flight 1951 got its clearance to land on runway 18R the captain acknowledged. This would be the last time theyd hear from flight 1951. The plane continued to slow it the plane hit the required speed of 144 knots at an altitude of 800 feet and they extended the flaps to 40. Moments from touch down the captain and the first officer went over some checklists. As they were about to check off the last item on the checklist the captain called out 500 feet, The non flying pilot monitors the planes altitude and makes call outs so that everyone knows where the plane is in relation to the ground. The last item on the checklist was to warn the cabin crew about the landing so that they could be seated for landing. As the safety pilot fini

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: RingwayEnthusiast - Own work 747 Hangar Image: Richard Vandervord - http://www.airliners.net/photo/British-Airways/Boeing-747-136/1446802/L/ This is the story of british Airways flight 888. On the 11th of may 1976 a british airways 747 was on its way from london to melbourne with stops in bahrain bangkok and kuala lumpur. Fun fact this flight was operated by the BOAD or the british airways overseas division, I did not know that they had an entire separate division for their overseas operations. We join flight 888 on at night as it makes its way from bangkok to kuala lumpur with 104 people on board. The captain was the one flying and tonight he’d be landing on runway 15 at Kuala lumpur’s Subang international airport . Before the plane started its descent into Kuala Lumpur the crew went over the VOR approach to runway 15. This approach called for them to overfly the VBA VOR, it was situated 15 nm from the threshold of runway 15 and 1 nm to the north of the extended centerline. They had to pass the VBA vor at atleast 2000 feet after that they could head towards the NM beacon which was on the runway’s extended centerline. You had to maintain 860 feet as you passed over the NM beacon and only start descending when you had the runway insight and when you were on the glideslope. With the briefing out of the way the crew calibrated their altimeters and their radio altimeters, their radio altimeters would start warning them when they were at about 866 feet above the ground. It would start making a sound at 866 feet and then as they descended it would grow louder till they hit 791 feet. Soon the approach was under way the plane over flew the VBA VOR and the runway lights shone in the dark landscape, guiding the plane towards the airport. Having passed the VBA VOR the plane descended down to about 860 feet near their decision altitude. A warning sound played indicating that they were near their decision height. As this warning buzzed in the background the captain called for flaps 20 and for the gear to be lowered. Flaps are these surfaces that extend from the trailing edge of the wing, they help the plane generate more lift at low speeds. They come out in increments, for example at the flaps one setting they come out a little bit then at the flaps 5 setting a little bit more, and even more at flaps 10. You get the idea. As the gears came down one of the landing gear warning light became dislodged from its holder socket and so the flight engineer had to verify the status of the gear on his panel. Thus disrupting his checklist. The captain doesn't notice this but no one extended the flaps to 20. Neither pilot replied with flaps 05 confirming that they had done what the captain had asked nor did the captain follow up on this. As the plane approached the NM beacon the plane was carrying a bit too much speed as no one had extended the flaps, the flaps generate a lot of drag, ideally the speed should be a bit slower, so now the captain was doing three things at once, he had to line the plane up with the runway, maintain altitude and find a way to lose some speed. The plane was nearing the NM beacon and slowly the huge 747 started descending, the pilots in the cockpit were unaware of what their plane was doing. The plane overflies the NM beacon and the captain calls for flaps 25, the first officer asks in a confused voice “25 from 10?” remember he had not heard the call to extend the flaps to 20. So hes confused about the captain skipping flaps 20. But the captain didnt reply to the first officers query. In the cockpit each pilot went back to what they had been doing, the captain flew the plane, the first officer

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Airspace: https://www.youtube.com/channel/UCIFpfSTM-3X3NpwVoh7VviQ A320 Image: Sean d'Silva - http://www.planespotters.net/Aviation_Photos/photo.show?id=068571 Panel Image: Joao Carlos Medau from Campinas, Brazil - Cockpit View PR-AVP A320-214 msn 4891 Uploaded by Dura-Ace Wreck Images: The Bureau of Aircraft Accidents Archives This is the story of Indian airlines flight 605. On the 14th of february 1990 an indian airlines A320 was making the trip from Bombay to bangalore india. This was the planes third flight of the day and it had 146 occupants onboard, they were flying the brand new A320. One of the most sophisticated planes in the sky, even today.The since the plane was brand new this plane had two captains on board. In the right hand seat was the captain in training, he was in the process of getting familiarized with the plane and the route, the captain in training was very experienced but he only had 68 hours on the a320. In the left hand seat was the supervising captain, he had about 250 hours on the a320 and he had been to france to learn all the ins and outs of the a320. With two captains on board The plane took off from bombay at about 12 pm, it was delayed by about an hour. But once the plane was up in the air it was smooth sailing. The plane climbed to 33000 feet. As the plane settled into its cruise the pilots got in touch with bangalore center. They had to let the controllers know about their estimated arrival time at bangalore and with the way things were looking the pilots estimated to enter the madras Flight information region by 12:36 pm and to reach bangalore by 1:04 pm. They also talked about the weather at bangalore, there were clouds at 2000 feet over the airport and winds were at 5 knots and 10 kilometers of visibility, pretty good weather. By 12:44 pm they were getting quite close and the pilots requested permission to descend. Air traffic control cleared them down to 11,000 feet as they got closer to the airport.As the plane descended the pilots turned their attention the approach that they'd be flying today. They planned to use a VOR DME approach to land on runway 09. This approach required them to descend from 6000 feet at 11 miles from the airport and to descend from 4500 feet at 7 miles from the airport. They werent allowed to go below 3280 feet without sighting the runway. It was 12:53 pm and bangalore ATC had the plane on radar, as the plane kept descending the pilots configured the plane for the landing. It was one pm and the plane was 7 miles away, flight 605 got transferred to the bangalore tower. In the cockpit the final checks were being carried out. The captain in training asked the cabin crew to prepare for landing. If things went right They'd be on the ground in a few minutes. But the plane was a bit above the glide slope, it wasn't so high above the glide slope that it jeopardized the landing, but it's something that the pilots had to contend with during the final approach. To fix this the captain in training asked the other pilot to set the vertical speed to 1000 feet, he was essentially telling the autopilot to descend at 10000 feet per minute, this was a steeper descent than usual and so that would allow them to get back on the correct glide path. A bit later the captain in training calls for a descent rate of 700 feet per minute. They had now intercepted the correct glideslope, therefore they didnt need to descend as fast. From the cabin this looked like any other landing, nothing made you think that anything was out of the ordinary. But in the cockpit the pilots knew that something was off, the plane was well below the glideslope. The automated radio altimeter kept calling out their altitude, 400, 300 200. Ideally when you hear these callouts you should be very close to the runway but the safety of bangalore's runway was still far away. Flight 605 ran out of time, the plane touched down on a golf course near the airport. The first touchdown was soft enough that most passengers thought that they had landed on the runway but the second impact was much more severe, the plane impacted a 12 foot high embankment

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Airspace: https://www.youtube.com/channel/UCIFpfSTM-3X3NpwVoh7VviQ A320 Image: Sean d'Silva - http://www.planespotters.net/Aviation_Photos/photo.show?id=068571 Panel Image: Joao Carlos Medau from Campinas, Brazil - Cockpit View PR-AVP A320-214 msn 4891 Uploaded by Dura-Ace Wreck Images: The Bureau of Aircraft Accidents Archives This is the story of Indian airlines flight 605. On the 14th of february 1990 an indian airlines A320 was making the trip from Bombay to bangalore india. This was the planes third flight of the day and it had 146 occupants onboard, they were flying the brand new A320. One of the most sophisticated planes in the sky, even today.The since the plane was brand new this plane had two captains on board. In the right hand seat was the captain in training, he was in the process of getting familiarized with the plane and the route, the captain in training was very experienced but he only had 68 hours on the a320. In the left hand seat was the supervising captain, he had about 250 hours on the a320 and he had been to france to learn all the ins and outs of the a320. With two captains on board The plane took off from bombay at about 12 pm, it was delayed by about an hour. But once the plane was up in the air it was smooth sailing. The plane climbed to 33000 feet. As the plane settled into its cruise the pilots got in touch with bangalore center. They had to let the controllers know about their estimated arrival time at bangalore and with the way things were looking the pilots estimated to enter the madras Flight information region by 12:36 pm and to reach bangalore by 1:04 pm. They also talked about the weather at bangalore, there were clouds at 2000 feet over the airport and winds were at 5 knots and 10 kilometers of visibility, pretty good weather. By 12:44 pm they were getting quite close and the pilots requested permission to descend. Air traffic control cleared them down to 11,000 feet as they got closer to the airport.As the plane descended the pilots turned their attention the approach that they'd be flying today. They planned to use a VOR DME approach to land on runway 09. This approach required them to descend from 6000 feet at 11 miles from the airport and to descend from 4500 feet at 7 miles from the airport. They werent allowed to go below 3280 feet without sighting the runway. It was 12:53 pm and bangalore ATC had the plane on radar, as the plane kept descending the pilots configured the plane for the landing. It was one pm and the plane was 7 miles away, flight 605 got transferred to the bangalore tower. In the cockpit the final checks were being carried out. The captain in training asked the cabin crew to prepare for landing. If things went right They'd be on the ground in a few minutes. But the plane was a bit above the glide slope, it wasn't so high above the glide slope that it jeopardized the landing, but it's something that the pilots had to contend with during the final approach. To fix this the captain in training asked the other pilot to set the vertical speed to 1000 feet, he was essentially telling the autopilot to descend at 10000 feet per minute, this was a steeper descent than usual and so that would allow them to get back on the correct glide path. A bit later the captain in training calls for a descent rate of 700 feet per minute. They had now intercepted the correct glideslope, therefore they didnt need to descend as fast. From the cabin this looked like any other landing, nothing made you think that anything was out of the ordinary. But in the cockpit the pilots knew that something was off, the plane was well below the glideslope. The automated radio altimeter kept calling out their altitude, 400, 300 200. Ideally when you hear these callouts you should be very close to the runway but the safety of bangalore's runway was still far away. Flight 605 ran out of time, the plane touched down on a golf course near the airport. The first touchdown was soft enough that most passengers thought that they had landed on the runway but the second impact was much more severe, the plane impacted a 12 foot high embankment

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Beechcraft 1900D Image: https://commons.wikimedia.org/wiki/User:Piotrus Crash Images: NTSB Drum Images: NTSB This is the story of colgan air flight 9446. On the 26th of august 2003, a beechcraft 1900d was to fly from barnstable municipal airport to albany international airport in new york. It was 3:20 in the afternoon, but this wasnt a usual flight thought this was a repositioning flight. The plane had just undergone some maintenance and this flight was meant to get the plane to its base in albany. So this plane only had two people onboard the pilots. The pilots worked preparing the plane for takeoff, once they were done with the checklists they started taxing the plane, they talked among themselves about taxi procedures and engine start procedures. In a few minutes they were near runway 24 waiting for another plane to land. At 3:58 pm local time the plane took off from runway 24. As soon as the plane took off things started to go wrong, the pilots complained that they had a runaway trim. In the cockpits the pilots were struggling to control the plane, The captain said “kill the trim kill the trim” as he wrestled with his plane. But that didnt do the trick, the captain called for a disconnect of the trim system as it was still forcing his plane to nose down. They even tried pulling a circuit breaker to solve the trim issues but the issues persisted. the pilots requested an emergency landing on runway 33, ATC cleared flight 9466 to land on any runway that they wanted, the plane somehow climbed to an altitude of about 1100 feet and it was still in its left turn. As people watched, the nose of the plane started to drop. It was dropping with each second. As the nose dropped the plane lost altitude and gained speed, the plane crashed nose first into the waters off of yarmouth massachusetts. Both pilots did not make it. With the plane in shallow waters tit was possible for the investigators to study the wreck and to get to the flight data recorder. There wasn't a whole lot of data since the flight was so short but what was there told them of something that had gone horribly wrong. Before we go any further lets get some terminology out of the way.The elevators are control surfaces at the back of the plane that controls the pitch of the aircraft. On this particular takeoff they noticed that the pilots needed to apply 60 pounds or 27 kilos of force on the control columns to manipulate the elevators, compared to other take offs this was unusually high, once the plane was in the air the data showed that something was forcing the nose of the plane down. To the investigators it looked like the elevator pitch trim was forcing the plane into a dive. When you trim an airplane the control surfaces are set in such a way that the plane maintains a particular state without the pilot having to do much. For example if you trim the plane up the plane will pitch up even if the pilot doesn't touch the control columns. To see if something was off with the trim system they started digging into the history of the plane, this plane had been well maintained. The plane was maintained with something known as CAMP or the continuous airworthiness maintenance program. The camp program included a lot of inspections from structural inspections to detail inspections. Lets focus on the detail inspections, the detail inspections were divided into 6 phases and each phase was performed after 220 hours of flight time.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 BAC 111 Images: Ken Fielding/https://www.flickr.com/photos/kenfielding Public domain Post cards Crash Site Public domain APU:https://en.wikipedia.org/wiki/User:YSSYguy https://commons.wikimedia.org/wiki/User:David.Monniaux This is the story of Mohawk Airlines Flight 40. On the 23rd of june 1967 a BAC 1-11 was flying from Syracuse to Washington DC with a stop over in elmira new york. The BAC 1-11 that they were flying was brand new having only had its first flight the year before. Also Do you think that BAC should have called the one eleven the triple one, you know like how we say 777 today, i think triple one sounds a lot better. By 2:07 pm local time the plane was at elmira. At elmira a few people got off and a few people got on, bringing the total number of passengers on the flight to 30. Soon after everyone was onboard flight 40 got its IFR or instrument flight rules clearance to washington. Their clearance only allowed them to climb to 6000 feet instead of the requested 16000 feet as there was conflicting traffic in the area. The plane took off from Elmira at 2:39 and the controllers watched as the plane took off and turned left towards the south. Soon after takeoff the plane was handed off to New York center and the plane continued to climb. At 2:44 Pm new york center cleared the plane to climb and maintain 16000 feet, The controller at new york center listened for acknowledgement , but nothing, Flight 40 was not responding. The controller turned to his radar scope. The radar screen updated every 12 seconds or one sweep. At first the plane appeared to slow down then it moved latterly during the next sweep. In the air, as new york center cleared them to climb the first officer remarked, “It's hard to tell just what it is”, something was not going according to plan. They pulled back their speed. For some reason they were having control problems. The first officer said “Theres something screwy here”. The pilots decided to return to elmira, but their transmissions werent going through. No one on the ground knew that flight 40 was in trouble. In the cockpit the captain exclaimed “weve lost all control we dont have anything” as they struggled to turn their plane back towards elmira. By 2:46 pm the captain was no longer trying to turn the plane back towards the airport. He was trying to keep it level. He then asks his first officer “what have we done to that tail surface? You have any idea” To which the first officer replied with “I dont know I just cant figure it out”, but their attempts were in vain, the plane started to dive the speed of the plane increased from 224 knots to 315 knots. In the cockpit the captain said “ive gone out of control” that was the last thing recorded on the Cockpit voice recorder. At new york center, by the third sweep of the radar screen the blip that represented flight 40 was nowhere to be found. ATC re routed a piper aztec to the last known position of flight 40. The pilot of the aztec radioed in a burning wreck of a plane. It was flight 40. Unfortunately none of the 34 people onboard survived. People in the town of Mansfield Pennsylvania saw the plane go down. Those eye witness testimonies gave the investigators the first clues to unlocking what happened to flight 40. They saw a plane that was flying lower than other planes in the area and at first it was flying level. But then they saw smoke coming out of the plane, from the back. The witnesses couldnt agree on the color of the smoke. Some said it was grey some said it was black and some said it was brown, almost rust colored. But the eyewitness testimonies pointed to one culprit. An inflight fire. A look at the wreckage corroborated what the eye witnesses had said

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Image Credits: NOAA NTSB https://commons.wikimedia.org/wiki/User:Masc243 This is the story of NOAA42 a P3 orion. Storms are scary, most people run from them. If there's an airport in the vicinity of a storm's path there's no doubt that it will be shut till the storm passes. If youre in the air pilots avoid storms and will do anything to stay out of the path of one. That's what wed do . But there's a group of people dont fly away from storms and hurricanes, they fly towards them. Im talking about hurricane hunters. In the US theyre a part of NOAA or the National oceanic and atmospheric administration. NOAA has highly modified planes that are designed to fly into storms and hurricanes to collect valuable data about them, this helps NOAA accurately predict a storm's path and its intensity. In this fleet it has a modified P3 orion packed to the gills with scientific instruments to poke and probe a hurricane. On the 9th of february 2007 NOAA42 was to take off from st johns. The mission was to investigate a low pressure weather system in the atlantic. This was routine for the crew. They had done the same thing the night before and today they were back for more after a day of rest. They'd need a lot of rest after flights like these, they planned to spend 7-8 hours in the air studying the system and gathering data. By 2:53 Pm local time the plane took off from St johns bound for the emptiness of the atlantic ocean. The four turboprop engines pushed the plane into the sky. Soon it was at 3000 feet as it headed out. The light began to fade and the temperature began to drop the crew turned on their anti icing systems just to be safe. An hour passes and the plane gets pushed around by some turbulence, the pilots noticed that the windshield was a bit dirty, there was some buildup in the corners. It looked like ice but it didn't melt no matter what they did. They didnt think much of it, they then had to start collecting data, they took the plane even lower down to 2500 feet to collect weather data. The flight was still normal and data collection went fine for the next few hours. When i say the flight was normal i mean normal for these pilots, they were battling winds of up to 95 knots a few thousand feet above the surface of the ocean. That is objectively horrifying. By 10 Pm, they were almost done with their mission they were getting ready to drop their last dropsnode. The dropsnode is this tube filled with sensors with a parachute at the end, they're dropped from the plane and it collects data all the way down to the surface of the ocean. They dropped the drops node and began downloading the data as the plane held 3000 feet. Moments later a few crewmembers in the cabin noticed flames from engine number 3’s tailpipe. The crew member immediately got on the intercom and said “fire on number three flames flames flames”, at the same time the pilots in the cockpit got a warning light letting them know that the turbine inlet temperature for engine number three was very high but they got no fire warning, the power produced by the engine began to reduce. The captain immediately took action and ordered an emergency shutdown of engine number three. Inorder to compensate They increased power on engines 1 2 and 4. As the first officer was working through the emergency checklist for engine number three a voice in the intercom said. Fire on number 4 and like before, the turbine inlet temperature was very high and the power started dropping off but no fire warning. They started the emergency shutdown checklist for engine number 4 as well. The Orion turned west and the captain increased power on the two remaining engines cautiously. The plane climbed but engines 1 and 2 were working overtime to keep this plane in the air the captain was worried that the high angle of attack or just too much stress on the

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of N193GE. But before we get started, We’re really close to hitting 100k subscribers. I'd appreciate it so much if you could subscribe or like to get us over that mark. On the 13th of august 1999, On the ground at Manchester, New hampshire, at 1:11 PM local time a pilot let's call him bob was filling his plane up for a flight to Denver international airport. He was flying a cessna 208 which was owned by grey stoke engineering incorporated. He filled the plane up with 654 gallons or 2500 litres of Jet A fuel. With this the plane weighed 10,000 pounds or 4500 kgs. The plane took off from Manchester municipal airport soon after that. As soon as the plane took off the plane started to turn to follow the instrument flight plan that the pilot had filed. The initial parts of the climb were uneventful. But as the plane reached 800-900 feet in altitude the pilot started to smell something odd. He started to smell fuel. Sometimes some planes might smell a bit like jet fuel. Thats normal especially for small planes like the Cessna 208, but this smell was much stronger than that, so much so that the pilot stopped his climb and started looking around for the source of the fumes. He sat there in his seat and strained to look around and locate the source of the fumes. But from his spot in the cockpit the pilot could not figure out where the fumes were coming from. He wasn't taking any chances, if there was something wrong with his fuel system he did not want to find out what was broken in the air. He radioed ATC and asked them for vectors to the nearest airport where he could put his plane down, in preparation for his landing he started descending. He then looked down and saw something that truly shocked him, there on the floor of the cockpit was about an inch of fuel. His feet were steeped in fuel. His cabin was filling up with fuel! In an attempt to prevent an inflight fire he turned off the radio. Which was understandable as the slightest spark could set the whole plane ablaze. As he descended he noticed that his situation was getting worse , The amount of fuel on the floor was growing. It was now well past the one inch mark and showed no signs of slowing down. But the risk of a fire wasn't the only thing he had to worry about, the massive amount of fuel and fumes in the cabin made it hard for him to see, His eyes burned his vision was blurred and he could barely breathe in the cockpit. The fuel was now upto his ankles and the charts that he used for navigation now floated freely around the cabin on top of the fuel. His situation was dire. Even if he made it to an airport it would be of no use if he couldnt see or if he was unconscious due to the fumes. He had to put this plane down now. Runway or no runway. He turned the plane into the wind and spotted a field out in front of him. It was his best option, no it was his only option. Fighting through the blurry vision , burning eyes and suffocating fumes he lined the plane up with the field as best he could. The plane touched down and the pilot applied maximum brakes. As he landed he saw a 3 foot deep ditch in his path, but it was too late to avoid it and after this he has no memories of what happened next. The plane went through the ditch which ripped its nose gear off and the plane came to rest on its nose. There was another plane in the air who was watching all of this unfold. From the air the plane came to a stop and for 5 minutes nothing happened. Then the pilot exited the plane and crawled away from the plane and that was not a moment too soon. 5 minutes after the plane came to rest it burst into flames. The next thing that the pilot remembers was being treated by first

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Podcrashed Podcast: https://podcasts.apple.com/us/podcast/the-podcrashed/id1544663096 747 Image: Ted Quackenbush - Gallery page http://www.airliners.net/photo/United-Airlines/Boeing-747-122/0108466/L NTSB This is the story of United Airlines flight 811. On the 24th of february 1989, a united airlines 747 was to fly from honolulu hawaii to sydney australia with a stopover in Auckland . The plane had 355 people on board. This was actually a flight that had originated in LA and so far everything was going great. This next leg would be flown by captain David Cronin, this was his second last flight before retirement, First office gregory slader and flight engineer randal thomas. On the ground the incoming captain surveyed everything, the notices for airmen, The maintenance records of the plane, flight restrictions. The plane left the gate at 1:33 am local time. As they taxied the pilots checked if everything was closed and secured. With everything in the green they lined up on runway 8R. The plane took off and it turned towards the dark skies over the pacific. As they climbed they picked up some thunderstorms on their radar, So they radioed for a deviation to the left and they turned the seatbelt sign on just in case things got a bit too bumpy. The plane kept climbing to its cruising altitude as the plane passed though 22,000 feet the pilots heard a thump which shook the plane. The thump was immediately followed by a loud explosion. They had just had an explosive decompression. The Cabins are pressurized so that people inside can breathe. An airplane is essentially a pressurized aluminum can. When theres a breach in the skin of an airplane all of that pressurized air rushes out. Actually for a decompression to be considered an explosive decompression it must happen in less than half a second. This is so fast that the lungs can't decompress fast enough. On flight 811 something had breached the hull. The pilots donned their oxygen masks but found that there was no oxygen available. The captain immediately initiated an emergency decent to get the plane down to a safer altitude and they also turned the plane away from the storm. As the captain worked on getting the plane down to a safe altitude the first officer was on the radio with ATC, letting them know about their emergency descent. As they descended they noticed that engine number three was in trouble. It was vibrating a lot and the exhaust temperatures were plummeting. The second officer went into the cabin to see what was happening, he came back with bad news. The entire right hand section of the forward fuselage was missing. Cabin crew members were holding on for dear life as strong winds whipped through the cabin. As the pilots took in the news about their plane having a huge gaping hole in its side. Engine number four, the outboard engine on the right hand side of the plane, started giving them trouble. People could see flashes of flames from the engine. Not wanting to make things worse, the crew shut the engine down. Soon they were inbound to land on runway 8L at honolulu. They slowed the plane down and extended the flaps; this didn't go well; they had an asymmetric extension of the flaps. So they just used the trailing edge flaps on the right hand wing. It was in this state that they made their approach, a plane with a massive gaping hole in its side, with two of its four engines out and flaps that didnt work. But flight 811 touched back down on the runway. At 2:34 am the plane came to stop on the runway and they evacuated the plane right there on the runway. Unfortunately 9 people were not accounted for on the ground. An extensive air and sea search for those 9 people failed to find them.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Tu154 Image: Aktug Ates - Gallery page https://www.jetphotos.com/photo/6174650 Photo https://cdn.jetphotos.com/full/1/16301_1202811990.jpg Rolf Wallner - http://www.airliners.net/photo/BosnaAir/Tupolev-Tu-154M/0420691/L/&sid=27016eff4a4a11046da5bf8e42f2b51e Path Image: Wikipedia This is the story of vnukovo airlines flight 2801. On the 29th of august 1996 a TU 154 was flying from Vnukovo international airport in moscow to Longyear airport in svalbard norway. The plane had 130 passengers on board. This was a chartered flight filled with coal mining families from the towns of barentsburg and pyramiden in svalbard., the captain for this flight had landed in Svalbard before and this was the first officer's first time. The crew was rounded out by a navigator and a flight engineer. The plane took off from moscow without any issue and soon it was over the barents sea cruising at 35,000 feet streaking towards svalbard at 500 kmph or 310 miles per hour. Before they got in touch with longyear controllers on Svalbard the crew went over their plans. They'd be landing on runway 10. The approach to runway 10 was simple enough you flew along the coast line and then you turned to line up with the runway and you just followed the ILS beacon down to the runway. By 7:55 am they were ready to start their descent, but they couldnt establish communication with Bodo control. Right after that they were in touch with Longyear AFIS. Afis stands for aerodrome flight information system. In this case it was a person that gave out information about the airport to approaching planes. Information like the runway in use the winds temperature that sort of stuff. The AFIS officer was not a controller, he was just a person who gave out information. The AFIS officer told the crew that the runway in use was runway 28, so theyd have to approach the airport from the other side to land on runway 28. But the crew didnt understand this due to language difficulties, they tried asking for runway 10 again but the AFIS officer told them that runway 28 was the runway in use. This seemed to get the point across, the crew began preparing for an approach to runway 28. Compared to runway 10, runway 28 was a different beast altogether. Runway 28 was bordered by high mountains this meant that you couldnt just line up and land. Runway 28 needed what's known as an offset approach. For the offset approach you needed to fly to the ADV beacon and then you needed to make a sharp right turn to fly away from the airport. When you were sufficiently far away you had to make a 180 degree turn and fly towards the airport, this inbound leg took them right down the middle of a valley known as the advental valley. On the inbound leg they could tune a beacon called lima alpha situated at the foot of the runway. This would help to help guide them through the valley. If you flew towards the beacon on a heading of 300 then it would take you straight down the valley, keeping you safe from the 3000 foot peaks on either side. When you were close enough to the runaway you could turn, line up and land. This is what the crew had to do to land on runway 28 but today it was quite cloudy and that would just make things harder. By 8:15 am the plane was at the ADV beacon, the plane made the right turn that would take it away from the airport. In two minutes they were ready to make their 180 degree turn to turn back to the airport. The navigator said “ah abeam eight miles inbound” to signify that they were almost established on the inbound vector towards the airport and that theyd announce when they were at the 8 mile mark. The AFIS controller checked his VDF display to see if the plane was where it was supposed to be, it was ,so he responded with “correct”. That was that. As the plane came out of the 180 degree turn confusion was brewing in the cockpit the pilots werent sure if they had made the turns correctly. The first officer said “maybe we took the fourth

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 CRJ Image: Arjun Sarup (http://www.airliners.net/photo/Air-India-Regional/Bombardier-CRJ-702-(CL-600-2C10)/2160550/L/) This is the story of Alliance air flight 9801. On the 20th of july 2011 a CRJ 700 was flying from delhi to kanpur india. The plane was scheduled to leave delhi at 5 am UTC and it was great weather for flying. They had visibility of about 5 miles with clear skies. By 5:15 am UTC the plane took off from delhi bound for kanpur. This was a short flight and by 6 am UTC they were nearing their destination. They got in touch with Air traffic control to get an idea about the weather at the airport. It wasnt as good as delhis. It was cloudy and overcast and thunderous showers drenched the runway and visiblity was at 2000 meters or 6500 feet. More than enough for this CRJ to land. But it didnt stay that way at first the visibility dropped to 1500 meters or 5000 feet and then it dropped again to 800 meters or 2600 feet and it was raining. This wasn't good. The plane couldnt land when the visibility was so low, ATC asked about their endurance, they wanted to know how long flight 9801 had in the air. The captain let ATC know that they’d loiter around the airport for another 20 minutes and if the weather did not clear up in that time then theyd divert to lucknow. But by 6:40 am UTC their luck changed, the weather was more or less the same but the visibility started improving. They now had a visibility of about 1200 meters or 4000 feet. This was enough for them. The captain decided to carry out an ILS approach onto runway 27, the captain was warned about the runway. He was told that the runway had quote “water patched on runway” end quote. The rain had left puddles on the runway but it shouldnt pose too much of a problem to the CRJ700. As the plane started its approach the pilots configured the plane for landing, the flaps were extended to 45 degrees, their maximum setting. The first officer made callouts at predefined altitudes above their minima, or the minimum altitude that they were allowed to descend to without sighting the runway. The plane was on glide and all seemed to be going well. As the plane descended it was jostled around by a 5 knot wind from the left. But it kept descending. Then right as they reached their decision altitude the runway came into view. Runway 27 was right in front of them. The pilots took the plane lower and lower. It was just 50 feet above the runway and the captain pulled back power to put the plane on the ground. But that didn't happen. The plane floated along the runway. Usually at this point in a landing the plane just gently touches down on the runway, but not flight 9801, it had used up a significant portion of kanpurs 9000 foot runway. The captain eventually put the plane down half way down the runway. They braked as hard as possible, but there just wasnt enough runway for the plane to stop, the plane ended up overrunning the runway at about 50 miles per hour or 80 kilometers per hour and its wing sliced through the antenna at the other end of the runway. But this airport was also used by the indian airforce and they had intentionally padded the ends of the runway with soft soil to stop an airplane that overran the runway. So once the plane left the paved surface the gear dug into the soft soil and brought the plane to a safe stop. Its nice to see safety features working in the way that they were intended to save the day. That's kind of fortunate as there are a lot of buildings and roads beyond the runway. Even though this incident was relatively consequence free, i mean they didnt even have to evacuate the aircraft. There's a lot that we can learn from this to make flying safer all over the world.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Info Source:AAIB (https://www.aviation-accidents.net/report-download.php?id=142) 777 Image: Tomás Del Coro (https://www.flickr.com/people/45549579@N05) This is the story British airways flight 2156. On the 26th of september 2009 a british airways 777 was on the ground at the Robert L Bradshaw airport in St kitts. The plane was to fly from robert L bradshaw to VC bird international airport in Antigua. The British airways 777 was parked at a 45 degree angle to the terminal. This might seem unusual but it was done so that the plane could use its own power to taxi away from the terminal as no push back tug was available. This was the first time ether pilot operated here and were unfamiliar with the airport. As they were prepping to taxi they pulled up performance data to calculate takeoff parameters. Robert L bradshaw airport has a single runway. Theyd be taking off from runway 07, but they knew that they didnt need the entire runway for the takeoff run. They decided to start their takeoff roll from the point where taxiway alpha joined the runway. This meant that they wouldn't have to backtrack down the runway for a full length departure. This was 100% allowed, their systems confirmed that they'd have more than enough runway even if they started their takeoff roll from the alpha intersection. After this, they briefed the departure and arrival into VC bird international, the first officer felt that the airport charts at Robert bradshaw international lacked clarity and information. But it was a small airport so theyd be fine. The first officer took the plane into a right turn and began following a yellow taxiway line. As they reached the intersection, they held short of the runway. During this time the captain completed the before takeoff checklist. They also had to wait bit because the cabin wasnt secure. After that was sorted out they took the 777 onto the runway and lined up. On this flight, in the cabin was a british airways station engineer and a british airways airport duty manager. They were seated on the right hand side of the plane. From their windows they could see the runway stretching out in front of them. While the plane taxied, they noticed they were on taxiway bravo and figured the plane would make a left turn and taxi down the runway and then line up. However, when the plane did the opposite and took a right turn to line up with the runway they were shocked. They had good reason. The plane was at intersection bravo and intersection alpha, their planned departure point, was all the way back here. The length of runway available at intersection bravo was significantly less than intersection alpha. From intersection alpha youd have about 1915 meters or 6200 feet of runway from intersection bravo youd have about 1200 or 3900 feet of runway. In the cockpit they sensed that something was off. The captain stated that the runway looked very short and asked the first officer to stand on the brakes while applying takeoff power. In the cabin, the station engineer and the airport duty manager knew exactly what was wrong. The station engineer ran up to the cabin manager at the front of the plane. He told her that he needed to contact the flight crew immediately as they were in the wrong position. But before anything could be done, the station engineer heard the engines power up. He got to an empty seat in row 4 and buckled in. This plane was going whether he liked it or not.

So Im trying to record a video but the AI is making it hard smh #shorts

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A330 Images: Allen Zhao(http://www.airliners.net/photo/AirAsia-X/Airbus-A330-343X/1935944/L/) Masakatsu Ukon (https://www.flickr.com/people/129575161@N05) This is the story of air asia x flight 221. Most of you have heard of air asia but did you know that Air asia has a long haul subsidiary called air asia X? Flight 221 wasan air Asia x flight. On the 16th of august 2016 an Airbus A330 was flying from Sydney to Kuala lumpur. The plane had 234 passengers and 10 crew members onboard. At about 9:37 pm the plane lifted off from Sydney and turned northwesr bound for Kuala lumpur. Much of the climbout was uneventful. The plane cruised at 38,000 feet as passengers settled in for the night. 240 nautical miles from the airport of alice springs, the master caution light in the cockpit came on. The flight computer had detected a loss of oil pressure in the right hand engine or engine number two. On the ECAM display it showed them an error telling them that the pressure was low. The captain immediately took over flying duties from the first officer and they pulled back power on engine number two to idle. They turned to the handbook, the procedure for this emergency told them to monitor the engine and to shut it down if the problem persisted. Despite the engine being at low power the problem did not go away. they took stock of the situation. They had a low oil pressure warning on the right hand engine, but other than that all other parameters of the right engine were in the green. They considered the possibility that it might just be a false warning. To test the engine out they advanced power on the right hand engine. Right after they did that the right hand engine stalled and began vibrating, the computer cut fuel flow to the engine in an attempt to get it under control. Now the ecam display showed the warning engine two stall. The engine recovered. It wasn't back at a 100% but the vibrations had stopped and it was stable. The pilots declared a pan pan pan, which is like a mayday but less serious. Right after they did that the right hand engine stalled again, bringing the vibrations back but this time it did not recover. Flight 221 just lost an engine over the middle of nowhere. The crew talked about the state of the engine, was it damaged, could they get it back online? They consulted the manuals and as they did they shut the engine down. As this happened, they let ATC know that they were planning on diverting to melbourne. The pilots also talked to technitinas on the ground. They also preferred a diversion to Melbourne as they had support assets at melbourne. But at the end of the day the decision was the captains and he opted for Melbourne, and kept Adelaide as an emergency backup if things got worse. With that they started their long trek to melbourne. Can we talk about the distances involved here for a sec. At the time when they decalred their pan pan pan alice springs was 380 kilometers or 236 miles away. Adelaide was 1000 kilometers or 621 miles away and Melbourne was 1500 kilometers or 932 miles away. That is insane, the flight to two of their diversion airports were longer than some short haul flights. Australia is massive isn't it? On their way back they tried to get the engine back up and running but they were met with a warning that said engine fail so they left it at that. The manual called for another restart attempt if the engine wasn't damaged. So after a while they tried again they were getting close to Melbourne and having two engines on landing would be great. Attempt number two seemed to go better, at first atleast and then the engine started to vibrate and they didn't attempt another engine restart after that.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 TWA L1011 Image: Ted Quackenbush - http://www.airliners.net/photo/Trans-World-Airlines/Lockheed-L-1011-385-1-TriStar/0110038/L/ Stall Images: DLR, CC-BY 3.0 Interiot - Original source: http://wwwsam.brooks.af.mil/af/files/fsguide/HTML/Graphics/fig_28-11.gif This is the story of TWA flight 843. On the 30th of july 1992 an L1011 was planning to fly from New yorks JFK airport to san francisco. The flight had 280 passengers and 12 crew members on board. At about 5:16 pm EDT ATC came on and cleared the plane to taxi to runway 13R.The runway was more than 14,000 feet long, more than enough for this L1011 tristar to get airborne. By 5:40 pm the plane was at the runway and the first officer was at the controls ready to take his plane into the sky. The captain acknowledged their takeoff clearance. Power was advanced and flight 843 was on its way to san francisco. As the plane picked up speed the captain called V1,, indicating that they couldnt reject the takeoff after this point. They went past the Vr speed and the plane started lifting off into the sky. At an altitude of about 16 feet the stick shakers activated and the first officer said, “getting a stall”. A stall is a situation in which your wings arent generating lift to keep the plane in the air. In the cockpits the control columns vibrate letting the pilots know that they were very close to a stall. Its designed to draw your attention to it because it's just that serious. The first officer felt that the plane wasnt performing as usual. He felt that the plane could not climb out and handed the plane over to the captain by saying “you got it”. The captain now had a split second to make a life or death decision, the fate of 292 people rested on his shoulders. In the background The flight engineer kept saying “ get it off get it off” and they got a transmission from the tower “TWA 843 heavy, numerous flames”. The captain saw runway the in front of him, but it was unlikely that theyd have enough runway to come to a stop. He checked the status of the plane, the plane had the right attitude for takeoff and the right air speed but he felt that the plane would not fly. Heres a quote from the report. “ He said he positively did not believe that the airplane would fly”. 1.7 seconds after the captain assumed control of the plane the plane touched back down on the runway. He applied full reverse thrust and maximum braking, but the plane was not slowing down fast enough. It was almost as if the brakes were losing their effectiveness. In front of him loomed a blast fence beyond the end of the runway. They just had 1500 feet of runway left and the plane was still travelling at 100 knots. The captain knew that they would run out of runway before they stopped. So he turned the plane left onto the grass. He was confident that he could stop the plane on the grass or the concrete beyond it. As the plane left the runway a thump signaled that the nose gear had collapsed. Soon the plane came to a stop on the grass. The captain immediately turned off the fuel and the ignition switches. He asked the first officer to pull the fire extinguishers in the engines. He immediately got on the PA system and said “"This is the captain, evacuate the aircraft." After that he went into the cabin to direct the evacuation. They were not out of trouble; they opened one of the hatches on the right side only to find flames and smoke outside. The captain walked through the plane one last time and making sure that no one was left behind. He was the last one to leave the plane. In 90 seconds passengers and crew were beside the plane watching it burn, within minutes the firefighters showed up and it took them about 45 minutes to get the blaze in control. The burnt husk of the plane smouldered on the side of the runway. Looking at the plane youd think that it was a mass casualty event, but miraculously every one survived. That was due to the amazing work by the crew. It's even more incredible when you consider that the crew did not have access to a few of the exits due to the fire. Even with that they were able to evacuate almost 300 people in about 90 seconds. Hats off to them.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 C17 Landing Footage: @eye trapper Y20 Image: http://www.airliners.net/photo/China---Air/Xian-Y-20/2542712/L/ C17 Images: http://www.dodmedia.osd.mil/Assets/Still/2006/Air_Force/DF-SD-06-03299.JPEG http://www.defenseimagery.mil; Staff Sgt. Jacob N. Bailey, U.S. Air Force U.S. Air Force Photo/Master Sgt. Scott Reed - immediate image source: Medevac mission, Balad Air Base, Iraq This is the story of the A C17 from the 437th airlift wing. The C17 is a massive beast, it can carry insane amounts of cargo and .. wait wait im being told that that's not the C17, and that that's a chinese y-20. This is a C17. Ugh Must have gotten my images mixed up, it's sooo weird that they look so similar. I WONDER WHY. Back to what I was saying, the C17 can carry cargo, a lot of it. During the pandemic Nato used c17s to transport 100,000 protective suits and the Indians used their C17s to transport cryogenic trucks full of oxygen from around the world. You need a lot of something sent somewhere? Chances are the C17 can do it. But somehow this plane can operate from very short runways, runways thats dont even need to be paved, the C17 can operate on gravel strips and even snow. Ill stop now before this starts sounding like an ad for the C17. On the 23rd of january 2012 the C17 would meet her match. The plane was to fly from Al udeid air base in Qatar to the forward operating base or FOB Shank in afghanistan with a stopover in Kuwait. When the plane was on the ground at kuwait the crew took on 111,000 pounds or 50 tons of cargo and 50,000 pounds or 22 tons of fuel. The plane left kuwait bound for Shank and the flight was normal, nothing out of the ordinary. At 6:13 am zulu time the pilots went over their landing briefing, they went over things like threats, weather, notices etc. They planned to use runway 34R which was 6800 feet long and for this landing they'd need all of the available length of runway. But they had a problem, their landing speed was higher than their Vbo speed, the Vbo speed was the highest speed at which they could use maximum braking, if they used maximum brakes before they hit they dropped down to the Vbo speed then that could really damage the brakes. So once on the ground theyd have to slow down to their Vbo speed and then they could use max brakes, this meant that theyd need more runway. Space was already at a premium. As they got closer they did their checklists, they'd be landing 20 knots faster than their Vbo speed and according to their calculations they'd need about 6000 feet of runway. They radioed in letting ATC know that they were planning on using the entire runway. The controller said that they could use all of the runway if needed but it would have to be at the pilots discretion, there was some equipment near the runway and ATC didn't have a clear view of that, as ATC worked to clear all of that up, the C17 began its descent from 27000 feet. The controller was unsuccessful in moving all of the equipment near the runway, they could use the entire runway but like i said before it had to be at the discretion of the pilot. The pilots discussed this among themselves and they decided that they'd make an approach and if anything looked out of the ordinary then theyd just go around. The giant plane lined up, ATC came on the frequency just to remind them that they couldnt see the entire runway and that using the entire runway would be at the pilot's discretion. The pilots acknowledged.

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Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Yak 42: https://www.flickr.com/people/46423105@N03 Image Credits: MAK This is the story of the Lokomotiv Yaroslavl disaster. On the 7th of september 2011, a yak 42 operated by the charter company yak service was operating flight 9633, from Tunoshna airport in yaroslav to minsk in belarus. They were ferrying some very important passengers, the Lokomotiv yaroslavl ice hockey team. They were part of the KHL and they were very popular in Russia at the time and in the world of hockey. They were superstars in their own right. That day the weather was good with light winds and tons of visibility. The yak 42 entered the runway and lined up with the centerline all ready to go. The runway was 9800 feet long, more than enough for the yak 42s takeoff run, if things went to plan they'd just need 3900 feet of runway. The pilots were satisfied and advanced the throttles to takeoff power. The plane began rolling down the runway, gaining speed with every second. It was hurtling down the runway at about 130 knots, but the plane did not lift off something bound it to the earth. But the plane was running out of space, the runway soon came to an end and the plane still wasn't airborne. It traveled past the end of the runway on the ground for another 1300 feet and it finally lifted off. The plane struggled to stay airborne, swaying precariously from side to side. It couldn't climb but it was off the ground. But luck soon ran out for flight 9633. In the planes flight path was an antenna, the plane at this point was only 20 feet off of the ground and it could not clear the antenna, the left wing clipped the antenna and the plane came crashing back down. The plane broke up during the impact. The tail section of the plane ended up in the volga river, the rest of the plane was strewn down the extended centerline of the runway. Of the 45 people on board only one person survived. No one from the hockey team survived. Right after the crash a ton of attention was put on the carrier, yak service. It wasnt the best airline out there. For example in 2009 the airline was investigated by the european commission for safety concerns, even russian authorities imposed sanctions on the airline. Moreover the airline was forbidden from flying into europe in 2010 for a few months. This airline was not in good shape. The investigators had a mountain of documents to go through and they had some stories to tell, they found that the training given to the crew was sub standard. The training that were done were marred with brakes and holdups, it wasnt a continuous training program. That was not all these pilots were trained on both the yak 40 and the yak 42, and they flew both planes. The yak 40 and the 42 arent that different, the Yak 42 is just a newer more modern version of the yak 40, but there were enough differences that pilots needed additional training to fly the yak 42. Usually pilots are trained to fly one and only one type of aircraft. If they want to fly another type of plane even from the same family theyd have to undergo simulator training and tests so that theyd understand the new plane really well. Here they went back and forth between both planes all the time. On this plane the first officer was the more experienced pilot, he infact held a high position in the company but he only had a few hundred hours in the yak 42 and that's why he was in the first officers position.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 707 Image: Ken Fielding JetPort Image: Jon Proctor 747 Image: Eduard Marmet - http://www.airliners.net/photo/Pan-Am/Boeing-747-121/1372694/L/ 707 Image: https://www.flickr.com/people/23344035@N03 Northwest Memorial: https://commons.wikimedia.org/w/index.php?title=User:Lzbn1r&action=edit&redlink=1 This is the story of pan am flight 799. Pan am, In a way it was the emirates of its day. It had a wide route network, amazing on board product and a kind of je ne sais quoi that very few airlines have. Over its long storied history it operated a lot of ground breaking planes, including the 707. On the 26th of december 1968 a cargo 707 was on its way from LA to Cam Rahn in Vietnam with two stopovers in Anchorage and da nang vietnam. The flight wasnt off to a good start, the leg from LA to anchorage was fine but they couldnt land at anchorage due to bad weather, so the captain opted to land at nearby Elmendorf airport. This made things a bit difficult for pan am, pilots who would fly the next leg were at the airport in anchorage and now theyd have to commute to elmendorf. In the grand scheme of things its not a big deal but its a nuisance nonetheless. When they finally got to Elmendorf both pilots got to talk a bit and they chatted about the plane. Apparently the thrust reverser on engine number 4 was being a bit troublesome. On top of that timing at Alaska was another tricky thing, a lot of planes overflew alaska, so you had to take off at a specific time and take your place in the imaginary highway in the sky so that planes were spaced out by a very safe margin. But it would be hard for flight 799 to stick to those timings on the 26th of december as they were having some trouble on the ground. They had some fuel calculation issues and they needed more fuel to be added to the plane, then they couldnt get the engines to start as the ground equipment was having some issues. By 6:02 am the plane was alive and it was headed for the runway. But the plane was held up again, the pilots wanted to climb to 31,000 feet and then climb to 35,000 feet after burning some fuel,but since they were delayed they missed their takeoff window, if they were to take off right now they'd have some traffic conflicts with those long range planes. There was another way they could take off right now and just cruise at a lower altitude but that would burn too much fuel and so the pilots opted to wait for 45 minutes and there the plane stood in the freezing cold for 45 minutes. Finally it was time for them to go they would be taking off from runway 23 as it was longer, as the crew did their checklist they called for a follow me vehicle, its basically a truck or car that you follow if youre not familiar with the airport. They taxied, the captain was focused on taxing the plane safely on the icy taxiway, the first officer was on the radio with oceanic control making sure that there were safe to climb and the flight engineer was busy crunching the numbers to see how quickly theyd be able to get up to 35000 feet. Even as the plane lined up the first officer was on the radio with oceanic control making sure that their takeoff time was correct. Once everything was done the captain looked over to the first officer and said “okay you got it”. The four jet engines on the 707 roared to life pushing the plane down the runway. The plane lifted off into the sky, but instantly something was wrong. Their control columns began vibrating, this was a warning, They were very close to a stall. People watching from the airport saw the plane take off but they could tell that it was struggling to gain altitude. Soon the plane stopped climbing altogether, its right wing began to drop and within seconds the nose did as well. 2700 feet from the foot of runway 23, the right wingtip contacted the frozen ground and the plane crashed. None of the three people onboard survived.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A320 Image: https://www.flickr.com/people/97026642@N00 Angle Of Attack Image: https://en.wikipedia.org/wiki/User:J_Doug_McLean This is the story of Air France flight 2510. Accidents happen when tons of things go wrong. In most cases you just need one thing to go right in a sea of wrong for things to end on a happy note. That is exactly what happened on the 28th of march 2012. On that day an air france airbus a320 was making the flight from paris france to hamburg germany with uh we don't know how many people on board, information is scarce. As the plane approached Hamburg, the airport was changing things up. Until that point planes used runway 33 for both landings and takeoffs and but now runway 23 was the runway for landings and runway 33 was the runway for takeoffs. This was to account for a cross wind. You always want to land into the wind as that makes things a lot easier. This meant some extra work for the crew of flight. They had set up an approach onto runway 33 but now they had to reprogram the computers for the ILS approach to runway 23. But thats not too hard, soon they were lining up with the runway, their plane had latched onto the localizer of runway 33 and they were number 2 to land. The day was windy, the pilots decided to go for a flap three landing instead of a full flap landing. That just meant that they wouldn't fully extend the flaps during the approach. 9 nm from the runway their glideslope is alive and the pilots verify that they are where they are supposed to be using the DME beacon ALF. As all of this happened an air berlin 737 that had landed earlier was taxing around on the ground on its way to the terminal but it had to hold short of runway 23 on taxiway delta because flight 2510 was just about to land. In the cockpit of the A320 a small diamond moved to indicate that the plane was below the glideslope but unknown to the crew the plane was actually above the glideslope. In the next 30 seconds this reading changed, the instruments now told the pilots that they were above the glideslope. The captain in response pulled power back and started descending at about 2900 feet per minute to get back on the correct glidepath. Satisfied with their efforts the pilots stabilized the plane and extended the gears. Suddenly their instruments tell them that they’re very low and nowhere near the glide path. The first officer suggests a go around, it was no use salvaging this approach. The captain agreed . The captain pitches the plane up to carry out the go around, hes rudely interrupted by his plane, it was saying “speed speed speed” warning him to pay attention to his speed. It was now at 143 knots. The throttles were advanced to the MCT to the minimum continuous thrust, but that wasn't enough. The plane's speed kept decaying. Soon the plane was at 121 knots which is dangerously low. This was serious. Suddenly the engines roared to life pushing the plane’s speed up and by extension out of danger. The pilots had to pitch the plane down a bit to keep the plane under control. The go around after that went flawlessly they got up to 4000 feet and then stabilized their airplane and then made a safe approach onto runway 33. The unknown number of people onboard made it off without a scratch and probably were unaware of how close they came to disaster. To understand what happened here we must first look at the go around itself and figure out what happened there. The pilots were approaching the runway and suddenly the plane showed that they were dangerously below the glideslope. This prompted the first officer to suggest a go around. At this point the captain agrees with the first officers assessment, it wouldn't be safe and he pulls back on the stick for a go around. But he doesn't do o

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 MD11 Image: http://www.airliners.net/photo/China-Eastern-Airlines/McDonnell-Douglas-MD-11/0220927/L A318 Image: https://commons.wikimedia.org/wiki/User:Arpingstone This is the story of China eastern airlines flight 583. They say that takeoffs and landings are the most dangerous phases of any flight. They're sort of right, a huge chunk of the videos i've made pertain to either take offs or landings. But that doesn't mean that you're completely safe when you're cruising at 35000 feet. The occupants of china eastern airlines flight 583 found that out the hard way. On the 6th of april 1993, an MD 11 pierced the inky blackness of the skies above the pacific ocean at 1:10 am local time. This was a flight between Shanghai and LA with 255 people onboard. The plane had been flying for 5 hours and the cabin was still and quiet. The lights were dimmed as the passengers enjoyed a movie. On the flight deck all was normal, the plane was at 33,000 feet and the plane flew at 298 knots. The pilots flying the plane right now had just taken over from the other crew just 20 minutes ago. The captain who was the pilot flying was seated on the right side today, usually captains sit on the left. This was because the captain was instructing the first officer on some aspects. The flight had been uneventful for most of the flight, but now the plane started to encounter some light turbulence. The captain turned on the seatbelt sign just to be safe. On the right hand primary flight display he saw what he expected to see, the primary flight display showed .82 mach as the selected speed, but just under that it showed .728 mach in an open circle. This was the economy speed that the plane had calculated, it was supposed to be a bit higher than that and so The captain tried to fix it, he tried engaging the speed mode and disengaging it to see if that would fix the economy speed. No luck. Then he tried to correct the speed through the flight management computer. That didn't work either. Suddenly the plane started shaking and they were enveloped by warnings, their instruments told them that they were close to a stall, the stick shakers were active. The plane then began to pitch up, the autopilot struggled to level the plane but something pushed the nose of the plane up, the plane was thrown into chaos. The plane was nosing up and their speed was falling their plane was screaming at them telling them that they were about to stall. Then the nose started to drop, the plane started to level out but the nose kept dropping, soon the plane was accelerating downwards, the autopilot now strained to pull the plane out of its dive. The autopilot was disconnected at this point and the plane was pitching down at 5.6 degrees. Over the next thirteen seconds the plane continued this oscillatory three more times. It would go up and then down rinse and repeat. By the fourth oscillation the plane was pitched down by about 25 degrees at a speed of about 320 knots. The G forces on the plane ranged between 2G and -1.2 Gs. Throughout these oscillations the plane kept losing altitude. By the time they were at about 28,000 feet the plane had lost about 5000 feet of altitude. The planes speed peaked at about 364 knots, the plane was now under control, the oscillations were there but they were much smaller. As the plane climbed back up to 33,000 feet the nose bobbed just a bit. Oscillating between 5 and 8 degrees as it climbed.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Image: Terence Ong This is the story of qantas flight 1. Safety is something that all airlines pride themselves on. Sure flying is safer than driving, but flying evokes a sense of fear in some people that few other modes of transportations do. With all other modes of transportation you have the ground beneath your feet, but not with airtravel. Qantas is proud of its safety record, the airline hasnt lost a plane since the advent of the jet age. But on the 23rd of september 1999 that safety streak nearly came to an end. Qantas flight one was a flight between Sydney and london with a stopover at thailand's Don Mueang international airport. As the plane approached don mueang it was about 10 pm local time and storms were brewing over the city. As rain beat down on the airport the first officer was in control of flight 1. As the plane approached the airport visibility started to become an issue. Visibility was measured to be 1500 meters or about 5000 feet. Another qantas plane, flight 15 was approaching the airport and they had to go around. As the plane made its way down to the runway the plane was battered by the rain blinding the pilots when they were at about 200 feet. But the plane was now a bit above where it should be. When crossing the runway threshold it was 76 feet when it should have been at about 44 feet. By the time they were at about 10 feet the captain called for a go around, the first officer advanced the throttles but the planes main landing gears still touched down on the runway. When the plane touched down the captain had a change of heart and decided to continue with the landing and he pulled the throttles back without verbalizing his intentions. But despite being on the runway the plane wasnt slowing down as expected. Due to the plane being high on approach the plane touched down a kilometer or 3200 feet down the runway and now it was going too fast. The plane was half way down the runway and it still hadn't slowed down to below its touchdown speed. It was too late now, there just wasn't enough runway for the plane to stop, the plane overran the runway at about 88 knots and went through an over run area and came to stop near a perimeter road. The nose gear was broken, the engines were busted up but all onboard survived. All of the 410 people on board made it out safely. The story of how a massive 747 overran the runway stars before it even got on the runway. During the approach, the pilots assessed the runway conditions and set the autobrake system to level three to account for the wet runway. At this point the weather was relatively good, they could see the airport and rain wasn't that much of an issue but they could see storm cells over the airport. Before they were transferred to the tower at don mueang another qantas plane went around due to the weather, the crew of flight 1 were not told about this and they were on another frequency at this time, in their heads they thought that the plane right in front of them had landed and this gave them the confidence to continue with the approach. Had they known that another plane had gone around then they might have gone around themselves. The last plane that had landed had reported that the braking action on the runway was good, this further compelled the pilots to go ahead with the approach. The plane was all set to land and the pilots had configured the plane according to qantas’ flaps 25 / idle reverse thrust

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of Jungle air taxi PT-LGN , before we get started I just want to say that this video is based on a google translation of the original report which was in portugese, so if there are any inaccuracies do let me know. On the 29th of july 1998 a flight was being operated by an Embraer 110, it's quite popular in brazil and is used to serve destinations deep in the forests where airports arent as built up as the rest of the country. But today the emb 110 would be flying between manaus and tefe. The plane took off from manaus with 27 people onboard. Their flight path took them over the thick forests of brazil. As the plane was climbing the oil pressure in the left engine began to drop, the pilots at first decided to keep climbing and to continue the flight. Before long they were at 8500 feet and 100 nm from manaus, the left hand engine was getting worse , the oil pressure in the left hand engine was really low They consulted the manuals that they had and going by that they shut the engine down and they started the flight back to manaus, it wouldn't be safe to continue onto tefe. By 1:15 pm the crew were in contact with manus control telling them that they were on their way back and that they were flying on one engine. Flying on an engine isn't that big of a deal, all twin engined planes are designed to be able to carry out a safe landing on just one engine, Most modern jet aircraft are even designed to climb out on just one engine. If that doesnt make you feel safe i don't know what will. But this flight was different, the plane started to lose height, the remaining engine wasnt able to keep the plane aloft. The plane started to descend, the engine strained to keep them in the air but it just wasn't happening. They were desperate and that meant desperate measures were needed. The first officer opened the emergency hatch over the left wing and decided to throw out the passengers bags in an attempt to lighten the plane, but it wasn't enough and the plane still was descending. The captain then came to the realization that they werent gonna make it. manaus was still 54 Nm away. They were flying near the Manacapuru river at the time and the captain decided to ditch the plane in the river. The plane touched down on the river and the fuselage broke apart. Of the 27 people on board 12 people died. Since the plane had crashed into a river, not much of the wreckage was recovered, So they had to turn to the logs of the plane to figure out what happened to the plane, immediately they found red flags. Planes undergo regular inspections. B2 inspections are carried out to check the general condition of the plane, the investigators realised that this was not carried out, this is despite The plane being overdue for a B2 inspection. Another type of check that the plane undergoes is the A1 inspection. The A1 check was done but as they would later find out, the inspection was done by a mechanic from another airline who was not qualified on the Embraer 110. The daily maintenance logs were signed by the head of maintenance but details were sparse, there was no write up about how the plane was maintained or what was done to it, all that was there was that some maintenance had been done on the plane. Things weren't looking good.

Footage Credits: @eye trapper Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC8 Image: https://en.wikipedia.org/wiki/User:Alexcaban Spoiler Image: https://en.wikipedia.org/wiki/User:Richardgm This is the story of air canada flight 621, On the 5th of july 1970 an air canada DC 8, was on the ground at montreal and it was bound for los angeles with a stop over in toronto. The plane took off from Montreal at about 7:12 am EDT bound for Toronto, the flight was all but normal. Soon they were getting close to toronto and the pilots started working on the in range checklist, Which was followed by the before landing checklist. The before landing checklist walked the pilots through setting the plane up for a smooth transition to the approach phase, They completed the checklist and the plane turned to line up with runway 32 at toronto international airport. The plane flew into the airport, it slowly lost altitude as the huge DC8 descended from the sky onto the runway. When the plane was about 60 feet from the runway the captain said okay to the first officer and the plane suddenly started to drop. The captain exclaimed as the plane dropped and the captain increased power to stop the sinking plane, the captain pulled back on the stick hard as he could, the safety of the plane depended on it. The first officer was profusely apologizing to the captain, he kept on saying “sorry pete”. His apologies were in vain. the captain couldnt stop the plane, the plane kept sinking and it hit the runway very hard. The plane wasnt on the ground very long, half a second maybe and then the plane was in the air again. The controller chimed in with “Air Canada 621. Check you on the overshoot and you can contact departure on 199 or do you wish to come in for a mile on 5 right” the captain said that they were going around, and that they were alright, but they weren't, the rightmost engine struck the runway and it was ripped from the wing. When the engine was torn away it damaged the wing of the plane. Fuel leaked through this hole and soon the wing was on fire. But the crew thought that the plane was in better shape, they decided to circle the airport and to come in for another approach onto runway 32, the plane climbed to 3000 feet for attempt number 2. As the plane flew smoke trailed it and 2 and a half minutes after the touchdown an explosion rocked the plane. Parts of the right hand wind rained down on the ground below. Another explosion ripped off engine number three. things were bad. A fourth explosion sent more chunks of the wing raining down. The plane then entered a right bank and the right hand wing started to disintegrate, Flight 621 was no longer controllable. The plane hit the ground at 220 knots and none of the 109 people onboard survived. The runway was littered with debris and finding out what happened started there, the plane touched down so hard that it literally ripped engine number 4 off of its mounts. Airplane landings are usually very smooth. You'd think that tons of metal touching back down at tremendous speeds would be a violent affair but more often than not it's controlled and benign. This is because of what's known as a flare. A flare occurs right before touching down, the pilot pulls the nose up and reduces the rate of descent so that the plane touches down smoothly. That didnt happen here. Listening to the CVR or the cockpit voice recorder would tell them why. Listening to the pilots it seemed like any other flight, the pilots were talking about the approach, completing checklists etc. But when they got to the before landing checklist the investigators noticed something strange, the pilots skipped the spoiler part of the checklist. So whats a spoiler and what does it do. If you've ever sat in the seat overlooking the wing on any modern airliner youve probably

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Dash 8 Image: Raihan Ahmed On Wikimedia This is the story of US bangla airlines flight 211. On the 12th of march 2018, a Dash 8 was flying from Dhaka bangladesh to kathmandu nepal, the plane departed at about 6:51 am UTC and as it flew away from dhaka the captain got in contact with ATC, ATC wanted an ADC number, it was a number that all outbound international flights needed. The captain replied with their ADC number in a high pitched voice and the flight carried on. The plane cruised on its way to its destination, the captain talked to the operations people on the ground and nothing much happened over the course of the flight. By 7:52 the plane was in contact with Kathmandu center and the first officer requested a descent. Kathmandu center cleared them down to 16000 feet and then handed them off to Kathmandu approach. But it wouldn't be a straight in approach, the crew had to hold for a bit over the gauras waypoint. By 8:13 am UTC, ATC instructed them to continue with the approach. They had to descend down to 11500 feet and then carry out a VOR approach onto runway 02. But things didnt go according to plan. As the plane was in the holding pattern the captain and the first officer were talking among themselves and they forgot to cancel the hold in the FMC or the insert definition here. So instead of continuing the approach the plane turned back into the holding pattern. They noticed their mistake immediately and as ATC warned them about the mistake that they had made the captain selected 027 degrees on the autopilot, this was within 5 degrees of the heading that they were supposed to be flying in. So right now theyre heading towards the KTM VOR, or a waypoint if you will but due to their mistake they were lined up with it perfectly they were coming in at an angle, they'd have to fix this later on. They intercepted the correct radial, that is radial 202 or in other terms the correct flight path 7 nautical miles from the runway. But they didnt turn onto the correct radial, but instead they kept going on the same heading. This meant that they were to the right of the runway now. Soon they were about 2-3 nm from the KTM VOR, the Waypoint that we were talking about before. But they hadnt fixed their approach; they were still off the correct approach path. The controller let them know about their position and the controller let them know that they were cleared for runway 02. But strangely the controller tolf them that they were heading towards runway 20, the other end of the runway. The controller wanted to know what the pilot's intentions were. They still wanted to land on runway 02, so they made an orbit to the right to line up with runway 02 better. As they made the right turn the pilot said that he had the runway in sight. The controller hearing this gave them clearance to land, but what the controller didn't know yet was that the plane wasnt lined up with the runway and they were headed for the wrong runway. The plane zoomed towards the runway from the east, seeing this the controller canceled the landing clearance of the plane by saying quote “"Takeoff clearance cancelled". The plane banked hard over the airport in an attempt to line up with the runway, it banked left and right trying to line up. The plane was maneuvering erratically at low attitude, at one point it was heading straight for the air traffic control tower. The controllers ducked down out of fear. It was now trying to line up with runway 20. The controllers attempted to contact flight 211 they said “BS211 i say again” the controller never finished his sentence. The plane touched down 1700 meters or 5500 feet from the threshold of the runway 20. The plane wasnt level it, nor was it lined up with the runway. It crashed to the side of the runway. Of the 71 people on board only 20 people survived.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Image: http://www.airliners.net/photo/United-Airlines/Boeing-737-222/1045540/L This is the story of United Airlines flight 611. If you're not into aviation, you might be forgiven for thinking that the Boeing 737 is a relatively new plane. The A320, the 737’s main competitor, came out in 1988 but the 737 is much older than that. It was introduced in 1968-quite a while back. The first production model was the Boeing 737-100. A far cry from the latest generation of the 737 s we see today. Since 1968, Boeing has produced over 10,500 airframes. Today we are going to look at the first ever crash of a Boeing 737. On the 19th of July 1970, one of the first 737s ever built was operating a domestic passenger service from Philadelphia to Rochester, New York. The plane was carrying 55 passengers and 6 crew members. The aircraft began the day in Washington, DC, on to Philadelphia, Rochester and buffalo, New York- all without incident. By 6:50 pm, the plane was taxiing and lining up on runway Zero Nine at Philadelphia’s International Airport. The first officer would be the pilot flying, and initiated the takeoff roll at 7:05 pm. The plane thundered down the runway and soon reached v2 This meant they were going fast enough to get airborne and they took off. Immediately, a loud bang rocked the aircraft, and they started veering to the right. As the seconds ticked by, the Captain needed to make a choice- go ahead with the takeoff, or, bring the plane back down on the remaining amount of runway. Time was of the essence- the Captain decided to reject the takeoff and land back on the runway. This was very dangerous as the plane was already past v1 and v2 speed, and traveling very fast. Even if the Captain did manage to get the plane back on the runway, there was no guarantee that they'd be able to stop the 737 on the runway that they had left. The plane touched back down with just 1075 feet of runway remaining. They tried the thrust reversers but it didnt do much to slow the plane down , the plane ate through the runway. There just wasn't enough runway for the plane to stop. It continued past the runway threshold, through a chain link fence and finally came to rest 1634 feet from the end of the runway. Thankfully, everyone survived. Many people witnessed what happened to the plane, but they couldn't agree on what they saw. Some people thought that they saw the #1 engine on the left-hand side on fire, 2 people thought they saw smoke from the # 2 engine on the right, while another saw engine #2 hanging from its mounts. Interestingly, their accounts had one common theme. The plane lifted off, it climbed to about 150 feet, and then it lost power and came back down. The truth was somewhere in there. Marks on the runway illustrated how the plane came down. The right gear came down hard followed by the nose gear. Consequently, the plane was in pretty bad shape. The right wing and engine dangled above a pond and the plane had been battered after slicing through runway lights and fences. Despite the carnage, the cockpit was still intact, allowing the investigators to look at how the cockpit was configured in its last moments.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 CRJ Image: https://commons.wikimedia.org/wiki/User:Simisa Livery Provided By: https://www.youtube.com/channel/UCP947AMpQThCoLzE1uqLEmw This is the story of RwandAir flight 205, on the 12th of november 2009 at about 12 pm a CRJ 100 was on the ground at Kigali in Rwanda, this plane was going to carry 10 passengers and 5 crew members from Kigali to Entebbe in Uganda. The plane took off from runway 10 at 12:54 pm. During the takeoff roll they realized that the left hand engine was stuck . They could pull engine number two back to climb power but engine number one remained at 95% power no matter what they did. To trouble shoot they entered a holding pattern above the airport, the first officer and a maintenance technician tried to troubleshoot the issue over the skies of kigali. But with no luck the captain decided to land back at kigali. They circled the airport as they lost airspeed and altitude. They had to go around on their first attempt, its not known why, maybe they were carrying too much speed. But on their second attempt the plane touched back down at kigali on runway 28. Once On the runway they braked hard, the left engine which was still stuck at max power didnt want the plane to stop, the brakes were working overtime and the tires on the left side deflated. But they eventually got the plane to slow down. The captain taxied the plane off the runway and to the parking bay. Once at the parking bay they stopped the plane and began to shut the right hand engine down. They had managed the crisis and their plane was back on the ground, they thought they were out of trouble but they weren't out of the woods yet. In the cockpit the pilots were still trying to get the left hand engine to respond, they manipulated the throttles, but the engine still wouldn't budge, it was at max power. The pilots were still troubleshooting the issue, the captain wanted to get his passengers off the plane but since the left hand engine was running he wanted to use the galley exit. Then even though they had the brakes on the plane started rolling, here's a quote from the first officer “We landed safely and parked but the left trust lever could not be adjusted still. As we were trying to shut it down while holding on brakes, the plane started rolling again” end quote. The plane was moving again. They tried to stop the plane but it just wasn't happening the plane was rolling and there was nothing that they could do to stop it. The captain tried his best to turn the plane away from other planes on the ground. But eventually the plane crashed into the VIP terminal killing one person onboard. A witness nearby described the plane as uncontrollable, within minutes fire trucks were at the scene and they fired water into the engine to shut it down. Rwandair flight 205 had ended in disaster. This crash like most crashes has a few layers and so let's go through them one by one. Starting at the beginning we need to look at what went wrong with the engine. Once the plane was freed from the building they were able to examine the left hand engine. They found what was wrong, a strut was loose. The cowl or the cowling or the shell of the engine is held in place with the help of support struts. These struts are held in place using brackets and clips. But this strut had somehow worked itself free and was loose inside the engine. The was in this awkward place, it was near the fuel control unit. The fuel control unit as the name suggests controls the amount of fuel thats sent into the engine. When the throttles are advanced it sends more fuel into the engine and that gives you more thrust the opposite is also true. There's this arm that has to physically move to control the amount of fuel that's sent into the engine. But the strut impeded the movement of this arm, with the strut in the way the fuel control unit arm couldn't move that much and so the fuel supply was wide open. This meant that the lowest power setting that the engine could get to was 93%. But why did the strut come loose, the pla

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 747 Footage: Boeing A330 Image: Ken Fielding/https://www.flickr.com/photos/kenfielding This is the story of Airbus industrie flight 129, on the 30th of june 1994, airbus was putting the brand new airbus A330-300 through its paces. That round of test flights were to certify the autopilot of the plane to the CAT III standards. For that purpose they carried out go arounds and approaches with the plane. Earlier in the day the captain had carried out two go arounds with a simulated engine failure. All of this testing took place at toulouse airport, airbus has a manufacturing facility nearby. After that they landed the plane. The next thing they had to test was an engine failure during a takeoff. To do this they'd take off and then they'd shut down an engine and its corresponding hydraulic circuit to simulate a failed engine. In addition to that the center of gravity of the plane would be at the extreme aft limit. By the way aft means towards the tail or stern, so in this context it means that the center of gravity would be further back than usual.This test would be the worst of the worst case scenarios, that's usually how aircraft testing is done. There's this video on boeing's channel where theyre testing a 747-8. They're testing the plane to see how the plane would handle a rejected takeoff and for the test the plane was at its max takeoff weight and they were using worn out brake pads, really a worst of the worst situation, which makes sense if the plane survives that it can handle anything that the real world can throw at it. So once in the air, they would see how the plane would handle with a failed engine. The pilots needed to see how the plane would behave during the take off, how would it nose up, what would it be like to fly? How would the speed be affected during the takeoff? .After getting that data. the pilots would make an engine out approach and land the plane. With that the plane lined up with runway 33 and the crew prepared for the engine out test, the trim was set and the crew did the math for the flight. For the first takeoff the captain was the one to pilot the plane this time the first officer would be the one at the controls and the captain would shut the left hand engine down to simulate an engine failure. With that the plane took off, their initial attempts to engage the autopilot was unsuccessful. The first officer was exerting a tiny amount of force on the side stick and so it did not engage. As this happened the plane climbed and gained speed, soon the plane's nose had fallen from 29 degrees to 25 degrees. With the plane in the predetermined configuration the captain pulled back power on the left hand engine and shut off its hydraulic lines to simulate an engine failure. But as they did that the plane pitched up, the nose rose from about 25 degrees to 32 degrees and as it did the plane bled off its airspeed. All the way down to 100 knots, this was well below the 118 knots needed for flight. The plane started to roll to the left due to the thrust asymmetry and so the captain immediately pulled the right engine back as well, to keep his plane under control. The nose of the plane began to drop and the pilots were getting control of their plane back, but unfortunately they didn't have the time or altitude to recover, the plane crashed. None of the 7 people on the plane survived. With the test plane in pieces it was up to the investigative board to figure out what had gone wrong. As always they looked at the state of the plane, to see if the plane was mechanically sound before the flight. Nothing looked off, as far as they could tell the plane was alright, it was fit to fly. But they found slight issues in the preflight preparations. They didn't have a formal pre-flight briefing before the flight, but the investigators were certain that the pilots knew what they had to do. And for most of the flight the crew performed brilliantly. The first take off by the captain went off without a hitch even thought the center of gravity was near the aft limit. This may have made them confident in the abilities of the plane.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of logan air 670A. It was the 27th of february 2001, the night was cold just one degree over freezing or 34 degrees fahrenheit. A short 360-100 landed at Edinburgh airport after completing the day's flights. The plane taxied to the stands where it would spend the night. Before heading out for the night they refueled the plane with 3000 pounds or 1300 kilos of fuel. The plane needed to head back out at 4 am so fueling the plane now would save time for the next crew. But mother nature had other plans for the crew and the plane. By 2 am the airport was closed as a result of the severe weather, the snow pounded the airport and winds of upto 43 knots battered the planes. By 6 am the crew were told that the airport would not open for a few more hours, so the crew made the best of the situation. They secured the plane the best they could, they put straps on the propellers, covered up the pitot tubes and then retired to the crew room to get out of the biting cold. The wind and snow didn't let up till 10 am the next day. By 3 pm they were ready to take the plane from Edinburgh to Belfast, this was a flight that was delayed by the storm. They started the engines but immediately had some issues , the right hand engine was starting and stopping. The crew tried their best, but soon they had to ask for engineering assistance, the generator in the right hand engine just wouldn't work. With the engineer made the changes and ran the engine for about 15 minutes to see if the fix had worked, they ran the engine again for 15 minutes to double check. The engine worked fine, before the engineer left the engineer checked the oil levels and checked the surface of the plane for ice, the oil levels were fine and there wasn't a whole lot of ice on the surface of the plane. With that the engines were started and both engines functioned for about 20 minutes at the stands with no issues. By 5:10 pm the plane was taxiing to runway 06. As they taxied, they went through the checklists, icing was a concern that was on the pilots minds. The captain wanted to cycle the landing gear once in the air to make sure that it was free of ice and slush, that's the kind of things that they talked about as they taxied. The plane took off, as they had talked about before the captain cycled the landing gear to get rid of any ice on them, the gears were retracted and then extended and then retracted again. As the plane breached 1200 feet they pulled back the engines to climb power as they did. The crew carried out the after takeoff checks on the plane. The captain asked the first officer to turn on all the anti icing systems. The captain was busy tuning the to scottish ATCC and the first officer was busy flipping switches. As the switches were flipped both engines died. They had just suffered a dual engine flameout at 2200 feet. The captain immediately put out a mayday call Quote "MAYDAY MAYDAY MAYDAY THIS IS LOGAN SIX SEVEN ZERO ALPHA WE'VE HAD A DOUBLE ENGINE FAILURE REPEAT A DOUBLE ENGINE FAILURE", end quote

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of transair flight 671. On the 31st of march 1992 a transair 707 was to fly from Luxembourg to Kano in nigeria. It was ferrying 38 tons of cargo. The plane took off at 7:14 am, the takeoff was normal and the plane climbed to its cruising altitude. The plane was flying over the Drome province under the control of the south-East Aircraft Navigation Regional Center, they wanted the plane to climb from 29000 feet to 33,000 feet. The throttles were advanced to the max and The plane started to climb as it cut through the thick clouds over drome that day. The plane lurched as it was being buffeted by turbulence, suddenly two loud bangs were heard. The plane rolled to the right uncontrollably. If youve been watching my channel for while, you probably have an idea as to whats about to happen. The planes in the clouds, the planes rolling, its just a matter of time before they lose control right? Well not with this crew in charge , the captain disconnected the autopilot and tried to stabilize the plane. He was successful but now the captain had a new challenge, the engine number 4 fire warning was going off. Soon afterward engine number three fire warning followed. The cockpit was drenched in the sounds of the fire warnings, the flight engineer was trying to suppress the warnings but they just wouldn't turn off. Another warning horn sounded, this time letting the crew know that the cabin was beginning to depressurize. The captain was struggling to fly the plane and the first officer looked back to check the wing out, what he saw or in this didnt see was concerning, they had lost the number 4 engine, the outermost engine on the right hand side. When I say that they lost engine number 4 i mean that in a literal sense. The engine was nowhere to be found, it wasn't on the wing anymore. Then he got another shock. They had lost both engines on the right hand wing, both engines on the right hand wing were nowhere to be found. The flight engineer began dumping fuel to lighten the plane for an emergency landing, as the captain wrestled with the plane, he asked for the weather conditions at Marseilles and began to descend intending to land at marseilles. The three men in the cockpit went through emergency checklist after checklist. As they turned the wounded 707 towards marseilles, the first officer noticed an airfield ahead, it turned out to be a military airbase in the town of Istres, they found out that the runway there was 4000 meters or 130000 feet long, so they decided to land there. They planned to land on runway 15 and for that to happen they needed to make a left turn, this was very hard in the damaged 707. The captain struggled to make the left turn, fighting to keep the little control that he had over his plane. A simple mistake and he would lose control of his jet. As they made the left turn to line up with the runway the controller in the tower had some bad news, their plane was burning and it was bad. The plane touched down on the runway at 190 knots much faster than a normal 707 landing. Upon landing they found out that they had no brakes, they quickly engaged the emergency brakes. The tyres blew under the stress and the first officer engaged the reverse thrusters on the remaining engines. The plane rolled on for

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 737 Max Images: Boeing and Spotter Engine Image: https://commons.wikimedia.org/wiki/User:Marc_Lacoste An Experimental Study of Dynamic Ice Accretion Process on Aero-engine Spinners: https://www.aere.iastate.edu/~huhui/paper/2017/AIAA-2017-0551-LK-Li-Spinner.pdf This is the story of Aerolineas argentinas flight 1324. Were all familiar with the 737 max, even if you're not an aviation geek you've heard about it and you probably have strong opinions about it. The max crisis has been in the public eye unlike any other crash for quite some time. But that's not what this video is about the max crisis, this video is different. On the 14th of december of 2018 an aerolineas argentinas boeing 737 max was flying from buenos aires argentina to punta cana international airport in the dominican republic. The plane departed Buenos Aires at about 1 am local time. The plane took off in the dark of night. The plane took off and climbed as it turned towards the dominican republic. After takeoff the plane climbed to its cruising altitude of 31,000 feet. While in cruise the pilots scanned the instruments periodically to see if something was amiss. As their flight progressed something caught their eye. Engine number one, or the engine on the left hand started acting up.The engine’s vibrations were not normal. The vibration was measured to be a 4.2, the maximum allowed was a 5. The engine's vibrations were near the redline. The crew referred to the quick reference handbook and shut the erratic engine down. With one engine out flight 1324 could no longer maintain 31000 feet. ATC cleared them down to 27000 feet. Now they had to land the plane. They decided to land at tucuman airport. But it's not as simple as just setting up an approach and then just landing. The plane was fueled up for its flight to punta cana and so was too heavy to land right away. So the pilots got down to 6000 feet and did circuits over the airport to burn off fuel, so that they could make a safe landing. At 4 am UTC the plane landed on runway 02 of tucuman airport. Everyone one on board survived. The funny thing is that argentinas investigative agency found out about this incident from media reports, it turned out that no one thought to inform the investigative agency about this. Man that must have been an awkward phone call. But once on the ground it was clear what had caused the vibrations in the engines. Icing, the plane had flown through a few clouds and it contained ice crystals and supercooled water. As the plane flew Ice accumulated on the engine spinner, the engine spinner is that conical thing in the middle of the engine. We’re all familiar with how icing affects the wing of a plane, but what about the spinner? On flight 1324 the ice on the spinner generated an imbalance, this imbalance is what led to the vibrations. So the final report for this incident was like 12 pages long and it didn't have a lot of information, but lucky for me some very smart people have already done a ton of research on this very subject and their findings are interesting to say the least. Now all thats left to do is to regurgitate their findings and make myself sound smarter than I am. The paper is called An Experimental Study of Dynamic Ice Accretion Process on Aero-engine Spinners by Linkai Li and Hui Hu from the aerospace engineering department of Iowa state university. If you wanna go through the paper i'll link it down below in the description. The whole point of this paper is to see how the spinner shape affects ice accretion.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Image credit: Adrian Pingstone This is the story of a british airways VC10 tail number gold alpha sierra golf kilo. The VC10 is an interesting aircraft, sure it has 4 engines at the back, it looks a certain way but to me the most interesting thing about the plane is its marketing. The official tagline of the airplane was “try a little VC10tenderness” which I have to say as far as taglines go is quite creative. On the 27th of november 1969 a VC10 was taking off from londons heathrow airport bound for new york. The takeoff was normal in the cockpit, nothing unusual, but in the cabin, specifically the back, the passengers and the cabin crew heard a strange rubbing noise. Now you have to remember the VC10 had 4 engines and all 4 engines were mounted at the back. The british needed a medium range plane to fly to parts of their empire, BOAC had 707s but they were too big for the job. The british needed a plane that could also land and take off from less than ideal runways. So the solution was to put the engines up on the tail so that debris wouldnt be an issue and to have 4 engines so that it could fly medium haul routes and thats how the VC10 got its distinctive look. So back to our story the plane took off and the crew carried out the noise abatement procedures and after that they pushed the engines back up to 94%. The plane continued to climb as the plane neared a navigational beacon in woodley, the crew flew into a cloud bank and they turned on the de-icing system as a precaution at 5000 feet. At 10:20 am as the plane was climbing the crew heard a loud bang and in the cockpit they got a warning that said that engine number 4, that is the right most engine, was on fire. Captain JH smurthwaite immediately called for a checklist on engine number 4, flight engineer R Frobisher had data that made the captain's day much worse. Engine number three was spooling down and could not be relit. They had lost all engines on the right side of the plane. As they were dealing with the failure of engine number three they got a fire warning on engine number three as well, it appeared that the right side of their plane was on fire. A fire in the air is never a good sign and so they needed to land as soon as possible. The fire warnings were out but the crew had their hands on the engine fire extinguishers in case the fire came back. A person on the ground saw that the plane shedding bits, unknown to the witness they were watching the remains of the shattered engine. First officer smee immediately got on the radio with london control and requested an immediate return to heathrow. The controllers asked the plane to turn to 060 degrees, they streaked back towards the safety of heathrow, but there was a problem, the plane was fueled up for a long flight and so was quite heavy they needed to dump some fuel to land, but with a potential fire at the back of the plane dumping fuel didnt seem like a good idea. I mean the last thing you wanted was a VC10 sized flamethrower. This meant that theyd be touching down weighing, 38,887 kilos or 85000 pounds. To compensate for the extra weight they'd have to land 25 knots faster than usual, at 168 knots. That was not all with two engines out of commision the B hydraulic line had failed and this meant that the right hand landing gear wouldn't work and so they had to do a gravity drop, or open the doors and let the gear fall and lock into place under its own weight. The left hand gear and the nose gear were powered by the A hydraulic line and so they worked. Due to the failure of the B line they wouldn't have brakes on landing. So they had to use a hydraulic accumulator to use the right hand brakes. The accumulator was charged and the plane touched down on the runway at Heathrow . They commanded full reverse thrust from engines 1 and 2 and braked

707 Image: https://www.flickr.com/people/army_arch/ This is the story of american airlines flight 1. If youre from the states you may have flown on american airlines flight 1. Today american airlines flight 1 is a flight between JFK and LAX and its flown by a 777, but back in 1962 american airlines flight the same route was flown by a boeing 707. I didnt plan for this to happen, it just happened by chance but i'm writing this on the first of march 2021 and this incident takes place on the 1st of march 1962. Exactly 59 years ago. I just thought that was interesting. So on that day the 707 was prepped for its transcontinental flight, the plane had 95 people on board, 8 crew members and 87 passengers. The crew studied their departure, they had to thread the needle on this one, they coudlnt just power up and climb out, there were noise restrictions in and around new york, so they had to keep the power at a setting where they had a healthy safety margin but quiet enough where they followed the rules. So with that they taxied to runway 31L and they were cleared for an IFR flight to los angeles. The controller added “ In the interest of noise abatement do not delay turn to heading two niner zero”. Flight one was ready to go. They advanced power and the controller watched as the plane took off about 5000 feet down the runway. As the plane started its climb the pilots put the plane into a gentle left bank, as the controller had told them to. The controller turned their attention back to their scope , they asked flight one to contact departure control. The plane started another left turn and the controller monitored the plane's progress on the scope. The departure controller watched as the plane made the second left turn onto 140 degrees. The controller gave out radar vectors as they did for all planes,but the radar blip that represented flight 1 went off the scopes, and it never reappeared. Flight one had crashed into the shallow waters of jamaica bay in new york. No one on board survived. On the ground people had a great view of what the plane went through the takeoff was normal the plane climbed and started the noise abatement procedure by turning to the left, it then rolled out of its left turn to begin its next left turn, The left turn served two purposes, it would take the plane away from crowded areas thus reducing the noise and also it would keep the plane out of the way of planes landing or taking off near laguardia. the second left turn started out like any other turn but the turn kept getting sharper and sharper. Soon the plane was in a 90 degree right bank and the nose dropped. The witnesses watched on as the plane entered a near vertical dive and that's how the plane impacted the water. Maybe something went wrong with the left turn the investigators of the civil aviation board looked for signs of incapacitation in the pilots. Tests disproved that, the pilots were alright. But these investigators had an uphill battle ahead of them, part of the flight data from the flight data recorder was unrecoverable as the foil that housed the data was torn very badly. But the flight data did tell them something, most of the flight had been nothing but ordinary. The takeoff and the initial climb all looked exactly as it should for a 707. But as the plane entered its second turn the heading data shows that the rate of change of the heading was erratic, in its final moments the plane was turning faster than it should. Soon the data engraved in the metal foil of the flight data recorder, stopped making sense all together, it suggested that the plane went through turns that should be impossible for a 707. This was because of the high bank angle of the plane in its final moments. The gyroscopes in the plane just couldnt work in the extreme bank that plane was in. The data backed up what the eye witnesses had seen, Flight 1 had dropped out of the skies of new york.

Join My Discord: https://discord.gg/rhDgbc9 747 Image: Adrian Pingstone - Self-published work by Adrian Pingstone This is the story of mk airlines flight 1602. If you look back over the videos that ive made you’ll see that I’ve never featured one very popular aircraft, the boeing 747 the queen of the skies. Today we’ll be looking at an interesting crash featuring the 747. The 747 is a versatile aircraft it can do a lot of things well. From ferrying cargo to being a passenger plane. That’s why its been in service for over 50 years, The plane is loved by its pilots, the passengers that fly on it and of course us, the aviation lovers.Over the course of the last 50 years the 747 has been in a lot of high profile accidents from the collision at teneriffe to japan airlines flight 123. Mk airlines flight 1602 is one of those crashes that has been more or less forgotten today lets revisit that crash and see what went wrong on the 14th of october 2004. This particular 747 was a freighter. The plane landed at bradley international airport. The plane had just landed from Luxembourg-Findel Airport, Its cargo was unloaded and the plane was reloaded with more cargo. Carrying a few delays the plane left bradley international airport bound for Halifax International Airport at 4:03 am in the morning. At 5:12 am the plane landed at halifax international airport everything still going smoothly, all according to plan. On the ground The plane was refilled with cargo. Lawn tractors this time. The 747 could carry a massive amount of cargo. To haul all this weight the ground crew fueled the plane with a mind boggling 90 tons of fuel. They were all set to go! The load master filled out the paperwork making sure that all the cargo is placed in the right places. Mis placed cargo can really throw a plane off balance. When a weight shifts in an aircraft its center of gravity changes as well. So if some cargo were to move at a critical phase of flight like landing or take off a crash is all but certain. With everything in order the crew began to taxi to runway 24. The plane enters the runway at taxi way delta and then backtracks to the threshold of the runway. The plane does a 180 degree turn at the end of the runway. I want you to imagine the massive plane turning around to face the runway. At 6:53 am and 22 seconds the throttles were advnaced and the huge plane began to roll down the runway. The engines roared as the plane sped down the runway the plane went through 80 knots and then at 130 knots the control column was pulled back by about 8 degrees to gently lift the nose up into the air. The nose slowly rose into the air. Something was wrong, the plane wasnt responding fast enough. The pilots pull back on the column a bit more hoping that this would get them airborne. 8000 feet down the runway and the plane still wasnt airborne. The nose is up so high that the tail drags along the runway. With less than 600 feet of runway remaining the throttles were advanced to 92% power shot up but the plane was still on the ground. With 420 feet remaining the tail struck the runway again. The aircraft over ran the runway going 152 knots. The plane left a scar on the earth it overran and 670 feet after the runway ended the plane became airborne. The plane did fly but only for 325 feet barely staying airborne. The plane flew so low that the plane could not clear an earthern berm which supported the ILS antenna for the runway. The tail broke free and the rest of the airplane came crashing down 1200 feet away and burst into flames.

Join My Discord: https://discord.gg/rhDgbc9 TU154 Image:Alan Lebeda - http://www.airliners.net/photo/Poland---Air/Tupolev-Tu-154M/1686477/L/ This is the story of the Smolensk Air disaster, the disaster where the polish presidential airplane crashed while attempting to land at Smolensk, a town in russia. Before we start, This video is based on the russian report, there's a polish report they differ slightly. If you want me to take a look at that do let me know in the comments below. On the 10th of april 2010, A TU154 was flying from warsaw poland to smolensk in russia with the president of poland Lech Kaczyński, he was flying with his wife, high ranking members of the polish military and polish citizens who were travelling to smolensk to take part in a memorial. This trip was special and it was the culmination of weeks of back and forth between the two countries to sort out the logistics of this mission. When the president of any country travels it is a big deal. Smolensk airport was not an international airport and so was not up to ICAO standards, the controllers there didn't even speak english so all ATC transmissions were to be made in russian. In the days leading up to the flight, plane after plane landed at the small smolensk airport carrying members of the polish delegation and finally by the 10th of april everything was ready for the president's arrival. The plane was to take off at 8 am local time but the plane took off at 9:27 am after being delayed. The plane cruised at 33,000 feet until it was under the control of minsk ATC, and they allowed the plane to descend down to 12000 feet. Minsk center had some bad news though. The visibility at Smolensk was bad it was at 400m or 1300 feet. They checked in with their colleagues, A yak 40 had taken off before them carrying some members of the polish delegation. The Yak 40 landed at around 9 am and they said that as they landed visibility halved from 4km or 13,000 feet to 2 km or 6500 feet. In addition to that an IL76 made two approaches to the airport and then opted to divert because the weather was just so bad. At 9:40 the visibility was measured to be 800 meters or 2600 feet and the cloud base was at 262 feet, well below the minimums for the NDB approach onto runway 26. By 10:23 am the plane was in contact with the tower at smolensk. Smolensk tower checked with the crew about the fuel that was remaining and then told them that they could divert to either minsk or vitebsk. But despite the bad weather, the crew wanted to make a “trial approach” to see if they could make it. The controller cleared them to try, but the controller warned them to not go below 328 feet and told them to expect to go around when they hit 328 feet. The presidential TU154 flew the pattern they checked in with the crew of the Yak that had landed earlier, to get an idea of what lay ahead of them. The crew of the yak told them that it was bad, very bad. The pilots turned onto the final approach as they cut through the thick fog that enveloped smolensk. Suddenly the plane strikes a tree 3600 feet short of the runway they were too low and in deep trouble. The runway is at an elevation of 258 meters and the tree that they hit was at 233 meters, they were essentially below the elevation of the runway. 800 feet from the initial impact point, the left wing hit a tree , the damaged plane now started to bank to the left and before long the plane was inverted and it hit the ground. None of the plane's 96 occupants survived. With every air crash, there an immense amount of pressure to figure out what happened, family members want answers, everyone wants answers but with this accident, the pressure to find out what went wrong was on another level.

A320 Image: https://www.flickr.com/people/130961247@N06 Video Made With FlightControlReplay (Not Sponsored): https://secure.simmarket.com/fabio-merlo-flightcontrolreplay-professional-edition-fsx-p3d.phtml This is the story of smartlynx 9001. On the 28th of february 2018, a smartlynx A320 was over the skies of tallin, estonia. It wasnt flying anywhere it was just a flight to train pilots for the airline. On that day the plane had a safety pilot, 4 training pilots and a safety inspector onboard and before the flight they had a safety briefing, today each training pilot would get to fly several touch and gos and go-around before doing a full stop landing and switching seats, for a touch and go you approach the runway as you would for a normal landing and then right after touch down you apply full power and take the plane back into the air, it's great practice for pilots as they’d get some great manual flight experience. The first flight was uneventful, they did the touch and go as normal. But after finishing the takeoff phase of the first touch and go a warning popped up on the screen. ELAC1 + ELAC2 PITCH FAULTs. The ELAC or the elevator aileron computer had an issue, the ELACs as the name suggests controls the elevators and the ailerons, the ELACs take in the sidestick inputs and then move the control surfaces as the pilot commanded. Think of it as a middle man in the chain. The pilot who was monitoring the flight didnt think much of it, read the instructions on the screen to turn the ELAC off and on again and so they did what we all do, they reset the computer to clear the error. Weve all done it, turing it off and then back on fixes a lot of problems and it cleared all caution messages so they continued with their touch and go training The first student pilot landed his plane and brought the plane to a stop and now the second student pilot assumed control of the plane. As the student number 2 took the plane to the skies the ELAC1 pitch fault error popped up again, and like last time the system was reset as per standard operating procedure at that time. The same happened during the next touch and go. On the fifth touch and go an ELAC2 pitch fault error popped up. This happened again for the 4th students second touch and go, these pitch fault errors kept coming and the resets cleared them but they obviously kept coming back. It was time for The third touch and go the plane touched down and it was rolling down the runway. The plane then accelerated to 130 knots to lift back into the skies. The instructor asked the student to rotate, he said “rotate rotate” but the plane wouldn't budge, it was stuck to the ground firmly. The pilot replied that was trying his best to raise the nose of the plane into the air. He had his sidestick all the way back demanding a full up elevator to lift the nose up but there was no pitch response at all. At this point a new warning was shown on the primary flight display a red “manual pitch trim only” the pilots would have to manage the pitch trim on their own. When you trim an airplane the airplane stays in a particular state without any inputs, so let's say you trim a plane up, then the plane will nose up on its own and then stabilize at a certain airspeed. Normally the fly by wire of the A320 does this fully automatically but now the pilots had to manage that on its own and the red “MAN PITCH ONLY” instructed them to do so.

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Donations are never expected but appreciated: paypal.me/miniaircrash Source: Canada TSB This is the story of Transwest air flight 602. On the 23rd of april 2003 a transwest air Beechcraft 99a was flying from Saskatoon Saskatchewan canada to Prince Albert Saskethwan. The plane was manned by 2 pilots and 4 passengers. The beech craft 99a was perfect for this short hop, today this route is operated by a saab 340, but either way it couldn't have been long, much less than an hour. As they approached prince Albert they checked in with ATC about the weather at the airport. It was about 6 pm, it was a bit windy, the wind was coming in from 120 degrees and it was at 14 knots gusting to 21 knots. With the weather briefing out of the way it was time for the pilots to prepare the plane for landing. As with every landing the pilots extended the flaps, the flaps helped the plane maintain lift at lower speeds. Its standard stuff, usually it makes the plane more controllable. But today the pilots did not expect what happened next. A bang was heard from the back of the airplane, before they could exclaim or react the plane started to pitch up. They shot up from the 4000 feet that they were at. The pitch of the plane kept increasing, Soon they were almost vertical. The beechcraft 99a isn't a particularly powerful airplane and so it couldn't sustain the plane in such a high pitch state. The airplane slowly bled off its airspeed and the plane stalled. Unable to maintain flight the plane nosed over to the left and began a spin. From a near vertical climb the small plane was now in a near vertical dive hurtling its 6 occupants towards the ground. the pilots worked frantically to pull the plane out of its dive. They used the throttles and pulled back on the stick as hard as they could and they managed to pull the plane out of the dive, A small victory. But they still had very little control the pilots sent out a mayday call, letting ATC know that they were going down, the pilots extended the landing gear, presumably so that the landing gear would take the brunt of the impact. The plane impacted a small hill in its flight path. The impact ripped off the plane's cargo pod and the landing gear. The impact sent the plane back into the air and it travelled for another 180 meters or 600 feet. The plane eventually came to a stop 600 meters or 2000 feet from the impact point. The crew and the passengers were badly injured but they were all alive. The investigators luckily had an entire airframe to work with and therefore it didn't take them long to find out what had gone wrong. The stabilizer trim actuator had fallen off its mounting structure. The stabilizer helps the plane pitch up and down without the stabilizer trim actuator the stabilizer could move freely in flight. This is what caused them to pitch up and then down. So the question then becomes how did the stabilizer trim actuator fall off? For that we need to learn more about the stabilizer trim actuator and how it's attached to the airframe. The airframe had these mounting points in it, or holes. The actuator had holes where it was attached to the airframe, so you lifted the actuator up to the mounting points such that the holes on the actuator and the mounting points lined up and then you installed high tolerance bolts through the holes. And with that you've secured the actuator to the airframe.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A300 Image: https://www.airliners.net/photo/Garuda-Indonesia/Airbus-A300B4-220FF/1180122/L This is the story of Garuda indonesia flight 152. On the 26th of september 1997 a garuda indonesia airbus A300 was flying from Jakarta’s soekarno hatta international airport to Polonia airport in medan. Before the flight the flight crew reported to the briefing room, they went over the flight, including things like diversion airports. They were warned of the Medan VOR, A navigational beacon, it was overdue for maintenance and so the VOR should be used with an abundance of caution. They were also warned about the conditions at medan, it was smoky that day and the smoke could bring the visibility down to 400 meters or 1300 feet, the ILS approach at medan required twice that. With the briefing done, the plane took off and was in the air, by 6:12 am UTC the plane was in contact with medan control and was requesting permission to descend down to 15,000 feet which medan control cleared them to do. When they were 43 nm from the Medan VOR the controllers asked them to descend down to 3000 feet and also to slow down to 220 knots so that another plane could take off. Soon the plane was getting close to medan the controller came on the frequency, to help them intercept the ILS of runway 05. The controller said ““Merpati one five two you er .. turn left heading two four zero vectoring for intercept ILS runway zero five from the right side traffic now er.. Rolling” no reply came from flight 152, Without having heard from flight 152 the controller asked again “indonesia 152 do you read?” the radio crackled to life and flight 152 asked the controller to repeat the message. So heres what the crew had to do . They had to turn to 240 degrees, this was the start of a left turn and that left turn would put the airport on their right side. So a right turn would help them intercept the ILS and after that its just a matter of following the ILS all the way down to the runway. After having confirmed that the airplane was clear of the mountains to the northwest, the crew turned to 215 degrees completing that left turn that we talked about before. Now that they were getting close to the airport they were asked to descend down to 2000 feet. As the plane passed through 3000 feet on its way down to 2000 feet the plane cut through the thick smoke that surrounded medan that day. The radio crackled to life, the controller wanted them to turn right to 046 degrees, that is to turn to the right to intercept the ILS system of runway 05. The pilots replied back with ““Turn right heading zero four zero Indonesia one five two check established”. But the plane started a left turn, As the plane turned left in the haze, the first officer, reminded the captain to turn right. Confused, the crew asked the controller, the controller replied with “Turning right Sir”, the plane leveled its wings. The controller asked the crew if they were making a left turn or a right turn, the plane at this point was starting to turn right. At 6:31 am the controller asked flight 152 to continue turning right, this confused the crew, “Err...confirm turning left we are starting to turn right now”. The plane flew on through the haze, the first officer pointed out that they were well below their assigned altitude of 2000 feet, the pilots increased power and pitched the plane up, but the haze had been concealing a mountain, 5 seconds after the first officer commented about the altitude, the cvr picked up the sounds of the right wing starting to strike the trees, the plane crashed into a mountain. None of the 234 people on board survived.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 IL62 Image: Felix Goetting http://www.airliners.net/photo/LOT---Polish/Ilyushin-Il-62M/1253004/L Turbofan Diagram: K. Aainsqatsi Ball Bearing Image: Silberwolf Memorial Image: Grzegorz Petka This is the story of LOT flight 5055, On the 9th of may 1987, A Lot polish airlines IL62 was flying from Warsaw to new york. The plane was to head to san francisco after refueling at new york. At 10:18 am the plane took off from runway 33 bound for New york. Shortly after taking off from Warsaw, flight 5055 was instructed to climb to 18,000 feet immediately. Military air planes were training in the area and to ensure proper separation they had to climb very quickly, the controller said “Climb immediately. I mean it, immediately”, the pilots applied full power to comply with the controllers request and so they started their climb. 9 minutes went by and the plane was passing through 27,000 feet near the village of lipinki. Suddenly an explosion rocked the plane and something at the back had exploded, this was serious. The crew suddenly realized that they did not have elevator controls any more. Meaning that they couldn't pitch the plane up and down , they did however have pitch trim. In addition to that two of their engines, the engines on the left hand engine were out, they had little to no pitch control and half of their engines were inoperative. The pilots started an emergency decent down to 13,000 feet. They now needed to figure out how to land this stricken plane, but before they could land the plane they had to figure out where they could land it. The closet airport was Gdansk. But they had a problem, the plane at takeoff weighed 167 tons or 334,000 pounds, up until this point they had only used up 6 tons of fuel or 12,000 pounds of fuel the landing weight for an IL62 was 107 tons or 239,000 pounds, due to issues that they were having with the electrical system they couldn't start a fuel dump. Their next option was a military airport in Modlin, the airport could accommodate the il62 but its emergency services were not as good as Warsaw's, but nonetheless they decided to head back towards Warsaw as it had better emergency services and equipment. At 10:53 am another explosion rocked the plane. On the CVR the crew could be head dealing with the pressurization system of the plane it had failed, they were frantically trying to make sense of what was happening. Their plan was to land from the south to mitigate the strong winds that were around at that time. So the plane made a 180 degree steep turn, the fire was now consuming the exterior of the plane and the plane left behind a dark streak of smoke across the sky. Their airplane started to fail them, the landing gear wouldn't work, the fuel dumps were erratic, and they had lost the pitch trim. That took away the little control that they had. As the plane flew over towns and villages debris rained down on these towns starting fires on the ground. The controller was doing all that he could to help get the stricken plane down safely he said “Start final approach about 11 kilometres (6.8 mi) from the runway.” the crew replied with “We will do all we can”. By some miracle they were lined up with the runway the controller said “Wind is 290 degrees, 22 kilometres per hour (14 mph). You are cleared for runway three-three.” But Soon the plane was rising and falling, kind of like a sine wave. The plane pitched down for one last time, it impacted the forest in a slight left bank. The plane impacted the forest 3.5 miles

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 A320 Image: http://www.aeroprints.com/ Airport Diagram: https://commons.wikimedia.org/wiki/User:Rcaterina Visuals captured with the help of flightcontrolreplay (Currently in closed beta) This is the story of Tam Airlines flight 3054, on the 17th of july 2007 A tam airlines a320 was flying from port alegre to são paulo's congonhas airport in brazil. The plane departed port alegre at 5:19 pm local time. As the plane flew towards congonhas the weather was very bad, a sign of things to come. The a320 that they were flying was limited in a way, the plane did not have an operational thrust reverser on the number two engine or the right hand side. Thrust reversers are used to redirect air in the opposite direction of travel so as to help with braking. As they got closer to the they got reports from other pilots who had landed on runway 35L, the runway was wet and slippery, theyd have to be extra careful on this approach as they had an inactive reverser. The plane flew the approach perfectly, as the plane flared over the runway the pilots brought the throttle back, the plane touched down at 140 knots. But soon they realised that something wasnt right. The plane wasnt slowing down as they had expected and the spoilers hadnt deployed. Making matters worse the autobrake system hadnt engaged as well. The nose gear touched down and the plane showed no signs of slowing down, the plane ate through the limited amount of runway that congonhas had. Six seconds after touchdown the pilots realized that they had to do something and they engaged the brakes with the pedals. They were also fighting the plane, the plane wanted to veer right but the pilots fought it with rudder inputs. But it was too little too late, runway 35L was just too short for the plane to stop, the plane veered to the left and exited the airport premises. The airport was raised by a bit and so the momentum of the plane carried it over a major road near the airport. The plane impacted a building nearby. No one onboard made it and 12 people on the ground did not make it. Finding out what happened to flight 3054 would be hard, congonhas was one of brazil's busiest airports and if something was wrong they needed to know. Talking to pilots they found something strange. They were apprehensive about landing at congonhas, concerned in way. The airport was surrounded by buildings and was densely populated. Flying in and out of congonhas, especially under rainy conditions was very challenging for pilots. Why was this? In 2005 they found that the runways had low friction coefficients, that is the runways were putting up enough resistance to slow landing planes down, in addition to that water pooled on the runway making landings very slippery. So they set out to retexture the entire runway and they decided to remove rubber from the runway at increased intervals, all of this was done to increase the friction coefficient of the runway. But water logging problem had not been solved and so aquaplaning reports kept coming in when the runway was wet. At the beginning of 2007 the runways underwent some more modifications to fix the gradient and to work out surface irregularities. As part of this overhaul they decided to put grooves into the runway, the idea was that the grooves would channel the water away and prevent water from pooling on the runways. This would solve the aquaplaning problem that they had been facing. But the grooving would take time and so the airport management decided to put the runways into service without the groovings for the time being. Quote “In the end, the operational conditions of Congonhas airport brought the pilots a feeling of unease, according to what was learned from the interviews. The reason for the discomfort was precisely the lack of options in case of emergencies. According to the interviewees, the airport offered little or no margin for errors or failures. End quote.

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 707 Image: Bob Adams: https://www.flickr.com/people/46185203@N05 This is the story of azza airways flight 2241, on the 21st of october 2009 a azza airways boeing 707 was on the ground at sharjah international airport. This 707 was owned by azza airways but it was operated by sudan airways it was to fly to Khartoum international airport in Sudan. This was a cargo plane and today it would be flying everything from air conditioning units, car parts, computers and tools. At 11:08 am UTC, the plane pushed back from the cargo area bound for runway 30 with a crew of 6. As the plane taxied the controller gave the crew everything they needed for the take off, squawk codes, altitudes frequencies, all of it. Flight 2241 was asked to line up and wait on runway 30. There was a slight 10 knot wind blowing in from 320 degrees as they lined up on runway 30. With that the plane started down runway 30 and it lifted off, shortly after lifting off the crew lost engine number 4. They informed the controller that they had lost engine number 4, the controller pushed the crash alarm and let the crew know that both runways were available for an emergency landing But no reply came from the crew, the controller watched on as the plane entered a right bank, At first it was a small bank but as the controller watched the bank grew and grew and the large 707 started to lose altitude. The plane was soon in a 90 degree right bank as the controller looked on in horror. After almost a minute of flight the 707 impacted the ground.It hit the ground .8 nm from the airport. None of the 6 people onboard made it, no one on the ground was injured. But the investigation started not at the crash site but at runway 30, the runway from which the plane had departed. They found the cowlings of engine number 4 , battered and bent on the runway. The cowling is the outside covering of the engine, a shell if you will. From the looks of it the cowling came off as the plane took off, they decided to investigate further. They looked at the history of the cowlings in question. But first let's talk about the cowlings themselves, the cowlings cover the engine and so they are cylindrical, the cowling is made up of two halves, the bottom part is held together with 6 latches and at the top its fixed to the wing pylon by hinges. Delving into the maintenance history they found that the no4 engine cowlings had been written up during a maintenance check in 2009, they found that the engine cowling was very hard to open and close and upon further inspection they found that the cowlings were bent, the repairs were carried out, Another check a few months later called for the inspection of the cowlings themselves, the hooks fasteners the hinges and all of the supporting items of the cowlings. The documents showed that these inspections and the repairs had taken place but the repairs on the cowlings looked old, they looked so old that they probably predated both the maintenance checks. That's not all they found bent alignment pins and double holes in the latches that held both of the cowlings halves together.This is indicative of force being applied to mate the two halves together, they should ideally just latch in place. They found more proof that the two cowling halves werent lined up properly when it was secured in place, they found that the guide pin in one of the latches never went into the hole that it needed to go into, instead the protruding pin created another hole right next to the hole that it was supposed to go into. Other parts found on the runway also showed poor quality repairs, the welding wasn't done properly, wrong

Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 Citation Image: https://www.flickr.com/people/32569229@N06 FlightControlReplay For MSFS 2020 is Currently in Beta I'll add the link when it is publicly available This is the story of N680KH, N680KH was a private cessna citation CJ1 and it was owned by a 73 year old man. He had more than 4400 hours of flying experience of which 3200 hours were logged on the CJ1. On the 13th of april 2019 the pilot and three of his friends were flying from Bournemouth international airport in england to rotterdam in the netherlands, the pilot was in the left hand seat and his friend occupied the right hand seat. At 4:17 pm the plane lifted off from runway 08 and the plane started to climb to 3000 feet. As the plane flew a heading of 075 degrees ATC instructed the plane to climb to 10,000 feet. ATC added quote “Resume own navigation direct goodwood”. But a reply did not come. To carry out ATC’s instructions the plane needed to turn right but it didn't, the plane started to turn left. In the cockpit the pilot felt a slight vibration and a warning light named ATLAS illuminated. At 3000 feet and 6 nm from the airport the plane started to bank left. Soon the plane was in a left bank and descending. As the plane went through 45 degrees of left bank the autopilot disconnected. In an attempt to save his plane the pilot commanded full right rudder and full right aileron but the plane was still stuck in the left hand turn. The pilot moved the throttles to idle. He continued to wrestle with his plane attempting to pull it out of its left bank. As the plane breached 60 degrees of bank a bank angle warning sounded. 19 seconds after the mysterious left roll began the plane was pitched down by 9 degrees , the plane was in a 75 degree left bank and they were descending at 4500 feet per min. The pilot reset the ATLAS system but no luck at 4:19 pm the pilot reported a problem to ATC. ATC tried to enquire about the nature of the problem but the pilot sounded breathless and strained, they couldn't make out what the pilot was saying. Assuming that the citation was in trouble ATC advised the pilot to join the left downwind approach for runway 08 and they set the emergency protocol into action. The Controller said on the intercom “Right he sounds really panicked we don’t know what the problem is, he’s coming back in..” The controller radioed “N680KH roger join downwind left hand visually for runway 08 I have traffic on final approach at err 5 miles I can break him off...:” But the pilots responses were broken, he sounded like he was exerting himself a lot. The pilot with all his might raised the nose of the plane and got the plane into a 30 degree left bank. He coaxed the plane upto 3200 feet. The plane now had to line up with the runway and land. He was still applying full right aileron to keep the plane in the air. The only way for him to line the plane up with the runway was to vary the amount of right rudder. He essentially flew the plane by varying the pressure exerted by his right foot.The plane lined up with the runway 1 nm from the runway. The turn onto final was so tight that the controllers thought that the plane was flying on its side, he now had to vary the right rudder in precise amounts to get the plane lined up with runway 08. The citation flew the final approach in this state of limbo, at 4:23 PM the plane touched back down at bournemouth. All 4 onboard were shaken and exhausted but they were safe. To understand the events of april 13th 2019 we have to look at this CJ1 in more detail because this wasnt any old CJ1 it had been modified. The CJ1 had atlas or active technology load alleviation technology. The ATLAS system is used to improve the aerodynamic efficiency of the plane. To install the ATLAS system you had to remove the original wingtips and then you had to add extensions to the wing to make it longer and at the end a winglet was added. The extensions on the wing housed what are known as TACS or Tamarack Active camber surfaces, im gonna call them TACS for short. The TACS is positioned at the trailing edge of the wing and it

Admiral Cloudberg: https://www.reddit.com/user/admiral_cloudberg Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 DC9 Picture: Andy Kennaugh - Gallery page http://www.airliners.net/photo/Inex-Adria-Airways/McDonnell-Douglas-MD-81/1639565/L This is the story of Inex-Adria Aviopromet Flight 1308. On the 1st of december 1981 a MCdonall douglas MD81 was flying from Brinik airport in yugoslavia to corsica france. This was a charter flight, the MD81 had 180 people on board, they planned on using a DC-9 but they switched to an MD81 because there were more people than expected. On that morning the plane was full, so full that children had to share a seat, since they would be flying back the same day the passengers didnt have any luggage and so they could fill the plane up to its maximum capacity and not worry about weight restrictions. After 7:40 am in the morning flight 1308 lifted off from brinik airport bound for corsica. As the plane flew over Italy everyone onboard was jubilant and the pilots were busy with the approach checklist. They went over the speeds that they would use for this approach. The approach to corsica’s airport was complex; they first had to fly towards the AJO VOR. A VOR or a VHF omni directional range is a beacon that is used by pilots to navigate. Once at the VOR they had to enter a holding pattern to lose some altitude, once low enough, They'd fly a heading on 247 degrees, that is the 247 radial of the AJO VOR. They'd fly a heading of 247 degrees till they passed the extended centerline of the runway and then they'd do a 320 degree left turn finally lining up with the runway. For runway 03 they could go straight in but to land on runway 21 they’d have to get within visual range of the airport and then circle it and come in for a landing from the other side. That day as the plane cruised at 11,000 feet the pilots got in touch with Ajjacio approach. ““Bonjour Ajaccio, Adria 1308, we are level one one zero approaching Ajaccio VOR and further descent.” the controller replied with. “Juliet Papa 1308, Ajaccio approach, good morning,“Number one in approach, you maintain one one zero until you reach Alpha Juliet Oscar VOR: it will be for a procedure from the VOR, QNH one zero zero nine, QFE one zero zero eight; surface wind is two eight zero degrees for twenty knots. Runway two one in use, you report over Alpha Juliet Oscar VOR, and then descending over Alpha Juliet Oscar VOR.” All of this was standard stuff the controller was giving them the usual information on their landing altimeter settings that sort of stuff. The controller asked the crew to report when they entered the holding pattern and when they left it so that he would have a mental image of where the plane was. But unknown to anyone a critical misunderstanding had taken place, the controller never used the word cleared in his transmission. When a controller says “cleared for approach” it means that you can fly the approach, but this controller didnt say that. The pilots assumed that the controller would clear them to descend once they were at the AJO VOR, but the controller had other ideas he was under the assumption that flight 1308 would enter the holding pattern and descend because in his mind he had cleared them to fly the approach and that meant that he had cleared them to descend. At 8:49 am the plane was at the AJO VOR the captain said “in holding”. The controller just replied with ““Roger, report leaving Alpha Juliet Oscar on radial two four seven for final approach,” this is not what the captain was expecting to hear, he was expecting something along the lines of “please enter the holding pattern you're cleared to descend. But instead the controller told them what to do after they exited the holding pattern.

Donations are never expected but appreciated: paypal.me/miniaircrash DC8 Image:Tim Rees - Gallery page http://www.airliners.net/photo/Japan-Air-Lines/McDonnell-Douglas-DC-8-62AF/1108405/ Join My Discord: https://discord.gg/rhDgbc9 This is the story of JAL cargo flight 8054, on the 13th of january 1977 A crew woke up at 3:30 am in Anchorage to fly a JAL cargo DC-8 out to haneda airport in japan, they took a taxi and made it to the airport. Once at the airport they had a briefing about the flight that they'd be flying and their plane. By 6:03 am the crew were in the cockpit programming their inertial navigation systems and they were listening to the ATIS weather broadcasts, A sight that you'd see at any modern airport. The weather was a bit foggy and the sky a bit cloudy and visibility was at a quarter mile, but the crew carried on now they started with their pre start checklists as they brought the giant plane to life. BY 6:15 am the engines were running and they ran a gamut of tests on the plane including a stall warning test. With that they received clearance to taxi to runway 24L, as they taxied the flight engineer asked permission from the captain to turn on anti ice as maintenance technicians had observed ice on the engine guide vanes, the cowlings and the engine noses. Which the captain agreed to. As they taxied they put the flaps and spoilers through its paces to make sure that they worked and once they verified that it indeed did the flaps were set to 23 degrees for takeoff. The taxi checklist was done and they went over the flap and trim configurations again just to double check, After all it never hurts to double check. They went over the Anti Ice systems on the plane the captain said he wanted engine anti ice on for this takeoff. The flight engineer responded with “off”. Then they went over the conditions that day and what they'd do incase of a rejected takeoff, the captain thought that the runway was a bit slippery but he didnt think that they’d need to reject the take off. With that the captain reported that they were ready for takeoff, But there was a small issue, they were on runway 24R and not runway 24L as they should have been. The captain had unknowingly taxied past the terminal where he should have turned onto runway 24L. The controller informed the captain of this fact which the captain quote “contradicted”. Heres an excerpt of their conversation. “Ugh tower Japan Air 8054 ready for takeoff” to which the tower replied “Okay youre on two four right” to which the captain replied “uh were on two four left”. After some convincing the controller gave the captain taxi directions towards runway 24L. The captain took the DC8 in a large 180 degree turn and finally taxied towards the correct runway. This time clearance was given. At 6:34 and 32 seconds the captain called “maximum power”, 20 seconds later came the call out 80, referring to the fact that they were now travelling at 80 knots. V1 called the captain, if something went wrong past this point their only option was to take off, rejecting a take off at a speed higher than the V1 speed was very dangerous. Soon afterwards they hit V2 and the plane took off. At 6:35 and 26 seconds the plane was airborne, At this point in the flight you expect to hear a thunderous roar from the engines as they operate at full power to get this massive plane into the sky. But they heard something else too, the plane buffeting. This buffeting sound was in the background as the crew talked, the first officer said “gear up”, the flight engineer said “too much speed steep” in alarm he quickly added “stall!” His words were backed up by the stick shakers in the cockpit. They were shaking vigorously to warn the pilots that they were dangerously close to a stall, but to no avail, the plane impacted the ground at 6:35 and 39 seconds. An onlooker said

Donations are never expected but appreciated: paypal.me/miniaircrash ATR42 Image: Asuspine - http://www.airliners.net/photo/Pakistan-International-Airlines/ATR-ATR-42-500/1848665/L/ Propeller Images: Julian Herzog and Vivan755 On Wikimedia Commons This is the story of Pakistan international airlines flight 661. On the 7th of december 2016 an ATR 42-500 was flying from chitral airport to islamabad in pakistan. Todays flight would have one captain and two first officers and 42 passengers on board. One of the first officers was being trained on this route. The plane took off from Chitral at 10:38 am the first officer was the one at the controls. The plane climbed albeit a bit slowly the Atr 42 usually climbed at 160 knots but today it was lagging a bit behind at 145 knots. At 10:45 am the plane levelled off at 13,500 feet and the crew and the passengers settled in for the journey. As the plane cruised the captain took over flying duties from the first officer. As the plane cruised at 186 knots at 13,500 feet the captain started to make an announcement at 11:04 am, he was interrupted by a warning, A pec or propeller electronic control- 1 warning for the left hand engine appeared. The first officer lets the captain know and the fault was acknowledged by the captain. The captain called for the QRH or the quick reference handbook and summoned an engineer who was a passenger on this flight as the pilots did this they also brought back power on the left hand engine the plane slowed down to 146 knots. They were trying to reset the Propeller electronic controller, they much like us hoped that turning it off and then turning it back on again would solve the issue. But it didn't the captain wanted to do the checklist to reset the PEC again. They tried resetting the PEC 3 times with no luck. By 11:10 am the engineer joined the discussion in the cockpit. The right hand engine was holding steady at 82% but the left hand engine was all over the place. At first it was around 82% then it dropped to 62% then it climbed to 69%. It was as if the left hand engine had a mind of its own. At 11:10 am a sound was heard from the left hand engine and torque from the left hand engine dropped to 0. The left hand engine had failed. The captain said “engine gone”, the pilots carried out the single engine operating procedure and as a part of that the captain pulled back power on both engines. The propeller speed of engine number 1 or NP-1 was quite high it was at 102%, this caused some asymmetric drag on the left side of the plane, sure when you lose an engine you expect the broken engine to produce some drag but the drag by this engine was well beyond what anyone had expected, three times as much to be precise, the autopilot held the plane.. For now. The condition lever was moved to the fuel shut off position. The propeller speed started to drop and it was down to less than 30%, the captain increased power on the left hand engine. At 11:11 am The crew wanted a lower altitude and they put out a mayday call. The propeller speed for engine number one was at 25% as expected. But it didnt stay there. Soon it started to rise soon it was at about 125%, the rise in the speed of the number one propeller went unnoticed, they only noticed it when they picked on the noise from engine number 1. Soon after that the autopilot disengaged. The captain struggled to keep the plane under control. The plane at this point was close to a stall, The speed had dropped to 127 knots and they were descending. The plane turned left as it lost altitude and airspeed. The captain was trying his best to turn the plane to the right but it was stuck in this left turn. The stall warning came on again and the stick shaker activated. The crew were confused; they tried to feather the left engine and maybe they even attempted a restart. The power on engine number 2 was increased and the captain commanded right rudder right as the speed on the engine one propeller dropped. Without the drag from the left engine forcing them into a left hand turn the plane was now in a right turn and the plane stalled. The plane was uncontrollable at this point

Donations are never expected but appreciated: paypal.me/miniaircrash B200 Image: https://commons.wikimedia.org/wiki/File:Beech_B200_Super_King_Air_AN1213760.jpg Blade Pitch Image:https://en.wikipedia.org/wiki/Blade_pitch#/media/File:Prop_feather.jpg This is the story of Keewatin Air flight 202. On the 24th of April 2019 A keewatin air beech craft B200 was on the ground at Winnipeg international airport. Todays flight would be a repositioning flight and it would be repositioned to Churchill airport. the plane would be piloted by a captain and a captain in training. The plane had 4 occupants, two pilots and two flight nurses. The captain would be acting as the first officer and the trainee captain would be assuming the captains role. So from here on out if I say first officer I'm referring to the captain who was training the new captain and if I say captain I'm referring to the pilot who was being trained. On the ground the captain calculated the amount of fuel that they'd need for their 541 Nm trip to Churchill airport. The calculations told them that they'd need 2456 pounds or 1.1 tons of fuel. This would allow them to make the trip, divert to an alternate airport and then fly for another 45 minutes. As the first officer conducted his pre flight inspection he noted that the plane only had 1600 pounds or 720 kilos of fuel and so off he went into the hangar to find a fuel technician. But there was no one, anyway they couldn't take off right now as one of the nurses was yet to arrive. So the first officer continued to prep the plane, they loaded bottled water onto the plane as they waited. The nurse finally arrived and they were good to go, They took off from winnipeg at 4:39 pm and as the plane climbed the first officer did the fuel calculations for the flight. The captain entered 2456 pounds in the fuel required box and 2206 pounds in the fuel remaining box, they were 250 pounds short of the required value, the captain informed the keewatin air flight coordinator that they had enough fuel for 3 hours and 55 minutes of flight and with that the plane climbed to its cruising altitude of 25,000 feet. And thats how most of the flight went, when they were 14 nm west of Gillam airport, their alternate airport, the left low pressure warning light illuminated. The left engine surged, the captain turned the boost pump on and He glanced at the fuel gauges and to his shock the gauges showed that they had 0 pounds of fuel onboard. The captain asked the first officer about the fuel quantity and right then and there 25,000 feet above the canadian countryside the first officer realised what he had done wrong. He hadn't ordered fuel for the trip, he never fueled the plane for the trip. At 6:14 pm the crew declared an emergency and started an emergency descent. The weather at Churchill was on the cusp of being unsuitable for an approach and so the decision was taken to divert to gillam. 6:15 Pm the left engine was now out of fuel The crew carried out the emergency engine shutdown procedure. As The left engine windmilled the first officer punched in the details of Gillam airport and the FMS displayed the track to gillam airport. The captain turned right and made a beeline for the airport. They extended the landing gear in an attempt to set up a reasonable descent angle to runway 23 at gillam. The area control center notified the pilots that emergency vehicles would be on standby at gillam. As the plane descended through the 5000 feet the pilots intercepted the vertical navigation or Vnav path to runway 23. They retracted the landing gears to stay on the Vnav path to runway 23. By 6:20 pm the captain was having trouble keeping the plane under control. The first officer at this point took over flying duties. As the plane broke through 2000 feet the pilots gained a visual on the airport for the first time. At 6:22 pm as the plane passed through 1300 feet ASL the right engine lost power. They were 835 feet above the ground at this point. The plane now ducked below the

DC 8 Image: Ken Fielding/https://www.flickr.com/photos/kenfielding Donations are never expected but appreciated: paypal.me/miniaircrash This is the story of Alitalia flight 771. On the 7th of july 1962 Flight 771 was flying from Kingsford smith airport in sydney to Rome's fiumicino airport. Since this was the 1960s it had a bunch of stops in between. It had stops in Darwin Australia, Don mueang bangkok, Bombay India, Karachi Pakistan and Tehran iran. It was Late in the day on the 7th of july the plane was approaching Bombay india,the plane was in touch with bombay center, they were currently at 36,000 feet and they expected to be on the ground at bombay by 6:45 PM GMT or 12:15 am.As they passed the city of aurangabad at 6:26 PM GMT or 11:56 pm local time they were in contact with bombay approach and were also descending down to 20,000 feet. The crew said “ Leaving flight level 350 down to 200, bombay at 45”. ATC gave them the details for the airport including the QNH values. The crew expressed their interest to land on runway 27. As the plane approached the airport they got down to 5000 feet on its way to their assigned altitude of 4000 feet. ATC wanted to know if flight 771 would be making a straight in approach or if they wanted to do a 360 degree orbit. ATC asked "771 request your intentions Are you coming straight in from the outer marker for landing runway two seven or making a three sixty over the outer marker then reporting leaving outer marker inbound over?" Alitalia 771 was cleared to do a 360 over the outer marker, they now had to let ATC know when they were done with the 360 and when they were heading back towards the airport. ATC confirmed what they had just discussed “"Roger understand you will be making a three sixty over the outer marker, Report leaving outer marker while proceeding making a three sixty” Alitalia flight 771 replied with roger will do alitalia flight 771. This was the last time that they heard from the airplane. After ATC didn't hear back from the plane a search and rescue mission was started they found the wreck of the plane on a hill called davandyachi near the airport. None of the 94 occupants made it. The crash site told the investigators quite a bit, the plane was on a heading of 240 when it struck the mountain and it was in level flight, the first officer's altimeter was recovered and it showed the correct altitude that the plane was at. In addition to that all of the plane was at the crash site, all major parts were accounted for. The investigators talked to the flight dispatcher at bangkok, the flight dispatcher prepared an operational flight plan or a company flight plan. Now he says that he handed the flight plan over to the pilot in command but the pilot in command had not signed for the document to show his acceptance. As per the Alitalia operations manual this was compulsory. So with no signature we have no way of knowing if the pilots actually had the flight plan prepared but the flight dispatcher, this flight plan was not recovered from the wreck. The chief pilot of alitalia admitted that a lot of pilots did not consider the company flight plan to be absolutely essential, sure they were supposed to have it onboard but a lot of pilots didn't.

Footage Credits: @PDX Aviation 737 Image: https://www.flickr.com/photos/ackook/1448546407/ This is the story of southwest airlines flight 812. On the 1st of april 2011 a southwest boeing 737-300 was flying from Phoenix sky harbour international airport to sacramento international airport. On that flight they had 117 passengers and 5 crew members on board. This was supposed to be a routine passenger flight. It was about 3:55 pm local time. Flight 812 had been assigned FL 360 and so they were climbing through 34,000 feet to reach their cruising altitude. At 3:58 and 05 seconds the CVR picked up a noise. The captain made a radio call to ATC but he was barely audible ATC was having a hard time figuring out who was transmitting. On board the captain realized that they were losing cabin pressurization and he called for oxygen masks on. ATC asked “Southwest eight twelve uh was that you?” over the noise of the wind the captain replies “Yes sir declaring an emergency descent declaring an emergency we lost the cabin”. Something had gone terribly wrong. A plane's cabin is pressurised so that you and I can breathe when the plane is cruising at high altitudes. With the cabin losing its pressurization everyone on board was at the risk of passing out due to the lack of oxygen. The crew of southwest airlines flight 812 had their work cut out for them. One they needed to get this plane down to an altitude where the passengers could breathe without oxygen masks. Two they needed to find an airport to get this plane on the ground and three they needed to hope that whatever was wrong with the plane didn't get worse. Meanwhile in the cabin the yellow emergency oxygen masks had deployed and there was now a two foot hole in the ceiling of the aircraft right beside the baggage bays. They could see the blue arizonian sky through the hole. A flight attendant was on the PA system trying to make an announcement he had not donned his oxygen mask and he passed out. An off duty airline staff member tried to help the unconscious flight attendant and he too lost consciousness. The pilots pitched the plane down to get down to a safer altitude, ATC offered them 24,000 feet. But The crew asked for 10,000 feet. The controller has to check with other controllers to make sure that the airspace was clear. The controller radioed other controllers “Yeah this is Sector uh sixty. Southwest eight twelve is in an emergency decompression descent he’d like ten thousand feet. Can you approve that? He's doing it anyway”. They got cleared for 10,000 feet. Now they had to look for a place to put the plane down, the closest airport to them was Yuma international airport. At 4:29 pm the plane landed on runway 21R without further incident. All aboard survived. Now on the ground the pilots could see what had really happened. A 60 inch long section of the airplane's skin over the over wing exit had just peeled away. That's what had caused the decompression.

Air Transat Picture: Konstantin von Wedelstaedt This is the story of Air transat flight 236, On the 24th of august of 2001 an air transat A330 was on its way from toronto pearson international airport to lisbon in portugal. The plane had 293 passengers onboard and 13 crew members on board. The captain was the one at the controls. The plane departed Toronto at 12:52 am UTC with almost 47 tons 94,000 pounds of fuel, which was more than enough for the trip. It was just another regular flight, and at the start that's all it was. As the plane crossed 20 degrees west something came up. At 5:03 am they started seeing unusual oil indications on the right engine, that is engine number 2. The anomaly was reported to the people on the ground at mirabel canada. At 5:33 am the crew got an advisory warning on the right engine. While troubleshooting this error they pulled up the fuel page and they realized that they had a fuel imbalance. They had a fuel imbalance between the left and the right inner wing tanks. To correct this imbalance they started feeding the right engine from the left hand tanks. At 5:45 am UTC their fuel level got so low that they couldn't make it to Lisbon anymore. They now had to divert, it was their only option they were now aiming to land at Lajes airport. At this point they had 7 tons 15,000 pounds of fuel left. This was perplexing and so the pilots asked the crew members to look out of the windows to see if they could see a stream of fuel from the wing. But in the darkness they couldnt see anything. At 5:54 am the crew, now faced with a situation in which fuel was disappearing right in front of their eyes, decided to feed both engines from the right fuel tank. Faced with fuel values that made no sense they contacted the maintenance crew on the ground, they had 4.7 tons of fuel right now 12 tons below the planned value. They suspected a fuel leak in the right inner tanks.The situation was bad as they talked to maintenance techs on the ground the fuel quantities in the left tank had gone down by 1 tonne and 3.2 tons in the right tank. The maintenance technicians suggested that there might be a leak in the left hand engine and the captain momentarily opted to feed the engines from the left tanks. They now had 1.1 tons of fuel left. At 6:13 am UTC the worst case scenario started to unfurl, at 39000 feet the right engine failed and with 150 miles to go to get to lajes they were really in a tough spot. They could no longer maintain 39000 feet with one engine, and after letting Santa Maria control know they started a descent. 6:15 am, the pilots reported that they now had 600 kilos of fuel onboard. At 6:23 am it was obvious that things would get worse before they got better and so the first officer declared a mayday call. 3 minutes later the left engine flamed out. They were at 34,500 feet and they had 65 miles to lajes. They prepped the plane to glide as best as they could and they headed for lajes as a glider. 6:31 am the were about 8 Nm from runway 33 and at 13,000 feet. They were too high, the captain let approach know that he was going to conduct a left 360 degree turn to lose altitude. The turn was conducted with the landing gear and the slats out. They did an orbit but they were still a bit too high. As they were on final approach the captain flew S turns to lose some of that extra altitude.

Footage: https://www.youtube.com/NASA Marianne Dyson: https://www.mariannedyson.com Images: https://commons.m.wikimedia.org/wiki/File:Pressure_fed_rocket_cycle.svg https://upload.wikimedia.org/wikipedia/commons/7/71/Gas_generator_rocket_cycle.svg Scott’s Video: https://youtu.be/4QXZ2RzN_Oo This is the story of challengers 8th mission or STS-51-F, the story of STS 51 F starts on the 12th of July 1985, the space shuttle was on the pad and ready to go. The space shuttle was carrying space lab 2, it was a reusable lab that was developed by the ESA, A helium cooled IR telescope and I kid you not pepsi and coke in specially designed cans so that astronauts could drink pepsi and coke in space. Actually coke had their can ready to go on an earlier mission and pepsi asked the reagan administration to not let coke be the first cola in space. Anyway the countdown on the 12th was scrubbed when a coolant valve on engine number 2 of the space shuttle's main RS-25 engines malfunctioned at T-3 seconds. The coolant valve had to partially close for the engine startup; it had to go from 100% open to 70% open but this didn't happen. They had to abandon their launch attempt and their next window of opportunity was on the 29th of july 1985, and on the 29th all the readings from the vehicles were healthy, they were a go for launch, at 5 pm edt after a delay of about and hour and a half challenger was on her way to space, the engines ramped up to full power to clear the shuttle of the tower and as she executed the roll program, they throttled the engines down to 65%. The engines are throttled back at max-q or maximum aerodynamic pressure to reduce the loads on the vehicle. Challenger made it through max-q, and when it was a little over two NM from the launch pad huston came on the frequency and said “Challenger huston youre go with throttle up” giving them the all clear to push the engines back up to 104%. So far so good the APUs and the fuel cells were all in the green. One minute and 30 seconds into the flight all looked good, the shuttle zoomed upward at 2000 feet per second. A while later the solid rocket boosters fell away as they had done all that they could to get challenger into orbit. 5 minutes and 5 seconds had gone by still, everything was going according to plan. Suddenly a voice comes over the radio and says “standby for press to ATO”, Which was quickly followed up by “challenger huston press to ATO”. Challengers engine number 1 had failed and they were told to ATO or reject to orbit. Now i am using the word reject instead of another word. Just bear with me ok? ATO was a way to safely reject the launch, in this case due to the engine failure they wouldn't be able to reach their intended orbit and the ATO allowed them to reach a safe albeit lower orbit than the targeted orbit. This reject call was made based off of a flurry of activity at Houston. At the flight dynamics console two people by the name of brian perry and bruce hilty had been pouring over the ARD or the reject region determinator. It was a computer that gave them their reject options in the current phase of flight. A person by the name of Jenny Howard monitored the main engine parameters that were being beamed down from challenger. As her data told her the bad news jenny howard called “center engine down” on the flight director loop. Focus was now on perry and bruce, they now had to make the all important decision of what to do. Challenger at this point was at an altitude of 58 nm and the downrange distance was 275 nm. Challenger was too far away to attempt a return to Kennedy space center. Challenger could make it to a lower orbit with two engines but before they could make that call brian perry his flight dynamics team had to run some calculations about how the external fuel tank which was still attached to the shuttle would impact things. The math checked out they would be able to reject this launch and reach the safe lower orbit , and thats how huston made the ATO call. Once the shuttle crew got the ATO command from houston shuttle commander Gordon fullerton turned a rotary dial in the cockpit to the ATO setting

Sud Caravelle Image: Michel Gilliand (https://www.airliners.net/photo/Air-France/Sud-SE-210-Caravelle/1389661/L) Donations are never expected but appreciated: paypal.me/miniaircrash This is the story of air France flight 2005. On the 12th of september 1961, An air france Sud caravelle Was on its way from orly airport in paris to casablanca In morocco with a stopover in Rabat in morocco. The sud caravelle is one of those planes that looks so retro and futuristic at the same time and at the time it was one of the most innovative planes in the air. The plane departed paris at 6:26 pm and the flight was normal but they'd have a challenging time getting down to Rabat as there was a low lying layer of fog that obscured the airport. There was a 2 knot wind coming in from the north visibility was at 500 meters or 1600 feet and the fog hugged the ground at an altitude of about 300 meters or a 1000 feet. The airport did not have ILS which complicated matters further, the crew were in contact with an airline operations agent on the ground at Rabat, they talked about the possibility of continuing onto casablanca or diverting to tangiers, the weather at tangiers was a lot better. At 8:46 pm the crew were in touch with casablanca regional center, they were getting weather data for both rabat and tangiers from Casablanca regional center so that they could compare the situation on the ground. Visibility on the ground at Rabat was changing very quickly, patches of fog rolled over the airport the visibility varied between 500 meters and a 1 kilometer, or 1600 feet to 3200 feet. At 8:55 pm the crew got a crew transmission from their guy on the ground, he said that the weather was clearing up, ATC told the crew that they expected the weather to hold for the time being. As the plane flew over the airport of port Lyaute, he asked the controller if the controller could see radio pylons some 15 km or 10 miles away, the controller replied that he could not but he added that the runway was clear. As the plane overflew the town of Rabat the controller told the crew that conditions at the airport had worsened, His transmission was not based on empirical data but he was right the fog bank now hugged the ground at a 100 feet. The pilot in command radioed that they’d be making an approach to runway 04 using a navigational beacon called kilo-juliet, the air traffic controller warned the pilot about beacon kilo-juliet, the beacon was not aligned with the runway it was offset to the side. But this warning was never acknowledged, the aircraft unknown to the controller had crashed 8.4 kilometers or 5 miles short of the runway, The crash site was to the left of the extended centerline, the aircraft was in ruins and none of the 77 people on board survived. The air craft at the time of impact was in a slight left bank and the marks on the ground suggested that the plane touched down once bounced over a gorge and then came down hard on the other side, the investigators had the burnt out wreckage to study and they tried to glean all that they could from it. They inspected the engines they deemed that the engines were at a low power setting at the time of impact but both of them were working at till the last moment. Some ofThe elevators and the ailerons of the plane were practically intact and so were the servo motors that drove them. They decided to test them out to see if they worked and the whole thing worked as intended.

Iberia A320: Image: Gerry Stegmeier - http://www.airliners.net/photo/Iberia/Airbus-A320-214/1375371/L/ AOA Diagram: J Doug McLean Donations are never expected but appreciated: paypal.me/miniaircrash This is the story of Iberia Flight 1456, On the 7th of february 2001 an iberia a320 was flying from barcelona to Bilbao in spain, The sun had set, visibility at bilbao sat at 10 kilometers or 6 miles. But it was a windy night, There was a 10 knot wind coming in from the southwest and it was gusting upto 25 knots.Despite that the flight had been more or less normal since it took off from barcelona almost an hour ago. The first officer was the one flying while the captain monitored the instruments. As they flew over pamplona at 15000 feet they encountered a bit of turbulence the weather was giving them a taste of what it had in store for them. The choppy weather continued, when they were 25 Nm from Bilbao, they flew through some clouds, experiencing some heavy turbulence as they did so, On their way down they experienced winds of upto 55 knots. Bilbao tower cleared them to land on runway 30, they were in VMC conditions and the wind was at 8 knots guiting to 15 coming in from 240 degrees. With the flaps and the approach speed set they continued with their approach. At 400 feet the pilots disengaged the autopilot and began flying the plane manually. All was normal, but things started to go wrong a few seconds before landing, their vertical speed spiked, and suddenly their plane was descending at 1200 feet per minute. In the cockpit the sink rate warning sounded. They needed to go around and the captain selected toga power commanding full power from the engines and they pulled back on their sidesticks to arrest their descent and to start the go around but their side stick inputs had no effect on the plane, with no response from the plane and with them so low to the ground the plane touched down hard on the runway in a slight nose down attitude. Once on the ground the captain decided to continue the landing, but the nose gear collapsed and 4 tyres of the main landing gear blew out, the plane went down runway 30 dragging its nose and the engine nacelles on the runway. The plane eventually came to stop on the runway angled 60 degrees from the center line, Once they were at a standstill the captain commanded an evacuation, during the evacuation one crew member and 24 passengers were injured of which one injury was serious. All 143 people on the plane survived their rough landing. The flight data recorder gave the investigators a treasure trove of data. The mountains nearby produced strong winds and this was a feature of the region and they are known to jostle the planes around as they fly into bilbao. This flight was no exception; they found strong winds of upto 55 knots below 6000 feet. The problems started when they were seconds from touching down. When they were at 200 feet the first signs of trouble, they encountered a tailwind, then when they hit 100 feet they encountered an updraft that pushed the plane up at 1.15 G the angle of attack at this point was 10 degrees. Then in the 5 seconds before touchdown They encountered a descending draft, which brough down the angle of attack, which was followed by an updraft and a tailwind, As all this happened the pilots reacted as youd expect, when in the updraft he pushed the sidestick forward and when in the downdraft they pulled back on the sidestick. Both pilots were making inputs on their respective sidesticks, unless priority is assigned, the computer will calculate the net results of the maneuvers requested by both sidesticks and then carry that out. In this case priority was not assigned.

Footage Credits: @mylosairplanefan 747 Image: Airportnuernberg Donations are never expected but appreciated: paypal.me/miniaircrash This is the story of Lufthansa flight 540, The year is 1974 aviation fuel is cheap, the industry was booming, Just four years ago, the 747 had entered service and it had redefined aviation, on the 20th of november 1974, A Lufthansa 747-100 was to fly from nairobi jomo kenyatta international airport to Johannesburg south africa. On the ground at niarobi the plane was fueled up with 61000 kilos or 134,000 pounds of fuel. This brought up the take off weight of the plane to about 254 tonnes or 508 thousand pounds. With this being well below the planes maximum take off weight they would be attempting a reduced thrust takeoff today. At 4:42 am the pilots started up the engines on the 747. At 4:47 am they were requesting their taxi clearance. The controller that day gave the crew two options, runway 24 or runway 06, since they were well below their maximum takeoff weight, either runway would do. Their initial runway choice was runway 06 but runway 24 gave them a shorter path to intercept their flight path. Since they thought that the runway change was not that significant they did not recalculate the take off data. When they were on taxiway charlie the first officer selected flaps 10 and the flight engineer started reading off the take off checklist. At 4:52 am the take off clearance was given, it was a calm night and everyone expected a nominal takeoff. The captain slightly opened up the throttles as the first officer manned the nose wheel tiller. The flight engineer set the throttles to 1.46 the correct power setting for this take off. They hit 80 knots as they raced down the runway. They hit 135 knots and they pulled the nose up, the 747s nose rose as it gained speed down the runway. At this point they were 2100 meters or 6900 feet down the runway. But as the plane lifted off it stopped accelerating, its speed started to stagnate. As the plane became airborne the whole plane began to vibrate or buffet, the captain asked the flight engineer if any of the engines were causing the vibrations. A quick scan of the gauges showed that all 4 engines were operating without issue. Thinking that the vibrations were caused by unbalanced wheels the pilots selected gear up. The plane was not accelerating as usual, to stop the speed from bleeding off the pilots brought the nose down slightly, their 747 was in trouble. The plane clawed its way to 100 feet and with that the little upward momentum that it had ceased. The queen of the skies began a shallow descent as the plane was not able to keep itself airborne. The flight engineer confirmed that the engines were not to blame, The speed slipped below 140 knots and the control columns began to vibrate signalling an impending stall. 1100 meters or 3600 feet from the end of the runway the tail of the plane began scraping grass on the ground. The plane flew on dragging its tail on the ground for about 114 meters or 370 feet. With that their luck ran out right in front of them was an access road that was raised by 8 feet. The tail of the plane impacted this road, which caused the tail to disintegrate. The rest of the plane continued on for 340 meters or 1100 feet. The tail section was on fire and an explosion in the left wing set the forward section on fire. The pilots and the crew members helped people out of the stricken plane as long as they could before the explosions made that impossible. Of the 157 people onboard only 98 made it off the plane.

IL76 Image: Alan Lebeda Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of Sunway airlines flight 4412. The Il76 is a soviet workhorse and to this day it is used in militaries around the world and as a cargo plane. Ive said it before and Ill say it again the soviet union knows made some beautiful planes and the IL76 Is no exception. This particular IL76, was owned and operated by Sunway, a georgian airline, Georgia the country not the state. The plane flew from the UAE to Jinnah international airport in karachi, pakistan on the 27th of november 2010 at 10 am UTC carrying a boeing 747 enigne. The next day that is the 28th of november the plane was being prepped for take off, Today the plane would be hauling relief materials to khartoum international airports in sudan and so the plane was loaded up with tons and tons of tents. Between 8 21 and 8 24 pm UTC the 4 engines roared to life. After the crew were satisfied with the way their engines were running they extended the flaps and slats to their take off positions. The plane was good to go, the crew did have some trouble starting engine number 4 on a few previous flights, but not today. At 8:43 and 53 seconds the plane started down runway 25 L of karachi's Jinnah international airport and the plane was airborne. As the plane climbed away it started a slight left bank, The crew checked in with ATC “1255, good day MGC22..” their transmission was cut short. On board a crisis was developing the high pressure compressor in the number 4 engine was shutting down, the crew also had a fire warning on engine number 4. The plane was now 1.24 miles away from the runway and it was at 328 feet in altitude. A few seconds after engine number 4 failed the plane started to bank right, The pilots were commanding a left roll with the ailerons and the spoilers, but the right bank persisted. In a few seconds the plane was banked to the right by 14 degrees. Engine number 4 was now idling. But the plane continued to bank, now at 32 degrees of bank, the IL76 reached an altitude of 500 feet and it began to descend. As it descended the bank grew worse now at 70 degrees to the right. At this point the plane was unrecoverable and it crashed into housing being built for the pakistani navy near karachi airport. 8 people on board and 4 people on the ground did not make it. Looking at the wreckage of the plane it was clear that the plane hit the ground in a hard right bank. The wreckage also told them that the there were not flight control issues with the plane as the flight control linkages were all still intact even after the crash, but as they soon discovered not all of the plane was there at the crash site, along the flight path from runway 25L and the crash site they found the shattered battered innards of an IL-76 engine, Engine number 4 had failed as the plane took off from karachi. Parts like shafts, compressor blades and cowlings had fallen off the plane as it tried to climb out. Finding out what happened to Engine number 4 might hold the clue to what happened to sunway flight 4412. They found that the Low pressure compressor stage disk was the first part to fail, and when that part failed it damaged the right wing of the plane. The damage punctured a fuel tank and that started an inflight fire. The flaps on the right wing of the plane also sustained damage. However the Low pressure second stage disk was lost during the investigation so they couldn't test it extensively to figure out how it failed.

Footage: @N125AS and The ATSB A340 Image: Konstantin Von Wedelstaedt (https://www.airliners.net/photo/Emirates/Airbus-A340-541/1429538/L) Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of Emirates flight 407, On the night of the 20th of march 2009 an emirates A340 was to fly from melbourne to dubai with 275 people onboard. The flight was to depart at 10:25 pm local time and the flying time was 14 hours and 8 minutes. Going off topic for a second it feels kind of weird seeing the emirates livery on a quad engined plane thats not the A380, I didn't know that they used to operate the A340 did you? As they prepped for departure the pilots were busy in the cockpit getting the plane getting ready for the departure. The first officer was on a laptop known as the electronic flight bag, he would be using this laptop to calculate the takeoff metrics for runway 16. Its a simple process really, you put in parameters like the wind direction, take off weight, altimeter setting , temperature air conditioning , flaps runway condition and a whole host of data and it gives you the performance data for that take off, what power setting to set your engines to, their reference speeds that sort of thing. With all of that calculated they copied all of that data onto the master flight plan. As the crew discussed the instrument departure from melbourne the laptop was handed to the captain who type the data into the plane's computers. The first officer was in contact with the tower for the clearances that they needed. The captain had finished entering the data into the flight management computer and he checked with the first officer and the master flight plan to make sure that he had done everything correctly. They checked again, the first officer read out the take off weight of the plane from the flight management system of the plane, the take off weight was 361.9 tonnes but the first officer read it out as 326.9 tonnes, he immediately corrected himself and stated 362.9 tonnes as their take off weight, one tonne was added to the take off weight to account for any last minute changes made to the plane. At 10:18 pm the plane was pushed back from the gate 7 minutes ahead of schedule. At 10:30 pm it was at the northern end of runway 16 ready to take off, a plane was on final and flight 407 was given the all clear to take off before it landed, the pilots lined up and set the engines to take off power. 10:31 and 53 seconds they hit the calculated rotate speed. The captain who was the pilot monitoring called out “rotate” the first officer pulled back on the stick. But the nose barely budged, the captain called out rotate again, the first officer pulled back even more the nose rose up slowly but the plane did not take off it was still on the ground. Sensing that something was wrong the captain immediately pushed the throttles to TO/GA or go around power. The four rolls royce trent engines reacted quickly. As the plane accelerated it ran out of runway. It went through the stop way and a grassy part beyond the runway but three seconds after full power was commanded the plane was airborne. It was a close call So close infact that the a340 had knocked out a light on the runway and the ILS Antenna for runway 16, runway 16 did not have ILS anymore but they were airborne. Melbourne ATC came on and told the pilots that they had just had a tailstrike and so the pilots decided to land to assess the damage. They climbed to 7000 feet to dump some fuel so that a safe landing could be attempted, the plane was fueled up for a 14 hour flight and as of right now it was too heavy for a landing. As they climbed the relief first officer noted that the plane was not pressurizing the tail strike must have done some damage, the captain immediately asked the relief first officer to pull up the checklist for a tail strike, but he or she could not find it.

The Fighter Pilot Podcast: @The Fighter Pilot Podcast US Navy: https://www.youtube.com/user/usnavy F18 Image: US navy Donations are never expected but appreciated: paypal.me/miniaircrash Join My Discord: https://discord.gg/rhDgbc9 This is the story of Victory 206, On the 8th of april 2013, It was 4Am zulu time or 8 am zulu time and an F18 was loaded onto the catapult on the carrier Dwight D Eisenhower also known as the IKE, Their call sign was Victory 206 and today they'd be providing close air support in afghanistan as a part of operation enduring freedom. The Eisenhower was in the northern arabian sea and the weather was good, a few clouds between 3000 and 5000 feet and visibility ranged from 4-6 Nm. It was a bit windy but thunderstorms were forecast for the boulevard. The boulevard was what the corridor between the northern arabian sea and afghanistan was called. They launched at 0800 local time, As they were leaving pakistani airspace and entering Afghanistan they had their first mid air refueling rendezvous. This is a great time to talk about the fuel system of the F18 that they were flying. It has 4 internal fuel tanks, tanks 2 and 3 are engine feed tanks and tanks 1 , 2 and the wing tanks are transfer tanks. All of this is backed up by tank pressurisation tech and fuel is pumped around by some ingenious tech known as “Motive Flow”. A motive flow system has no moving parts and it uses high pressure fuel to pump more fuel, when high pressure fuel passes through the nozzle it produces a suction and that induces a net flow, this is great because it offers high reliability because it has no moving parts. This is used quite a bit of the F18 to move fuel from one tank to the other. After a while they met up with a US air force KC-135 tanker, call sign shell 73 for their next fuel up, this time they were connected for 8 minutes and the F18 took on14,800 pounds or 6700 kilos of fuel on board. But as they were refuelling both the KC135 and the F18 hit some clear air turbulence but they stayed connected despite the turbulence. But suddenly the boom of the tanker moved below the nose of the F18, the hose got tangled and the pilot of the F18 pulled back power. After backing away from the tanker they found out that the basket of the tanker was still attached to their refueling probe, making matters worse fuel was gushing out of the now broken hose and much of it was being ingested by the right engine of the F18. Instantly they got an engine caution warning and a perf 90 warning on the right engine. The fuel ingestion had damaged the engine. The perf 90 warning meant that the right engine would only produce 90% of its usual thrust. Victory 206’s wingman performed a visual inspection of the plane as they took stock of their situation. They now had 15,500 pounds of fuel and since the perf 90 warning was a land as soon as practical emergency they decided to return to the carrier. They calculated that with this much fuel they'd be able to make 6 approaches to the carrier or make 4 approaches to the carrier and then divert if needed. At this point this made sense, the right engine didnt have an afterburner anymore, if they had more serious issues they could divert to kandahar in afghanistan. Moreover they didn't have maintenance techs at kandahar so if they did land there, people would have to be flown out to kandahar to fix the plane. So returning to the carrier made sense. So with that decision taken victory 206 and her wingman bearcat 22 headed back for the carrier. They told the air traffic controllers about the state of flight 206. The drouge basket was still on the in flight refueling probe. But by the time the information reached the carrier the fact that the refueling basket was stuck to the in flight refueling probe was not mentioned,

Starboard76: https://www.youtube.com/user/Starboard76 SpeedbirdHD: https://www.youtube.com/user/SpeedbirdHD SIA 747 Image: Michel Gilliand This is the story of singapore airlines flight 006. The 31st of october 2000 on the island of taiwan it was a dark and windy night. Flight 006 was hoping to get airborne soon as a typhoon was bearing down on the island. The pilots had been flying the plane since the day before and they had been all over the world from singapore to los angeles and taipei. At 9:53 pm that night the pilots completed their pre flight briefings and picked up the NOTAMS or notice to airmen for the night, it contained important information that someone flying here should know. At 10:57 pm the pilots got clearance from ATC, the ATIS transmission could be heard in the background, telling them that the departure runway was 5L Wind was at 020 at 36 gusting to 52 and visibility was 450 meters or 1500 feet, the rain beat down on the airport marking the arrival of the typhoon. the captain was the one flying and At 11:05 pm the pilots got permission to taxi and they were given their taxi clearance ““Singapore six, taxi to Runway zero six, via Taxiway, correction, Runway zero five left, via Taxiway Sierra Sierra, West Cross, and November Papa.”, The copilot said ““I missed that man, what is it,” the captain repeated the clearance for him. After this the crew engaged in chatter about how they'd get to runway 5L, they also talked about alternate airports because Hong Kong and Kaohsiung were closed. As they taxied the captain said “a lot of rudder work man here...,am going to go very slow here because you going get skid.”, The plane was on the ground and the wind was so strong that the pilots had a bit of trouble with the wind. As they taxied onto taxiway november papa they were transferred over to the tower. “Singapore six good evening, Taipei tower hold short runway five left.” The first officer acknowledged. The first officer said “next one is november one” referring to the taxiway that they had to be on to get to runway 5L, ok second right the captain responded, the first officer agreed. As they taxied the tower gave them the all clear. “Singapore six, Runway zero five left, wind zero two zero at two eight gust to five zero, cleared for takeoff.” At11:15 pm the crew were done with the takeoff checklist and they made the right turn onto the runway, they were very careful as the rain had made everything really slippery. With them on the runway the first officer said the PVD or the para visual display hadnt lined up yet. To which the captain replied yeah we gotta line up first. But even when they had lined up the PVD was not aligned but the captain said that they could see the runway and so it wasnt that big of an issue. At 11:16 and 44 seconds they started their takeoff roll, the first officer called out 80 knots. The captain said “something there” which was followed by the first sounds of impact. Flight 006 had collided with construction equipment, they had not taken off from runway 5L. The right gear slammed into some construction equipment and the left landing gear went over a pit in the runway blowing a tire. The plane then headed straight into an excavator damaging the lower left side of the plane. The stabilizer was hit by debris and failed. There was a bit of rebar on the left side of the runway and engine number one struck that, the plane now started to yaw to the left. The plane then hit two steam rollers and broke into two the right wing was sheared off. The plane hit the equipment 4000 feet from the runway threshold, the plane broke into two and it skidded along the runway spewing broken bits of debris everywhere.Unfortunately 179 people onboard, only 96 people made it. This is todate the only incident for singapore airlines which resulted in fatalities.

RyanBomar: https://www.youtube.com/user/RyanBomar Reverse Thrust Animation: FAA 707 Image: Michel Gilliand 707 Diagram : NASA This is the story of TWA 800, No not the TWA 800 you're familiar with but the 1964 crash of a TWA 707. On the 23rd of november 1964 a twa 707 was flying from romes fumincino airport to Ellinikon international airport in Greece. Captain Lovell went over the pre flight briefing, the weather was good, there was some choppy weather over northern italy but other than that all of europe was great. After having lunch with a friend Captain Lovell decided to perform the visual inspection of the airplane, everything seemed to be in order. They decided that the first officer would be the one flying out of Rome that day. As they studied their departure, and did their pre flight checks,ATC came on and gave them permission to start their engines. As they taxied they got their take off clearance, which meant that they wouldn't have to hold short or pause at the runway, they could just turn onto the runway, open up the throttles and go. Even though the first officer would be flying, Captain Lovell was the one who had access to nose wheel steering, so he would hand the plane off to the first officer when they were at 80 knots. They got on the runway and started their take off roll, as they reached 80 knots. The data coming in from engine number 4 showed an issue. 2 seconds later a reverse thrust light came on for engine number 2. Something was wrong with engine number 2 as well. Instantly Captain Lovell decided to reject the take off, it would not be safe, and since they were well below their V1 speed, it was the right call. Captain Lovell now in control of the plane, he first pulled the engines back to idle and then used the speed brakes and the brakes to start slowing the plane down. Then he engaged the reverse thrusters. Reverse thrust is a mechanism by which planes can use the thrust from their engines to slow down. The concept is really simple. The thrust from an engine pushes a plane forward, now if you were to redirect that thrust forward, it would help the plane slow down. That's basically what reverse thrusters do re-direct thrust in the opposite direction of motion so that the plane slows down. On the 707 this was done using clamshells or buckets. When the reverse thrust is activated buckets move into the jet exhaust and they redirect it forwards. As the crew rejected the take off the plane yawed violently to the right. Something was wrong the plane was to slow down and come to a stop on the runway. A crew member let the capatin know that tires on the right side of the plane had blown. But there was a problem the last 2000 feet of the runway was closed today for maintenance and as Captain Lovell struggled to keep his plane under control he saw a steam roller traverse the runway. Captain Lovell tried to turn to the left in order to avoid hitting the steam roller. But he failed, engine number 4 slammed into the steam roller tipping it over. 800 feet beyond that the plane came to a halt, minus engine number 4. The crew flew through the checklist for an rejected takeoff, the first officer now altered Captain Lovell to the fact that there was a fire on the right side of the plane. Immediately Captain Lovell shuts the engines down, he cuts the fuel and hydraulic lines to the engine and activated the fire suppressors. As he did this a violent explosion rocked the plane. Quote “ As of that instant, and from then on, we-my passengers, my crew and I-descended into the deepest pit of hell” end quote, their ordeal was far from over. As Captain Lovell made his way out of the cockpit he went into the cabin to help in any way that he could. He found that the flight attendants were having a hard time with the emergency chutes in addition to all of this the aisles of the cabin were full of people. Captain Lovell made his way

Eyetrapper:https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw Fighter Pilot Podcast UFO Episode: https://www.youtube.com/watch?v=dvfRRgFHSRE RyanBomar:https://www.youtube.com/user/RyanBomar Mars and Astronaut Pictures: NASA L1011 Picture: Jon Proctor UFO Footage: US Navy Welcome to a very different type of Mini ACI video.On this channel usually we take a cold hard analytical look at air crashes and aviation safety, just the facts and nothing else. But there's so much out there that we don't understand or barely comprehend. So for today let's open our minds to the possibility of the extra terrestrial and the paranormal. Ive talked about eastern airlines flight 401 before in fact i've made an entire video about it, but what I didnt talk about in that video is what happened after the crash. After the plane crashed on the 29th of december 1972 the plane was relatively intact due to the marsh cushioning the impact and due to the plane being in a relatively shallow descent. A lot of the parts of the plane were salvageable and after the accident, those salvaged parts went into other eastern airlines planes and thats when the sightings began. One morning as a flight engineer went about his duties, doing pre flight checklists for an upcoming flight, second officer don repo walks in and tells him to not worry and that he has done all the pre flight checks, anyother flight engineer would have been relieved about the relaxed workload but not this one because First officer don repo was on eastern airlines flight 401 and he never made it off. On another instance, a flight attendant was walking up to the cockpit and she saw a flight engineer fixing the oven on the plane. When she got to the cockpit she asked the first officer about the other first officer. She was informed that there were no other first officers on board the plane. But she was insistent. She was later shown pictures of the crew of flight 401 and she picked out don repo as the man she had seen. Interestingly enough the galley where don was seen was salvaged from flight 401. Don repo has been seen on several other instances. An experienced captain stated that second officer Repo had appeared and spoken to him saying, “There will never be another crash! We will not let it happen!”. Its not just captains and flight attendants who have seen things. The vice president of eastern airlines walked into the first class section of an eastern plane to and there was a captain seated. He just assumed that this was the captain for the flight that day and so he didnt think that much about it, But soon afterward the man that he saw disappeared in front of his eyes and the man that he had seen? Captain Bob luft. There were many other sightings of the two, Don repo was also seen in the bay of a plane, the exact same place that he was when the plane went down. In some cases the apparition of don would tell them about mechanical faults with the plane. In one instance the face of don repo appeared in an oven and warned of problems with the airplane and coincidentally that plane did develop problems with its engine later on in the flight. The story of Flight 401 is littered with stories like this, Its been decades since the crash and unfortunately we have no way of telling whats fact and what's fiction anymore. In a way its kind of poetic don't you think, they couldn't save their plane but they looked out for others making sure that no one else met their fate, I guess that's touching in a way.

Nizam Ashraf Aviation: https://www.youtube.com/channel/UCI_y_rgmmLEen4Cde5vxifg Jet Airways 737 Image: Faisal Akram Donations are never expected but are appreciated: paypal.me/miniaircrash This is the story of Jet Airways flight 555. On the 18th of august 2015 a jet airways 737 was on its way from Doha to Cochin in india. The plane departed doha at 7:40 PM UTC and all was well, the plane came into contact with Cochin ATC at 11 pm UTC and by 11:48 pm the plane was over cochin. The weather at cochin was hazy, there was a cloud layer at 1500 feet and another scattered cloud layer at 8000 feet. Tonight theyd be making an ILS approach onto runway 27, ILS or instrument landing system allows planes to follow a radio beacon right to the foot of the runway. They needed 650 meters or 2100 feet of visibility and the decision altitude, was at 320 feet. If when you reach the decision altitude on your decant and you dont have the runway insight or if something else is not conducive for a safe landing you must go around and try again, and thats what this crew did, When they made their approach the clouds had descended and they were not able to sight the runway and so they went around. As they joined the holding pattern for attempt number 2 they took stock of their situation. Right now they had 4700 kilos or 10,000 pounds of fuel, their alternate diversion airport was bangalore and the minimum diversion fuel or MDF for bangalore was 3300 kgs or 7200 pounds of fuel. Minimum diversion fuel is the sum of alternate fuel and final reserve fuel. The alternate fuel is the amount of fuel you need to conduct a go around and to then fly to your alternate airport and the final reserve fuel is the fuel that you'd need to hold at the alternate airport for 30 minutes flying at 1500 feet. So when this plane had 3300 kilos of fuel left, it would have enough fuel to fly to bangalore from cochin and hold there for 30 minutes at 1500 feet. As cochin ATC cleared them in for another approach they considered other airports nearby like Coimbatore and Trivandrum, The First officer told the captain that trivandrum only had VOR approaches and no ILS approaches, VOR approaches are less precise than ILS ones. But the weather at trivandrum was good enough for a VOR approach, as they flew away from cochin to try again air india express flight 474 chimed in with a weather update they could see the runway at 1400 feet but the clouds were moving around quite a bit. Flight 555 tried again and at 12:17 am UTC they went around after their second go around their fuel level was at 3900 kilos or 8500 pounds, it was getting very close to the minimum diversion fuel for bangalore. After their second go around the captain decided to change their alternate from, bangalore to trivandrum. This would allow them to loiter over cochin for a bit longer to see if the weather would improve but the first officer warned that it might get more hazy. The captain said that if push came to shove they could fly to coimbatore another airport nearby. As they were in the holding pattern above cochin Kuwait airways flight 329 went around because they could not see the runway. After the Kuwait airways plane had gone around the visibility was at 2000 meters and there were scattered clouds at 400 feet, After this ATC let everyone know that the visibility at trivandrum was 3000 meters and clouds were at 1500 feet.

Casey Planespotting: https://www.youtube.com/user/transformereviews Charlest103 Aviation Videos: https://www.youtube.com/user/charlest103 747 Picture: Richard Silagi St Elmo's Fire Picture: Public Domain This is the story of speedbird 9 or british airways flight 9. On the 24th of june 1982, it was a pitch black night and a british airways 747 streaked above the indonesian islands, it was on its way from kuala lumpur to perth australia, perth was just a stop over its ultimate destination was auckland in new zealand, this leg of the flight was captained by Eric moody, his team consisted of first officer Roger greaves and flight engineer barry townley freeman. The 747 had 248 passengers and 15 crew members on board. All looked good, the weather was calm, all systems were in the green and everyone looked forward to landing in Perth some 5 hours later. As they cruised at 37000 feet, tiny pin pricks of light popping up on the windscreen this was accompanied by acrid smoke coming in from the vents, Captain Moody was brought back to the flight deck. In front of them was the most intense display of St Elmo's fire that any of them had ever seen. St elmo's fire is a natural phenomenon where a little bit of plasma forms due to the ionization of air molecules. Roger the first officer looked over and saw that the number 4 engine was lit from within. At 8:42 PM Jakarta time or 1:42 pm UTC Flight engineer barry freeman called out “engine failure number 4” engine number 4 had flamed out, captain moody called for the engine fire drill and the other two pilots carried it out. About a minute later engine number two surged and failed. The flight engineer said “Engine failure number 2” which was quikcly followed up by “threes gone” which was followed up by “theyve all gone”. It took a second for the situation to sink in, the flight engineer said “four engines do not fail”, A quadruple engine failure was almost unheard of. They were out of thrust but the instruments still worked. But the instruments painted a dire picture, some of the instruments were inoperative and some were literally off the charts. An amber light told them that the engines had exceeded their maximum turbine gas temperatures. Eric said to his first officer “Ok Roger put out a mayday”, at 8:44 Pm the first officer roger transmitted “jakarta, Jakarta mayday mayday speedbird 9 we've lost all 4 engines were leaving 370” But even a simple mayday call proved to be harder than usual, Jakarta control misunderstood the mayday call, they were under the impression that engine number 4 had failed, A nearby garuda indonesia plane relayed the message to Jakarta Control and only then did they understand the severity of the situation. With no thrust they were falling and they needed to land somewhere, but in their path lay the mountains on the island of Java, they needed to be have at least 11500 feet in altitude to cross the mountain range safely, so the crew decided that, if they were not able to maintain 12000 feet by the time they got to the mountain range they'd turn around and ditch the plane in the indian ocean. With a plan in place they began their engine restart attempts, were they in the ideal situation for an engine restart? No but the engines had to start they just had to. At 26000 feet the cabin pressure warning horn sounded and the crew donned their oxygen masks. But not first officer roger, his mask fell apart in his hand, captain moody now had a tough decision to make. He could either let the plane descend very slowly and risk exposing his first officer to a lack of oxygen or he could descend and take the plane down to a more breathable altitude but that would eat into the precious little altitude that they had. They kept trying to restart

El Aviation: https://www.youtube.com/channel/UCRMzgphW4Nrdknd1hkieK_A Donations are never expected but are appreciated: paypal.me/miniaircrash Source:http://www.project-tenerife.com/engels/PDF/Dutch_comments.PDF KLM 747 Image: https://www.flickr.com/people/23344035@N03 Pan Am 747: Rob Russell The tenerife crash is the most deadliest crash of all time. A month or so ago I put out a video about the tenerife crash and that one was based on the spanish report. In the case of the tenerife crash there are basically two reports. One by the spanish authorities and one by the dutch. They both agree on the facts, but they disagree on the interpretation of those facts. Most of the videos on the internet i've seen are based on the spanish report and I haven't really seen any that take a look at things from the dutch point of view and that is what we are going to do today. Well go through the dutch comments on the spanish report. Before we go any further, i covered the circumstances leading up to the crash in my other video, which you can find on your screen right now. I highly suggest that you watch that or watch another documentary on youtube before proceeding so that you have context going forward. So let's look at how the dutch see things shall we? The first issue that they tackle is the argument that the crew were under stress and that they were rushing to take off to meet their duty time requirements. The dutch investigators point to the calm and relaxed method in which the taxing and the takeoff was conducted. This according to them shows that the crew of the of the KLM was not hurrying to take off, as they did everything in an orderly manner. If you'll think back to the other video you'll recall that the captain of the KLM ramped his engine power and the first officer of the KLM had to stop him and go “ Wait a minute we don't have ATC clearance ”, this was recorded as the plane moving forward ever so slightly on the CVR, the captain responded with “No: I know that go ahead and ask”. The dutch report says that the engines were ramped up to an EPR or engine pressure ratio of 1.10, the EPR value is a measurement of the thrust generated by the engines, the higher the value the more thrust you're generating. The dutch said that this was perfectly normal this is done to check the spin up of the engine prior to take off and according to them this does not indicate that the crew were hurrying to get airborne. Listening to the CVR it was evident for most of the time on the flight deck the captain was acutely aware that he did not have clearance to take off, the first officer had reminded him of that fact. So lets go through the events of that day second by second to see what happened. At 5:05 pm and 53 seconds the Controller gave the KLM crew the following bit of information “KLM eight seven * zero five uh you are cleared to the Papa Beacon climb to and maintain flight level nine zero right turn after take-off proceed with heading zero four zero until intercepting the three two five radial from Las Palmas VOR”. The controller is basically telling the crew what they need to do once theyre in the air, and as always the first officer starts a readback of the clearance. “Ah roger, sir, we're cleared to the Papa Beacon flight level nine zero, right turn out zero four zero until intercepting the three two five and we're now at take-off” That transmission began at 5:06 pm and 9 seconds and it lasted till 5:06 and 17 seconds. At 5:06 and 11 seconds the captain says “lets go check thrust” and the breaks were released. If you've been paying attention nowhere during that exchange was a take off clearance given. there was 6 seconds between the brakes being released and the end of the first officers readback.

PDX Aviation: https://www.youtube.com/user/buybygb 727 Image: Stephen West Donations are never expected but are appreciated: paypal.me/miniaircrash This is the story of Alaska airlines flight 1866. On the fourth of september 1971 a boeing 727 was flying from ted stevens international airport to Seattle tacoma international airport. With stopovers in Merle K airport in Alaska, Yakutat airport, Juneau and sitka airports. On the ground at Yakutat the air traffic controller cleared the plane to Juneau. The crew had to take jet route 507 to the pleasant intersection and then they could fly direct to juneau. At 11:35 am the plane lifted off from yakutat with 107 people and 7 crew members on board. At 11:46 pm the crew were 65 Nm east of yakutat and they were at 23000 feet, the controller cleared the plane down to 10000 feet but the pilots had to descend at their own discretion and they had to cross the pleasant intersection at 10,000 feet. At 11:51 pm flight 1866 started its descent down from 23000 feet. As they descended the controller asked them to maintain 12,00 feet.But the controller wasn't all there, he was a bit preoccupied. In the skies above alaska that day was a piper apache that was not following its clearance and the controller was also trying to get the apache back on course. At 11:58 am the plane was at the pleasant intersection this is where they had been cleared to and they, entered a holding pattern, the controller immediately cleared them to the Howard intersection. Controller enquired about the plane's altitude and the pilot let the controller know that they were at 12000 feet and that they were on instruments. The plane was right where the controller wanted them. They were cleared to the howard intersection but they would have to hold there as well as they hadn't gotten clearance to proceed beyond the howard intersection point. At 12:01 pm still in the clouds flight 1866 reached the Howard intersection point and they started flying the holding pattern. 6 minutes later the controller checks in with the crew of flight 1866 about their position in the holding pattern so that the controller could clear them to the airport with the appropriate guidance. The pilots told the controller that they had just finished their inbound turn and that they were now heading towards the Howard waypoint on the localizer. So the pilots at this point was somewhere along this line, heading towards the howard waypoint. For the controller this is perfect. He cleared the plane in for a straight in LDA approach and he aksed the crew to cross the howard waypoint at or below 9000 feet. The pilot acknowledges this clearance and let them know that the plane was now leaving 12000 feet. The approach controller controller kept checking in with flight 1866 about their altitude, when they were at about, 4500 feet the approach controller handed the plane off to the juneau tower. The captain keyed his mic “Alaska 66 Earlow inbound”, they were now at the earlow waypoint which was 10nm west of the airport. The tower controller replied with ""Alaska 66, understand, ah, I didn't, ah, co~y the inter- gusts to 28, the altimeter now 29.47, time is 09 112. call section, landing Runway 8, the wind 0800 at 22 occasional us by Barlow.ll barolo was a point very close to the runway and from where they were they should have reached barlow very quickly, but that confirmation never came, the seconds ticked by and at 12:23 Pm emergency services were put into service to find the missing plane. A few hours later the wreck of the 727 was found on the chilkat mountain range 18.5 NM west of the airport. No one unfortunately survived Before we go any further lets just take a look at how this boeing 727 ended up where it did, the plane approached the airport and the howard waypoint from the west, it went into a holding

Mylosairplanefan:https://www.youtube.com/user/mylosairplanefan Russpotter:https://www.youtube.com/user/AndreyBaranov81 Embarer 190 Picture: Myroslav Kaplun Donations are never expected but are appreciated: paypal.me/miniaircrash Our story begins on the 2nd of october 2018, An air astana embraer 190 was due for some major maintenance and for that it was ferried to the military airbase of Alverca do Ribatejo, in portugal. They had some complex service bulletins to go through. They had to do a basic inspection, remove and check the avionics and a lot of things like that. On the 9th of october they started work on the wings of the plane. The control cables that controlled the ailerons, needed some work as there was too much friction. Ailerons are small control surfaces on the trailing edge of the wing and it helps the plane to bank. They swapped out the stainless steel cables for cables made with carbon and steel. They also did some general maintenance on the plane, greased a few pulleys, adjusted a few things, that sort of stuff. On the 26th of october, the fixes were done and the plane was powered on, but there was an issue. On the engine indicating and crew alerting system or EICAS was an error, the error read FLT CTR NO DISPATCH, the computer was telling the mechanics that the plane was not ready for dispatch as there was something wrong with the flight control system. They carried on with the other tests that they needed to carry out before the plane was to be delivered back to air astana. So they carried out their inspections and they did a few engine run up tests. The plane was delivered by the maintenance team to the area manager but the error on the EICAS was still there, something in the flight control system needed fixing. The manager put together a small team to try to find the issue and to fix it. They didnt have much time. The plane was to be back with air astana on the 24th and they had extended that by a few days to the 31st of october, but their trouble shooting went well past that deadline. On the 11th of november the plane was to be flown back to minsk from alverca airbase. The flight crew went over the airplane to see if all was in order. The flight crew found an issue with the ventilation in the avionics system and a small glitch with the hydraulics system. This was fixed by the maintenance crew and with that they taxied out to the runway to begin their flight to minsk. The plane had 6 occupants including the 3 pilots. It was a rainy day the clouds were low to the ground. There was a layer of clouds at 500 feet and another one at 1500 feet. The Embraer took off into the skies at 1:31 pm, right after take off the pilot flying had a hard time engaging the autopilot, it just wouldn't engage. Moreover the plane started oscillating side to side very slowly, but these oscillations started to build up. The pilots knew that something was wrong and the plane was not behaving the way that it should. They tried to activate the autopilot many times and they kept getting an autopilot fail error. Right after take off they declared an emergency. They knew that they needed to get this plane back on the ground and they needed to do it fast. The plane was excecuting uncommanded roll and yaw inputs. Realising that they had little to no control of their plane they began to troubleshoot their aircraft. The plane just would not behave in the way that they expected it to. Things were so bad that the crew asked Lisbon control for a heading out to see where they could attempt a ditching and to minimize damage should they lose the little control that they had. Things were so bad that they had a very hard time flying in the general direction of the sea. At this point they needed a plan, the pilots consulted with the technicians onboard to see if they could offer some advice, The crew had been switching between the direct and normal modes of the flight control system and they found that they had a bit more control in the direct mode, In

MD Videos: https://www.youtube.com/user/MrMDVideos Thank you to Professor James Williams for the useful discussions while researching this topic. Air France A380 Picture: https://www.flickr.com/people/30949611@N03 This is the story of air france flight 66. It was a saturday the 30th of september 2017 and an air france A380 was flying from Charles De Gaulle international to los angeles international airport. The plane had 24 crew members on board and 497 passengers. The plane took off at 9:50 am and it climbed to 33,000 feet. Since this was quite a long flight the plane had two first officer on board, the second first officer decided to take the first shift. As the plane made its way across the atlantic the plane climbed and descended a bit by 11:14 am the plane was at 37,000 feet. With the plane about 100 Nm from the coast of greenland the pilots got in touch with gander oceanic over the CPDLC or the Controller-Pilot Data Link Communication which is a written form of communication between the pilot and the controller, its mostly used for clearances and things like that. The controller allowed them to climb to 38000 feet and they were asked to report when they were at 38000 feet. As the plane climbed to its new cruising altitude the outer casing of the number 4 engine of flight 66 was destroyed. The air inlet of the engine was ripped away and it fell to the ground. The plane's number 4 engine was out of operation, the wing of the plane was hit by small pieces of debris. On the flight deck they knew something was wrong, the plane turned three degrees to the right in three seconds and the entire airframe started vibrating. The crew had seen similar circumstances in their simulator training and they assumed that an engine was surging. An Eng 4 stall message came up on the ecam display, Ecam actions said the captain. He disconnected the autopilot and took over control of the plane and he pulled back power on engine number 4. The engine shut itself down and the first officer pushed the engine 4 fire push button. So far the crew had not seen what had happened to engine number 4. A member of the cabin crew entered the cockpit with a picture of engine number 4 taken by a passenger. First officer one went to the upper decks to see the damage for himself. He saw that the leading edge slats were damaged and that the flaps were vibrating a bit. The captain fell back on his training in this situation air france pilots are trained to deal with issues using the FOR DEC method. Facts, Options, Risks & benefits, Decide, Execution, Check. He saw that the planes speed had fallen from 277 knots to 258 knots. He knew that they couldnt stay at 37000 feet for much longer, the captain decided to bring the plane down to a more reasonable altitude step by step. They got down to 36000 feet then to 35000 feet and so on till they got the plane down to 27000 feet. ATC noticed that the plane was below its assigned altitude and so a message came in saying ““ATC NOW SHOWS YOU FL330. IS THERE A PROBLEM?. Air france flight 66 declared a mayday, they were too far out for voice transmissions and so their mayday had to be relayed by another plane. At this point the crew needed an airport to land their plane at and they had two options, goose bay airport in canada and Kangerlussuaq in greenland, they studied the approaches and the environment of the two airports and decided that goosebay was the better option even though it was further away. Flight 66 was cleared onto runway 26. As the plane was at 1000 feet the captain disengaged the autopilot and then hand flew the airplane in. The plane landed at 3:42 pm. They rolled down

RyanBomar: https://www.youtube.com/user/RyanBomar DC8 Image: https://commons.wikimedia.org/wiki/User:RuthAS Alaska Airlines JackScrew Animation: FAA Lessons Learned This is the story of eastern airlines flight 304, It was 1964 the 25th of february to be exact and an eastern airlines DC-8 had a busy day ahead of it. The flight was to start in mexico city it would then make its way to new orleans, atlanta washington and then finally its destination new york city. The plane arrived at mexico city at 10:12 pm the previous day, the crew that flew the plane in noted that the plane's pitch trim compensator was inoperative. The pitch trim compensator or the PTC applied nose up controls through the elevator system. The whole system consisted of electrical actuators spring loaded linkages and a computer. The DC 8 needed the PTC to improve the handling of the DC-8 at low altitude high speed regimes of flight. The PTC is used to prevent the plane from nosing down at high mach numbers. The PTC at least on the DC-8 was directly connected to the control columns and so at low at takeoff and landing the PTC system is not used. The inoperative PTC system was to be fixed at kennedy international airport. With all this in mind an IFR was filed and theyd be cruising at a lower speed than usual. The plane made it to new orleans at 12:51 am on the 25th of february. With customs and everything taken care of, the plane departed New Orleans at 1:59 am. As the plane climbed into the rainy cloudy night the controller handed the plane off to departure control. The departure controller asked the crew to fly 030 degrees, the controller at this time was in contact with new orleans air route traffic control center or ARTCC, new orleans artcc had flight 304 on its scopes and the plane was successfully handed off 2:02 am A transmission went out to flight 304 “Contact new orleans center radar, frequency 123.6, now” “ok” came the reply. Minutes passed, the plane should have checked in with new orleans center by now, but no it hadn't. The center controller contacted the departure controller to see if the departure controller gave the crew the correct frequencies, as they talked they both looked at their radar scopes neither of them could find flight 304 on it. The radar contact of eastern airlines flight 304 was no where to be seen. Emergency protocols were initiated and they began a search from the last known point of the plane, A helicopter combing the search area saw an oil slick in Lake Pontchartrain, floating debris confirmed it they found the wreck of flight 304 8 miles from the new orleans VORTAC, none of the 58 people on the plane made it. The plane had impacted the lake and a massive operation to raise the wreckage was started immediately. A lot of the bits and pieces of the airplane was separated out from the sand and silt of the lake bed, washed and then sent to a hangar for storage, they also recovered major parts of the airplane like the engines. The engines were damaged, they showed signs of a high speed impact with the water but no pre impact damage, the fuel system was also in working order. But the investigators were facing an uphil task, a lot of the plane was still in the lake and they didnt have the CVR, which was a big blow to the investigators, so for this investigation theyd have to extrapolate what happened to the plane from data that they had for other DC8s. They got into a dc8 simulator and then performed a number of take offs under the conditions of the 25th of february and they cross checked this data with the data from actual dc8 take offs, without the data from the flight recorders this was their best hope of filling in the blanks when it came to the last few moments of flight 304.

eye trapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWwNASA:https://www.youtube.com/user/NASAtelevisionFAA: https://www.youtube.com/user/FAAnews737 Max Images:https://www.youtube.com/channel/UC6uKrU_WqJ1R2HMTY3LIx5Qhttps://www.flickr.com/people/87117889@N04 Wikimedia The 737 max has been in the news for more than a year at this point, but that's not what I want to focus on today. Today we’re looking at the future. Today I want to see if airlines will still want to buy the 737 max once its back in the air. Or will the max stay on the metaphorical shelf gathering dust? With the max undergoing certification flights in different regions of the world the type is on the cusp of recertification, meaning that all existing customers can put their maxes back in the air. Thats also good news for any airline that's potentially considering the max. The first thing we need to note is that the 737 max is not coming back as a compromised aircraft. Most of the fixes are in the software and a few additional sensors. No ones like hey boeing you have to rework the wing , re design the engines strengthen the landing gear. Its still the plane that airlines know and love, it still flies just as long, it is just as efficient and seats just as many people. Had these important metrics been compromised on then the max would not have made sense to airlines given how razor thin their margins are, especially right now. So thats one hurdle down If an airline wants a fuel efficient small plane the max is a viable candidate. Now we have to figure out how the airlines feel about the max, the type was grounded in march of 2019. At the end of 2019 boeing's backlog of 737 max orders had shrunk by about 183 planes. But most of those cancelations were because of the collapse of the indian carrier jet airways, they had more than 135 orders for the max jets. But the cancellations really started to pile up in 2020 right as the global economic scenario started to look bleak, These airlines kept their orders for months as the jet was grounded and only cancelled them in the face of economic uncertainty. Had they not been confident in the type we would have seen a lot more cancelations in 2019, airlines felt like they could make the max work.nd anything that's a little more recent. During the 1990s two separate 737s crashed and investigators had no idea why, they were able to solve the accident because one plane had the issue and the plane was lucky enough to land. They then figured out that all three planes had issues with the rudder system and thats what caused the crash. The FAA mandated that all faulty rudder systems be replaced by the year 2002. So looking at history we see that planes who have a design flaw go on to be safer airplanes, the 737-200 in this case became a safer airplane after the fact and so did the DC-10.

RyanBomar: https://www.youtube.com/user/RyanBomar 707 Picture: https://www.flickr.com/people/136038106@N05 Donations are never expected but are appreciated: paypal.me/miniaircrash This is the story of independent air flight 1851. On the on the 8th of february 1989, an independent air 707 was flying from bergamo italy to the puna cana airport in the dominican republic with a stopover at the santa maria airport in the azores. Independent air was a charter airline that was operational from 1966 to 1990. And as you would expect todays flight was a charter flight as well. On the ground at bergamo, the crew worked out how much fuel they'd need for the flight to the dominican republic. They fueled the plane up with 30,000 kilos or 68000 pounds of fuel for the flight, that gave them enough fuel to fly there, divert and hold over airports should they need to do all those things. The plane departed bergamo at 10 am UTC, 2 hours behind schedule as the previous flight was a bit late. At this rate theyd arrive in santa maria at 2:05 pm UTC. At 1:44 pm flight 1851 requested for a metar for santa maria airport. A metar is a way of reporting meteorological data, Its stands for Meteorological Terminal Aviation Routine Weather Report and it gives you all the data you need to know about the weather at and around the airport in question. Wind speeds, cloud layers that sort of stuff. As per the metar the crew calibrated their altimeters to the QNH value of 1019. The QNH value is used to calculate the altitude of the plane above sea level, theres another value called QFE and that is used to calculate the altitude of the plane above the ground. The QNH and QFE values depend upon where youre flying into and you have to use the values that ATC or the ATIS gives you. Two minutes later with the plane still in contact with the Santa maria area control the plane was allowed to descend to 4000 feet. At 1:56 pm, the plane passed the echo waypoint, the plane transferred to the tower frequency on 118.1. The tower cleared them in “Independent air 1851, roger reclear to 3000 feet on QNH 1027 and runway will be one niner, expect ILS approach runway one niner report reaching 3000”. The tower had cleared them to 3000 feet. The copilot responded with reclear to 2000 feet and uh 1027, someone else in the cockpit pointed the copilots mistake out, make it 3000 they said. they were cleared to 3000 feet and not 2000. The pilots set the altitude alert system to 2000 feet, the altitude alert system would warn them if they deviated from the set altitude by a significant margin, in most cases it would trigger if the plane was 300 feet below or 900 feet above the selected altitude. The crew then turned their attention towards the landing preliminary checklist. They ticked off items on the checklist. The copilot told the captain that he was going to tune the ILS, the copilot continued “after 2000 feet well get below these clouds” the captain replied with “in case we dont, 187 is the outbound” referring to the heading that they had to fly incase they didnt sight the runway. At 2:08 and 5 seconds UTC, the GPWS system sounded in the cockpit, it blared for 7 seconds there was no comment or reaction from the crew. People near the parish of santa barbra saw the plane low over their town and it was flying much lower than what other airpalnes flew, it was headed straight for the Pico Alto mountain, the plane disappeared into the clouds, the witnesses on the ground couldn't see the plane anymore,

Hey guys I promised you a Q and A video and here it is! This was an unscripted spur of the moment thing and so I didn't have answers ready to go! Hopefully you enjoyed it! 00:00 - Ramblings 2:38 - What do you think happened to BSAAs Star Dust and what do you think STENDEC means? 4:55 - What are in your opinion, the worst/most emotional or most memorable last words from a plane crash you know? 5:58 - How did you get started with aviation? 8:30 - How long does it take you to prepare the script or narrative for one of your videos? How much time on research and then composing the story? 11:23 - Do you plan on becoming a pilot? 11:52 - What got you into making these videos? 13:28 - What air crash has perplexed you the most? 14:47 - What air crash do you want to really cover but either don’t have the time or resources to do? 16:00 - Where are you from, how old are you etc? 16:46 - Which episode has caught your attention the most, and gotten you into this subject? 18:08 - Videos about aviation in general? 19:01 - Do you plan on covering any helicopter crashes in the future? 19:30 - Can you talk more about the source you use for your video and the simulator? 20:45 - Does your work on this channel contribute to any level of fear when you are flying? 22:14 - Any plans for making a podcast version of your channel? 22:25 - Where do you get most of your info from? What is in your opinion, the most interesting plane crash? 24:43 - Whats your favorite plane? 24:59 - Favorite ice cream? 25:08 - How old are you? And is YouTube your full time job? 26:26 - Do you think that the PIA crash was pilot error or technical error? 27:03 - What is your future plan? YouTube? 27:44 - More Ramblings 31:53 - Landing

Boeing: https://www.youtube.com/user/Boeing Images: Wikimedia Commons Donations are never expected but are appreciated: paypal.me/miniaircrash Report:https://mak-iac.org/upload/iblock/459/report_vq-bbn_eng.pdf This is the story of Tatarstan airlines flight 363. On the 17th of november 2013, in russia was a 737-500. On that particular day that had to fly the plane from Kazan to the domodedovo airport in moscow and back again. The plane took off from kazan at 11:22 am. As the plane passed through 6000 feet the air got a bit choppy. But the crew made a flawless landing at domodedovo airport. Now they just had to do the same thing for the trip back. On the hop back the plane had 50 people on board. 44 passengers and 6 crew members. The plane was fueled up with 7800 kilos of fuel or 17000 lbs of fuel. With everything done they took off as they climbed.the controller asked for their assigned flight level. The pilots told them that they were assigned FL31. But FL31 was occupied by another airplane. So they flew at FL 29. As the plane entered the Kazan area control. The crew asked the controller for permission to descend down to 7000 feet. The Kazan radio controller greeted the crew. “Tatarstan 363, Kazan - Radar, good evening, cleared for ILS, RWY29, QFE 980, descend to 500 m”. At 3:18 pm the plane was setting themselves. For an ILS approach onto runway 29. As they turned onto the final the plane began its turn a bit too soon, so the plane was no where where it was supposed to be when it started turning. They were flying parallel to the runway but the issue was that they were displaced by about 3.5 KM or 2 miles. The plane was handed off to the tower from the approach controller. The tower controller said “ “Tatarstan 3-6-3, Kazan Tower good evening, distance 14 kilometers, right of heading”. The controller had noticed that they were off to the right. At 3:21 pm the plane was about 5 km or 3 miles away and at 1700 feet, add to that the fact that they were well to the right of the extended centerline. The crew said “ On glide path gear down clear to land” the controller gave them their landing clearance “Tatarstan 363, wind 220 degrees at 9 meters per second gusting 12, RWY29, cleared to land”” For the rest of us 9 m/s is about 17 knots and 12 is about 24. So quite a windy day. But as the plane breached 1 KM from the runway the pilots came to the conclusion that their landing attempt was not salvageable at all. They said “ “Tatarstan 363, going around, non-landing position”. They were going around. The plane leveled off at about 900 feet. The plane then started to climb but not in the way that youd expect the plane was climbing a bit more steeper than most go arounds and within no time it was at 2300 feet. At 2300 feet the plane started to pitch down, violently, the plane pitched down at an angle of 75 degrees and it started diving towards the ground, the plane picked up an immense amount of speed and it impacted the ground at 240 knots, destroying the plane. No one survived. In about 43 seconds a normal go around had turned catastrophic. As with any crash the CVR and the FDR were of paramount importance. Going over the FDR data they saw something strange the FDR showed that the recorded flight path and the actual flight path did not match up. During take off the recorded flight path was about 2 km to the south of the actual flight path. Before take off the crew had the calibrate the IRS or the intertial

ElAviation: https://www.youtube.com/c/ELAviation/featured RyanBomar:https://www.youtube.com/user/RyanBomar Donations are never expected but are appreciated: paypal.me/miniaircrash Images : Wikimedia and tenerifeproject.com This is the story of the Tenerife Airport Disaster. The story of the world's worst air crash to date, A story where so many things went oh so horribly wrong. The story of the worlds worst crash begins in two corners of the world on, it’s the 27th of March 1977. On the ground at Schipol in amsterdam and at JFK international airport in New York were two 747s. The KLM 747 and the pan am 747 were bound for the same place, the spanish holiday island of Las Palmas. But while they were en route, there was an attack on the airport at las palmas, there was wind of a secondary threat to the airport and so all inbound flights were diverted away. Pan Am flight 1736 and KLM flight 4805 were diverted to the Los rodeos airport on the island of tenerife. The tiny airport of Los Rodeos was now handling more planes than usual. Traffic that it was not designed to handle. They just did not have anywhere to put so many massive planes. The taxiways started to pile up with jets. All on the ground waited for Las Palmas to open up again, but the wait was long. The passengers on the KLM plane were allowed into the terminal building and at long last the Las Palmas airport opened up once again. The crew of the pan am were ready to go they started to head towards runway 12 but they had an obstacle in their way, a big KLM 747 sized obstacle, the KLM 747 was refuelling and it blocked the way to runway 12. The crew of the pan am 747 and measured the space left, No joy. The pan am would not be able to get by. They'd have to wait until the KLM 747 finished fueling up. At 4:56 pm the KLM was ready to go, but while on the ground fog had descended on the airport taking its toll on visibility. Now i say fog but really it was clouds, tenerife was engulfed in low clouds. Clouds are more dangerous unlike fog where the visibilty stays more or the same, with clouds you could have great visibility one second and a bit later you could have next to nothing. The tower cleared the KLM 747 to taxi into position on runway 30. Their initial clearance was for them to taxi along the runway and for them to turn off on the third taxiway on their left and to then make their way to runway 30 but that was soon changed. Now for them to get to runway 30 they had to taxi along runway 12, and then make a 180 degree turn at the end of the runway and then they had to wait there. But the crew of the KLM were still a bit confused; they asked the controller about the taxiway at which they had to turn at. The controller cleared up their doubts and the KLM crew taxied down the runway. As The KLM plane got into position the Pan Am crew were getting their taxiway clearance. The Pam am crew had to taxi down the runway and then turn off the runway on the third taxiway to their left. They'd then have to proceed to the runway via the taxiway. The controller asked the pan am crew to report when they were clear of the runway. The pan am 747 trundled along the runway perring through the grey fog counting the taxiways as they went. At 5:05 Pm the KLM was ready to go. They said “ The KLM 4850 is now ready for take off Uh and were waiting for our ATC clearance” The controller at this point told the KLM crew that they were cleared to the papa beacon and to 9000 feet after take off, typical clearance stuff, the crew of the KLM read back their clearance and the controller was satisfied and said “Stand By for take off I will call you”, as this transmission ended the crew of the pan am 747 said Clipper 1736, the controller

ElliotL- CBGSpotter: https://www.youtube.com/c/Elliotlangran/search?query=kc10 RyanBomar: https://www.youtube.com/user/RyanBomar Flying Magazine: https://books.google.co.in/books?id=8BVI6sNpT4wC&printsec=frontcover&redir_esc=y&hl=en#v=onepage&q&f=false DC10 Image: Richard Silagi This is the story of Western Airlines Flight 2605. On the 31st of october 1979 a Mcdonnel douglas DC 10 was on its way from Los Angeles international airport to mexico city international airport in mexico city the plane had 89 people on board, including 13 crew members. The plane departed Los angeles at 1:40 am local time and the flight there posed no issues for the crew whatsoever, a normal early morning flight. As they closed in on mexico city, mexico control cleared them into their airspace. At this point the mexico control handed the plane off to the mexcio city international tower. The controller briefed the crew about the airport and the weather, It was quite foggy and the crew would have to bring the plane in for a landing with very little visibility. And the weather was not getting better. The weather report at 5 am put the visibility at 2-3 Nm but by 6 am the visibility was effectively zero. The controller informed the crew that theyd be landing on runway 23R, that was the active runway at the time. The plane lined up for their approach onto runway 23 R as the plane was on final the controller comes on and informs the crew that they were a bit to the left of the centerline. The pilots acknowledge. They continued on. With fog enveloping the airport the controller checks in with the crew to see if they could see the runway, but the crew tells him no.. they could not see the runway lights through the thick fog. As they got closer and closer to the runway the crew realized something that they should have realized a long time ago, they were heading right for runway 23L and not 23R.The wheels touched down on the runway and they pushed the throttles up as far as they went in an attempt to go around. They pitched the nose up at about 10-11 degrees, their efforts seemed to be working. The huge plane slowly started to climb out, but thats when their luck ran out. Runway 23L had been closed for renovation and so had a lot of machinery on the runway. The right main landing gear slammed into a truck full of dirt, destroying the truck and fatally injuring the driver. The truck had 10 tonnes of dirt in it and the impact ripped the right landing gear off. Large pieces of the right landing gear was sent flying and it impacted the right horizontal stabilizer. Making the plane a lot harder to control. The plane had lost a lot of its control surfaces. The flaps on the right wing was damaged and so was the right elevator. But the plane was airborne. The plane started to bank to the right. The aircraft was banking right so badly that the right flaps slammed into an excavator that was parked next to the runway. The cab of the excavator was all but destroyed. The plane continued on but it was starting to bank right more and more. The right wingtip dipped so low that it struck taxiway alpha, scarring the pavement. The right wing at this point started to break apart. Investigators found a bit of the right wing embedded in taxiway alpha. Up until this point the plane had more or less been airborne. They had flown the plane for about 2500 meters or 8200 feet, but then their luck ran out, the right wing hit a hangar which sent the plane crashing into the building itself. Of the 89 people on board 73 did not make it. Flight 2605 had landed on runway 23L instead of 23R with disastrous results. Listening to the ATC recordings and the CVR they hear the controller clear the plane to runway 23R on two

Flight Brothers FT: https://www.youtube.com/channel/UClhGp5kpoMvFMMg3KGPENZA Pan Am 707 Photo: https://www.flickr.com/people/23344035@N03 (clipperarctic) This is the story of Pan Am flight 214, On the 8th of december 1963 a Pan am 707 was on its way from san juan with a stopover at Friendship airport, maryland and then it would make its way to philadelphia international airport, onboard were 73 passengers and 8 crew members. Before the plane even left the ground from san juan the captain was briefed about the weather that he could expect along his flight path. He was told to expect thunderstorms as he passed by Baltimore and philadelphia. Flight 214 departed san juan at 4:10 pm and reached baltimore at 7:35 pm. The plane was refueled and it was ready for its next leg to philadelphia. Flight 214 departed baltimore at 8:24 pm with the crew keeping a close eye on the weather. As an am flight 214 got closer to its destination the plane was handed over to new castle approach control. Who was not equipped with radar. Flight 214 was asked to maintain 5000 feet and they were cleared to the new castle VOR. By 8:42 Pm the plane was at the new castle VOR. But the controller did not have good news. A cloud bank was present between 700 and 800 feet. Visibility was less than ideal and it was raining. Making matters worse for the crew it was windy, winds ranged from 20 knots to 30 knots. Philadelphia was under the grip of the thunderstorm that the crew had been warned about. The controller lets the crew know that they had about 5 planes in a holding pattern, they had elected to hold till the weather eased up a bit, the controller leaves the final decision upto the crew, they could push through the bad weather and make an approach right now, or they could wait around a bit until the weather improved. The crew elected to hold west of the VOR, they wanted the weather to calm down a bit, they expected to be out of the holding pattern by 9:10 pm. 8:50 pm the crew let the controller know that they were ready to make the approach to Philadelphia, the controller asks them to stay in the hold for a bit longer. The crew replied with “Roger, no hurry just wanted to let you know that we’ll accept a clearance”. The controller went back to his duties, 8 minutes later a panicked voice came over the frequency “ Mayday Mayday Mayday, clipper 214 out of control, here we go”, A quick burst and then silence. The alarmed controller then got another transmission, not from clipper 214 but from the first officer of national airlines flight 16, another plane that was in the holding pattern. National airlines flight 16 was 1000 feet above flight 214 and they had a front row seat to what was unravelling infront of them. The First officer of national airlines flight 16 said “Clipper 214 is going down in flames”, the first officer watched as the plane plunged into the dark night. 99 people on the ground back up the first officer of the national airlines pilot they too had seen a flaming plane in the skies of Elkton At 8:59 pm the plane impacted the ground east of elkton maryland. Unfortunately no one survived. The once mighty 707 was now reduced to metal fragments in a 4 mile long patch of land in Elkton. They sifted through the wreckage hoping that it would tell them something about the plane. They found the CVR but it had been compacted by the 200G force of impact double of what it was designed for. They found the trailing edge of the left horizontal stabilizer. Where they noticed something strange. The horizontal stabilizer was damaged, but not in a way that the crash would have damaged it, the paint on the stabilizer was blistered, and it was smeared

NASA: https://www.youtube.com/nasa The Space Archive: https://www.youtube.com/channel/UCITZhXvrfUvsO-vIuVxcTIQ This is the story of the space shuttle Atlantis on the STS-27 mission, now i know that this video is a bit different than what we usually do on this channel but ever since I was young the space shuttle has captivated me in a way that no other spacecraft has. 10 year old me was quite saddened to find out about the retirement of the space shuttle. I remember seeing the vehicles that was supposed to replace the space shuttle like the ares launch system and I just could not fathom why we were going back to a capsule from something as cool and majestic as the space shuttle. Even though the space shuttle was a product of the 1980s it looked futuristic. So yeah i have a soft spot for the space shuttle that's why I'm doing this video to look back at a little known sliver of space shuttle history. On the second of december 1988, Space shuttle atlantis was on the pad the at launch complex 39B, ready to launch into space, but this mission was no ordinary mission, hidden in the payload bay of the shuttle was a top secret military satellite, well it was top secret at the time, now we know what the payload was, it was a Lacrosse surveillance satellite. It was part of a series of terrestrial radar imaging satellites. But at the time the existence of the satellite was not known to many and it was top secret. Secrecy was woven into this launch, the exact launch time was only made known 24 hours before the launch, all the software they used was classified. I imagine that tensions were high for this launch; this was only the second flight after the loss of the space shuttle challenger and NASA was taking no chances, They did not go ahead with a launch on the previous day as the weather was too unruly. But on the second of december everything looked good. Atlantis went through her go no go polls and all the trans oceanic landing sites were put on alert, sites ranging from airports in england to morocco to diego garcia in the indian ocean, just in case she needed to make an emergency landing should something go wrong. At 9:30 am EST the main engines were lit and Atlantis started its journey to space. The launch went off without a hitch and the astronauts got to work. They used the space shuttles robotic arm to deploy the top secret satellite, but something went wrong and the crew had to do a secret space walk, to fix the issue, but the satellite was away and that was the end of that. On the 3rd of december 1988 the crew awoke to some troubling news, Their launch had not been as perfect as they had thought. Review of the launch footage had shown that a bit of the Insulator on the right hand solid rocket booster had broken away and the footage also showed the debris impacting the fragile thermal protection system of Atlantis. If the heat shield was damaged there was no way that atlantis would survive the fiery re-entry into the earth's atmosphere. The crew decided to use the mechanical arm to visually inspect the thermal protection system of the TPS, they looked at the forward part of the payload bay near the nose on the starboard side, all looked well the panels were in place, nothing out of the ordinary. But when they got to the belly of the orbiter they looked on in horror. Let me quote an astronaut on board “We could see that at least one tile had been completely blasted from the fuselage,” hundreds of tiles had white scars on them indicating damage, the loss of one tile was probably survivable but they had no idea as to the full extent of the damage that their shuttle had taken. The arm could not be maneuvered to look at the leading edge of the wing, the area that experienced the most heating on reentry. Mission specialist Richard Mullane radios NASA and

Andysvideo: www.andysvideo.com Viscount Image: Ken Fielding Concorde Image:Eduard Marmet This is the story of British world Airways flight 4272. On the 25th of february 1994 a British world Airways Vickers viscount was on its way from Edinbrugh turnhouse airport to the coventry baginton airport. The Vickers viscount was a special airplane. It entered service in 1953 and it was the world's first turboprop airplane. The turboprop was way better than the piston engines of the time. The turboprop was more powerful, it flew quieter and it was cheaper to operate. Britain was at the top of their airplane building game during the mid 20th century. I mean they innovated like crazy with the brabazon, the viscount, the comet and the trident. If you want to see a video about the british aviation industry of the 20th century do let me know! Flight 4272 was usually dispatched at 7:30 pm but on the 25th they expected the weather to get a bit worse, so thet decided to move the departure up by about 50 minutes. The weather for the day predicted a fair bit of drizzle and clouds between 600 and 16000 feet. They knew that the clouds would have perfect conditions that were just right for icing. With the plane fueled up with 1080 imperial gallons or 4900 litres of fuel the plane was ready to go! The plane took off at 6:43 pm with the captain at the controls. As the weather was less than ideal the crew had turned on anti ice for all the 4 engines and for the key areas of the airframe. As the plane climbed through the clouds to its cruising altitude of 19000 feet, the crew got an overheat warning. The Deicing duct on the right wing was overheating. It was well above the recommended 165 degrees celsius or 329 degrees fahrenheit. The power unit de-icing system on engine number two was drawing about 16 amperes of electrical power instead of the normal 20. It was 7:13 pm the crew was concerned about icing, the pilots double checked the de-icing system and it was working just as intended. Seven minutes later the first officer observed ice on engine number 4 but he wasnt too concerned as the ice seemed to be shedding. At 7:32 pm as the plane approached 15000 feet in altitude engine number 2 failed and the props auto feathered. You see for the blades on a turboprop to generate thrust, it must be at a right angle to the oncoming air, this way the blades can really bite into the air. However if the engine were to fail, the blades in this right angle configuration would generate a lot of drag so these engines are designed to auto feather that is to turn the blades in such a way that they’re parallel to the oncoming air, this means that the failed engine is not generating too much drag. After having completed the shutdown drills for engine number 2, engine number 3 started to run down. The captain realizing the severity of the issue said “get an immediate descent, Declare an emergency” The first officer transmitted “Manchester manchester this is british world 4272 Weve just had a double engine failure due ice request immediate descent please and radar vectors” At this point the plane was 16 nm from manchester airport. At 14000 feet.Manchester control allowed the plane to descend 5000 feet. Soon afterward manchester handed the plane off to birmingham. At 7:38 pm as the plane descended through 8400 feet engine number 4 failed as well.

Portland Aviaiton:https://www.youtube.com/channel/UCyHPJRmZuJPVSCRKqJGGfJA Flight Frames: https://www.youtube.com/flightframes Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of Atlas Air Flight 3591. On the 23rd of February 2019 an Atlas Air 767 was on its way from Miami international airport to the George Bush intercontinental airport in houston. Atlas air is an alias for prime air that is legally, they are known as Atlas air but their planes fly the prime air liveries. The plane took off from Miami and was cruising on its way from Miami with no issues, the First officer was the one at the controls and the captain was the one monitoring. At 12:34 pm CST the Houston terminal radar approach controller informed the crew about the light to heavy rain in the plane's flight path the controller told them to expect vectors around the weather system. The plane descended along its intended route and at 12:36 pm the first officer exclaimed “ Okay I just had a … Your controls” Something had caught the first officers attention and so he transferred control of the plane to the captain. The captain acknowledges and says “My Control”. The first officer was having issues with the electronic flight instrument displays. The first officer preses the EFI or electronic flight instrument switch. That seemed to do the trick, the displays were back up and running.The first officer, now the pilot monitoring, asked for vectors west of the weather. As the plane descended the First officer asked the captain to turn to 270 degrees and the controls were handed back to the pilot flying. As the plane flew on the captain was busy programming the FMC or the flight management computer and the first officer was busy with configuring the plane for landing at bush intercontinental, as part of this the first officer set the flaps to 1. At 12:38 pm and with the plane at 6300 feet the planes go around mode was somehow activated. Over the next 6 seconds with the go around system activated the autopilot commanded a nose pitch up and the auto throttle commanded go around power from the engines. But as all of this happened the crew remained silent, no one made any attempt to disconnect override or counter the automation. At 12:38 pm the speed brakes that had been extended to help the plane descend was retracted and the elevators moved in response to manual input, someone was pushing the nose down. The nose down inputs grew and grew till the plane was in a steep descent. The first officer says “Woah My speed my speed we’re stalling”. The captain asks “what's going on?” A pilot in the jump seat says “pull up!”, the elevator moved in response to manual input, they were trying to pull the plane out of its dive. They commanded a nose up for 7 seconds but it was too little too late the plane was already plummeting too quickly and there was nothing that they could do, the 767 crashed into some marshy ground in trinity bay. Unfortunately all 3 souls onboard did not make it. Now it was up to the investigators to figure out how a 767 plummeted from the sky. They sifted through the data from the FDR, they noticed a small 1.26g change in the plane as they penetrated the leading edge of the cold front, now this signified a small bit of turbulence, a small bump that's about it. But strangely it was after this small bump that the go around mode was activated. At this time the plane was at 6300 feet descending down to 3000 feet and they were about 43 miles from their airport. It makes no sense for the pilots to activate the go around mode in this phase of flight. This means that the go around mode was activated unintentionally. To activate the go around mode on the 767 there

RyanBomar:https://www.youtube.com/user/RyanBomar Photo Credits: Wikimedia Commons Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of TWA flight 427.On the 22nd of november 1994, a TWA MD82 was on a 3 day trip. The 22nd was the second day of their three day trip and the captain had flown the first leg of that day, from San Jose to Lambert St louis international airport or STL for short. With them at STL they had a 2 hour layover at STL which allowed them to catch their breath. The first officer would be the one flying the plane out of Lambert St Louis international airport and onward to Denver. The plane was supposed to depart at 9:31 pm but they had to postpone the departure by about 15 minutes as the plane had been overbooked. With all of that sorted out the crew got clearance to taxi to runway 30R via taxiway Papa and at 10:01 pm the crew let ATC know that they were ready for departure. As all of this happened at another corner of the airport a Cessna 441 was on the ground. It was a charter flight from Iron mountain Michigan, the Cessna had to drop off a passenger at STL. it was scheduled to leave Iron Mountain at about 6 or 6:30 pm, but the passenger in question hit icy roads and was delayed, she only got to the Iron mountain airport by about 7, with all the passengers accounted for the Cessna 441 departed for STL shortly afterward. The flight went well. As the cessna approached the St Louis area, the tower had a hard time understanding the pilot of the Cessna,his transmissions were garbled, ATC however cleared the plane to land on runway 30R. The plane landed with no issues and the local controller asked the cesena to vacate the runway via taxiway November and to then contact the ground controller. After Vacating the runway the Cessna pilot reported back to the local controller who reiterated his request for the pilot to contact the ground controller. By 9:40 pm the Cessena was ready to go. The pilot radios the tower “Clear Goin to midwest” The controller replied “November one Kilo MikeSt. Louis ground taxi to Midcoast ramp.” The Cessena did reply but the transmission kept cutting out.The only word that the controller could make out was the word one, however the plane did taxi to the midcoast ramp as instructed. While at the midcoast ramp a passenger disembarked the pilot and his other passenger seemed to be eager to get back to Iron mountain. At 9:58 the pilot of the Cessena radioed his intention to taxi, ATC cleared the plane to taxi to runway 31’. .back-taxi into position hold runway three one, let me know this frequency when you’re ready for departure.``. If I may go off on a quick tangent while researching this episode I spent quite a bit of time pouring over Google maps and Apple maps trying to find this runway 31. But it was nowhere to be found. I went over airport diagrams and still no luck. As it turns out, back when TWA was operating Lambert's St louis international airport was experiencing a lot of traffic so much so that they briefly designated the taxiway northwest of runway 30R as a runway. Today it's a taxiway but back then it was a runway. I genuinely did not know that you could do that, I thought there’d be some FAA regulation on using a taxiway as a runway. Granted only general aviation planes used the taxiway / runway so i guess that made it okay. But that's where the Cessena was to take off from. It had to turn onto runway 31 taxi along its length and then turn around and wait for final clearance. The pilot of the cessna Acknowledged saying “Kilo mike”

Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of Scandinavian flight 751. On the 27th of December 1991, a Scandinavian MD 81 was to fly from Stockholm Arlanda airport to Warsaw Chopin airport with a stopover at Copenhagen. The plane landed at Stockholm at 10 pm the night before after an almost two hour flight from Zurich through the chilly air of Sweden. On the morning of the 27th at 7:30 am the mechanic who had to get the plane flight ready found that the underside of the wings were all iced up. If the underside of the wing were to be iced up that means that the upper side could be iced up as well. He gets a ladder and feels the forward part of the top side of the wing. He finds no ice but he does find slush, a mixture of water and snow. He then went on to check the engine inlets for ice, the temperature was hovering around freezing or 0 degrees celsius. So these checks were important. By 8:30 am the plane was fueled with 1400 kilos or 3000 pounds of fuel, the captain in consultation with the mechanic decided to deice the underside of the wing in addition to the upper side. Ice on an airplane's wings is increadibly dangerous as it changes the shape of the wing and that can lead to the wings generating less lift. At takeoff a plane needs all the lift that it can get. The mechanic started de icing the top of the wing first, he sprayed de-icing fluid on the top of the wing twice just for good measure. The 85 degree celsius or 185 degree fahrenheit fluid should have cleared the wing of any ice it may have accumulated. With the wings now clear of ice and snow the pilots proceeded with engine start. The captain asked the mechanic “Good and clean under the wings?” the mechanic replied “Yes there was a lot of ice and snow, now its fine, it's perfect now” With the ice cleared away and the pre start checklists done the pilots taxied the DC9 over to runway 08. With the plane lined up the captain opened up the engines and the plane was on its way to being airborne. The plane lifted off at 8:47 am local time and almost immediately the passengers heard something in the back of the plane. It sounded like a low hum. But the sounds didnt stop, the sounds grew worse, they could now hear bangs and the aircraft seemed to be braking. The pilots could see that the right engine was struggling the first officer called out “I think its a compressor stall. '' The captain pulled back power on the right engine, but that did not solve the issue. The plane was climbing throught 2000 feet of altitude as all of this happened. 64 seconds after the plane took off the left engine began to surge. 51 seconds after the first sign of trouble the right engine had failed.two seconds later so did the left engine. The plane was at 3200 feet and was doing 196 knots. With no engines the screens in the cockpit died, the crew relied on a small backup artificial horizon in the cockpit. 13 seconds after losing all power the crew got a warning for fire in the left engine, they activated the fire suppresor in the left engine. A passenger flying on the plane was an offduty SAS captain seeing that the plane was in trouble, he hurried to the cockpit to assist in any way that he could. The off duty captain was tasked with bringing the APU or the auxiliary power unit online. The first officer let stockholm control know of their problems and ATC let the crew know that runway 01 was available for them to land on. The captain says “prepare for on ground emergency” This was the cabins cue to brace for an emergency landing. At 1300 feet above the ground the captain started to extend the flaps slowly. The assisting captain confirmed that the flaps had been fully deployed, At an altitude of about 900 feet the plane broke through the clouds. The captain saw a field far off to their right but it was too far away and there was no way that theyd reach it with the altitude that they had. He saw a field

EyeTrapper:https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of air canada flight 624, it's been awhile since I’ve done a video on Air canada, the last one being Air canada flight 143 or the gimli glider. But today’s incident is far less known and I thought it would be nice to shed some light on the story behind flight 624. On the 29th of march 2015 an Airbus A320 was to fly from toronto to halifax with 133 passengers onboard and 5 crew members. Before the flight even took off, dispatch was busy disseminating weatherdata to the crew, the weather at halifax was not that good. Winds were at 15 knots and gusting to 21 knots and visibility was at 2600 feet. At 10:05 pm on the 28th of march 2015 the plane took off. On route the pilots talked about alternate airports just incase the weather at Halifax did not allow them to land. Their planned alternate at this time was Greater Moncton international airport. While in cruise the pilots calculated the important mentrics for their landing at halifax. They determined that their final approach fix was to be 2200 feet above sea level. The final approach fix is a point in 3D space. To make a safe landing the plane must be at a particular speed and a particular altitude at the FAF. Their minimum descent altitude was at 813 feet above sea level. They also had to approach the runway at an angle of 3.5 degrees, a bit steeper than usual but nothing the A320 wasnt designed for. At 10:56 pm the information from dispatch wasnt encouraging, an air canada plane had just landed on runway 05 and they had to do a missed approach, if the weather got any worse theyd have to divert. The pilots went over the go around procedures and They also looked at the winds and the runway conditions. They made sure that it was safe to land the plane. At 11:11 pm the weather was not cooperating, visibility had dropped to 1320 feet and heavy snow. According to rules they could not proceed past the final approach point if the visibility was lower than 2600 feet. The crew decided that if the weather were to be too bad when they reached halifax theyd hold until they hit the minimum fuel needed to divert. As the plane descended down to 29,000 feet the pilots talked about the non precision approach onto runway 05. As they flew towards Halifax they asked the terminal controller for permission to hold at CETTY. Cetty was a point on the fundy eight standard terminal arrival route, the crew could hold till 1 am at cetty with the fuel that they had. At 11:34 pm as the plane entered a hold at cetty the weather was not improving, as snow ploughs removed copious amounts of snow from the runway the visibility was still at 1300 feet, too low for a landing. At 12:07 am flight 624 was till in the hold and the captain said that if the weather did not improve in the next 20 minutes they’d divert to moncton international airport. At 12:09 Pm the controller comes on and lets the crew know that the visibility had dropped to 650 feet, not what the crew wanted to hear. But 4 minutes later the controller lets the crew know that the controller had made a mistake. The visibility was at 1300 feet and improving. Soon it was at 2600 feet and the vertical visibility was at 300 feet. With the weather now at the required minimum the crew started to prepare for the approach. At 12:16 am the controller cleared the flight to ODKAS the intermediate fix and was allowed to descend to 4000 feet. From ODKAS they could make a straight in approach to runway 05.At

Eyetrapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash All Photos Used From Wikimedia. This is the story of Korean Air Cargo Flight 6316. On the 15th of april 1999, an MD11F or the freighter version of the MD11 was on the ground at Shanghai international airport and it was bound for Gimpo international airport in south korea. The plane had two pilots and one technician on board. After take off The plane had to stay on the runway heading till they were at 6 DME, When they were at 6 DME they had to be at or above 300 meters or 900 feet and then they had to turn left to a waypoint November Hotel Whiskey when ATC told them to, By the time they reached the November Hotel Whiskey way point they had to be at 1500 meters or 4900 feet. The plane laden with cargo departed runway 18 at 4:01 pm local time. As the plane climbed the plane was under manual control. Korean air forbade pilots from engaging the autopilot below 400 feet. The plane banked right to a heading of 200 degrees and it maintained that heading as it climbed. The plane was cleared to 4900 feet by the controller. The controller said “'Korean Air 6316 now turn left direct to November Hotel Whiskey climb and maintain one thousand five hundred meters",they now had to fly direct to the way point November Hotel Whiskey. The copilot replied “"Okay direct hotel November, November hotel whiskey and say again altitude". The first officer wanted to confirm the altitude that he had gotten from ATC. The first officer turned to the captain and said “Why this not work?” they were having trouble turning the plane to the left .The captain replied "make it turn, it doesn't turn, something's wrong with this airplane today" , the crew had a bit of trouble in trying to get the plane to turn left but other than that, the plane was under control no issues whatsoever. ATC seeing that the plane hadnt turned left to the waypoint November Hotel Whiskey came on and said “"Korean Air 6316 climb Maintain one thousand five hundred meters." The pilots at this time talked among themselves about the position of the November Hotel Whiskey waypoint. The plane at this point had levelled off at 3000 feet. The controller repeated his instruction “Korean air 6316 climb and maintain 1500 meters”, but the plane still didnt turn left. The plane now had started to climb to 4900 feet from 3000 feet. ATC kept asking the crew to turn left to November Hotel Whiskey. The plane continued to climb and the first officer asked the captain to retract the slats. Now the plane was properly configured for cruise. At this point the The plane was climbing to 4900 feet but suddenly all that changed. The plane started to dive, on the CVR they heard the sound of the nose down trim. The plane was pitched down. the first officer said “Wait wait pitch”, on the CVR they heard the stabilizer motion, that's a sound that's played when the stabilizer traveles more than .2 degrees. As the plane sped up in its dive it started to rattle, the captain said “unusual”. The autopilot called out “Altitude”. The first officer urged the captain “ Nose up nose up nose up”. The CAWS system starts warning them about terrain. Soon they were passing through 1000 feet. But the plane continued to dive and At 4:04 pm the plane crashed into the ground, the impact was so strong that it registered a 1.6 on the ricther scale in shanghai. No one survived the impact and 5 people on the ground died. The data showed that the plane quickly went into a dive and it was upto the investigators to figure out why. They looked at reasons for the unexplained sudden dive. They wondered if the plane had been loaded improperly, but that theory doesnt hold water. The plane was fully controllable and flew without issues for minutes; it even levelled out at 3000 feet for a few minutes, besides the

Gusto: https://www.youtube.com/watch?v=ETaWmU6EDsc&t=603s Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash All Photos Used From Wikimedia. This is the story of Ukraine international flight 752. Before we get started i just want to let you guys know that this video is based on a factual report released by Iran. I usually dont do videos based on factual reports as the final report usually packs a lot more aviation related technical details. Do let me know down in the comments if you want a video when the final report does come out, Also please be respectful in the comments below. Ukraine international flight 752 was a plane that was shot out of the skies of Iran on the 8th of january 2020. But to understand this crash we have to look at the climate into which flight 752 was lifting off that night. No not the Meteorological climate, but the geopolitical climate. It all started with an american drone strike, on the third of january 2020.An american airstrike in Iraq killed a high ranking official of the Iranian military. This increased tensions between the two nations, and those tensions were not low to begin with. Iran had shot down an american drone alleging that it violated the airspace of Iran, The US had sanctioned Iran for its Nuclear program. In the months leading up to this incident Iran had illegally seized and attacked oil tankers in the strait of hormuz. With the drone strike the tensions reached a boiling point. Iran was displeased and angered by the actions of the United states. Iranians considered the drone strike an act of war. Iran had to respond, they had a very difficult decision to make. It could not idly stand by and let this pass, that would make the regime seem weak to its citizens and that might be all it took for all out protests in the streets. But contrary to the rhetoric Iran could not engage the US in a full blown military conflict, the US could bring to bear massive amounts of firepower that the iranian regime could not withstand. To put things in context the iranian air force had about 20 mig 29s and 23 su 24s. Those were their most capable jets. They did have another 119 jets but they were obsolete planes like the mig 21s and the F4 phantoms, interestingly enough they did fly 26 F14 tomcats. But due to the sanctions it was unclear how effective they'd be in combat. Now compare that to the air wing of one, just one american supercarrier which had on ave. One american carrier while smaller was still comparable to the entirety of the iranian air force and we haven't even talked about the airbases near by. So it is clear that Iran was punching way above its weight here. The regime cannot risk an all out war and it can also not react. With this in mind Iran made its move, They launched more than a dozen ballistic missiles at american air bases in iraq. The first missiles hit at 1:34 am, there were 3 volleys spaced 15 minutes apart. And by 4 am the attack was over and the world held its breath. In hindsight we can see that the attacks were designed to cause minimal damage, the strike was designed to project an image of strength while at the same time allowing room for the US to de escalate. No american lives were lost and the damage was largely insignificant, a few taxiways a few buildings that's it.

CaseyPlanespotting: https://www.youtube.com/user/transformereviews Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash Hello everyone, welcome to a bonus episode! I do bonus episodes when i find a really interesting story but there's just not enough information on it to do a full video. So enjoy this short video. More than 50 years ago, In 1969 a young named paul meyer was stationed at an RAF airbase in mildenhall england. At the age of 23 he was already a Vietnam veteran. He was married and had two stepchildren. paul was in severe mental distress, He was homesick and he had flashbacks to the war and he was unhappy. He had asked to be transferred to the air force base in langley but his request was denied. On the 22nd of may 1969 Paul meyer had been at a friends house party where he had been drinking. As one would expect he had been acting aggressively at the party. He was caught wandering the A11, a major highway in england and was taken back to his base and was told to sleep it off. After trying to escape once more he was forbidden from leaving the base. Once the barracks chief was asleep he took the keys of a vehicle and made a phone call under the alias “Captain epstein”. He ordered A C130E to be fueled, he wanted the plane to have as much fuel as it could carry. He got into the plane and started to taxi. He had been working on the c130 and so had an operational knowledge of the airplane even though he was not a certified pilot. Base security was informed of the unauthorized aircraft movement, but due to a few misunderstandings they were not able to stop him. The plane took off at 5:08 am local time. As he climbed over the british countryside, he made a call to his wife over the sideband radio on the plane. He says “Honey I got a bird in the sky I’m coming home”. As he flew he was unsure of his direction. He was attempting to the fly the plane from Mildenhall to langley and even if he did know where to go its unlikely that hed have the range to make it to langley. With the C130 flying over England, they scrambled two F100s to find the stolen plane. The british had quick reaction alert bases near on the east coast and those air bases were put on alert as well. English Electric lightnings were launched with 2 of them being armed. According to the report, the F100s could not make visual contact with the c130, but the transcripts do record a british official on the radio saying that the french would be sending up their fighters in an attempt to find the missing plane. Paul was still on the phone with his wife. He says “ Babe I've got some trouble ill call you back”, after an hour and 45 minutes in the air the C-130 crashed in the english channel. Some say that he just lost control of the plane. But others suggest something a bit more sinister. In a 2011 book Rick Groombridge claimed that an american exchange pilot came back with one less missile. Peter Nash was a senior aircraftman at one of the quick response bases from where the english Electric lightnings were scrambled from, he prepped the planes and he denies this. Peter Nash was the chief armourer and he was responsible for storing the missiles on those planes. However after a few weeks after the incident, Peter got in touch with another armourer from another RAF airbase, on the night of the 22nd they too had scrambled a hawker hunter and according to this armourer the hunter was missing a missile when it came back. Paul Meyer was never seen again. In 2018 a diver named Grahame Knott found the wreck of the c130, he had talked to a lot of fishermen asking them about metallic pieces that got snagged in their nets. The english channel was littered with world war 2 wrecks.So he had to guess how old these metal fragments were from their descriptions. He narrowed down his search area from 100sq miles down to 30 and with the help of sonar he started scanning the sea bed. He eventually spotted something metallic on the sea bed and it was aluminum, sending down a camera they saw the wreck. at first he just saw a wheel sticking out of the sea bed, then they saw the wing structure and its rivets, they had found the plane that had gone missing on the 23rd of may 1969. The BBC article that I referred to was written in 2018, they mentioned that the next step would be to make a virtual 3d model of the wreck so that air crash investigators could study it and finally understand what brought the c130 down. What do you think happened to the C130? Did paul lose control of the plane?

Ron Ferrell: https://www.youtube.com/user/csxworker Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of Allegheny airlines flight 853. Most of us aren't familiar with Allegheny airlines and maybe this is the first time you’re hearing about them. So here’s a quick history lesson. Allegheny Airlines started out as a mail carrier in the United states in the late 1940s at the time they were called all american airways.they quickly switched to passenger flights in the early 1950s and that's when they picked up the moniker Allegheny airlines. It was a regional airline and it would later become USair which would eventually be merged with american airlines. On the 9th of september 1969 an Allegheny airlines DC 9 was to fly from Boston logan airport to St louis international airport with three stopovers in between at friendship international airport, the greater cincinnati international airport and indianapolis international airport. The plane departed Boston at 12:00 pm edt with 78 passengers and 4 crew members on board. The plane made it to Cincinnati with no issues and departed Cincinnati at 3:15 pm edt. The plane was under IFR or instrument flight rules, which meant that the pilots were flying by their instruments. Under VFR or visual flight rules you could use visual cues to navigate. For example you could use a highway to help you get where you needed to go. At 3:22 pm the Indianapolis ARTCC or the air route traffic control center controller radioed the plane. “Allegheny 853 is in radar contact, cross Shelbyville (VOR) and maintain 6000 and your position now 32 miles southeast of Shelbyville”. Flight 853 started its descent from 10,000 feet now that it had been cleared down to 6000 feet. The controller contacted the plane again and the controller told the crew to expect a visual approach onto runway 31 left at indianapolis international airport. The controller also cleared the plane down to 2500 feet, the crew acknowledged and now began their slow descent from 6000 feet down to 2500. The crew radios “853 cleared down to 2500 and report reaching. As the DC 9 streaked towards Indianapolis a very different story was unfolding miles away. A piper PA-28 was being prepped for takeoff at brookside airpark, its pilot? A student pilot that was going to take the plane out for a cross country solo flight. The student pilot had intended to fly the plane from Brookside airpark to the Purdue university airport, but bad weather meant that the pilot had to make a few changes. The pilot decided to fly to Bakalar Air force base about 40 miles south of brookside. The airpark manager inspected the plane and filed the pilot’s VFR plan. At 3:21 Pm as the DC 9 was about to start its descent from 10000 feet the student pilot was airborne and heading in a south easterly direction. Soon after this the ARTCC controller handed flight 853 off to the approach controller. The plane at this time was 10 miles southeast of the Shelbyville VOR on the V-97 airway. Lets take a look at the map to try and figure out where they were. Now i Know that this map looks a bit complex but it'll make sense and if it doesn't thats fine ill have a simpler map later on in the video. On the right we have Cincinnati airport, and on the left we have the Indianapolis international airport. The waypoint in between them is the Shelbyville VOR. Lets zoom in on the Shelbyville VOR. here you can clearly see the V-97 Airway that they were flying along. So at this point they were on a heading of about 300 degrees and 10 miles away from the VOR. and That puts them at about here. As flight 853 got to within 5 miles of the VOR they were asked to make a left turn.this would set them up perfectly for a visual approach onto runway 31.

Ashiq Rahman: https://www.youtube.com/user/ashaq54 Original Video (Not In English): https://www.youtube.com/watch?v=zSuDRcu15H0 Interview With English Subtitles: https://www.youtube.com/watch?v=c5XzDqkv0cE&t=647s This is not going to be like the videos that I usually do. Usually I take an air crash and then I analyze it telling you what happened. Today we are going to be analysing safety allegations made against an airline. But wait, Let me get you up to speed. All of this started when a pilot at Air Asia India called the airline out for its alleged unsafe practices on his youtube channel. Now I have no idea who's in the right here. I don't work there. I don't know anyone who works there. All I'm going to do is go over the allegations made by the pilot to see if actions like those could cause an accident. So let's get to the allegations themselves. One Lack of down time for pilots. Two Insistence on flap 3 landings 98% of the time and three lack of pandemic safeguards. I'm going to be looking at points one and two since point number three doesn't really have much to do with aviation. Let's start off with the whole flap 3 debacle. But first what are flaps? When a plane is coming in to land, it needs to be flying quite slowly, relatively speaking to land safely. It needs to be going slow enough so that the plane can safely touch down and stop on the runway. But flying slow isn't that easy, when your air speed drops your wings generate less lift and the less lift you have the less stable your airplane will be as you enter short final. To fix this issue we have flaps at the trailing edges of the wings. As the plane slows down the flaps are extended and with the flaps extended the wing’s surface area has increased and therefore can generate lift at lower speeds. This gives the plane that extra bit of lift as it comes into land. Now allegedly AirAsia asked its pilots to do 98% of their landings in the flap 3 configuration, in the flap 3 configuration the flaps aren’t extended as much as they can be, so in this configuration you have less lift to work with but that’s okay if you can fly the approach at a higher speed. The final approach speed is obtained by adding the minimum speed of the airplane in its final landing configuration and the approach correction value. So If you have a bit more runway to work with flap 3 landings are safe. And many airlines do employ them to save fuel and reduce noise at airports. A flap 3 landing can save about 10 kilos or 20 pounds of fuel per flight on an a320. The issue according to the whistle blower is the insistence on 98% of landings being made in the flap 3 configuration. He feels that this will incentivize pilots to opt for a flap 3 approach when a full flap approach might have made more sense. Looking at all the airports that Air asia india flies into, a lot of them are major international airports. But the pilot calls out Imphal airport in india. Imphal is an airport in eastern India, the airport is flanked by high terrain and has a runway length of 2700 meters or 9000 feet. The A320 can get away with anywhere from 4500 feet to about 6400 feet of runway. But keep you dont have that extra bit of runway that big airports afford you with, so the margin for error here is lower. Now Imphal is at an elevation of about 2500 feet, its by no means one of the worlds highest runways but as an airports elevation increases you’re gonna need more runway to operate from there. Looking at the IFR approach for Imphal you see that the ILS is set to 3.5 degrees , this is a bit steeper than usual. Usually approaches are at about 3 degrees an increase of .5 may not seem like much but it's going to add more speed to your approach that you will have to dissipate on the runway. But 3.5 approaches are in no way unheard of, for example Heathrow, one of the

Casey Planespotting: https://www.youtube.com/user/transformereviews Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of the 2012 Norwegian Air Force C-130 crash. The c130 is one of the most popular military airplanes ever, The c130 has been in production since 1954 and with over 2500 planes made to date its safe to say that militaries around the world love the plane, The plane in featured heavily in the air forces of the US, UK , Canada India, pakistan and as well see Norway. The C130 is so robust that one has landed and taken off from an american aircraft carrier without using the arrestor wire or the catapult. Something even more insane is the fact the US air force modified a C130 so that it could land in a sports stadium, during the iranian hostage crisis. To call this plane versatile would be an understatement. On the 15th of march 2012, A Norwegian airforce c130 would be flying from harstad airport or evenes in norway to Kiruna airport in sweden, the flight was a part of the norwegian military exercise “Cold Response”, their callsign for today was HAZE 01 and that's how were gonna be referring to the flight. Today they were flying a transport flight. Their mission was to fly to Kiruna and pick up Norwegian personnel and then fly back to norway. Once airborne they were to go into a holding pattern as they waited for a german transall c-160 to join them. Another norwegian C-130, call sign haze 02 would be meeting them at Kiruna, At 1:40 PM HAZE 01 took off with two pilots, two loadmasters and one passenger. The plane was 45 NM from evenes when it entered a holding pattern. The plane was in the holding pattern for about an hour as they waited for the german plane. The german plane had the call sign torch 3. Soon afterward at 1:54 Pm contact with torch 03 was established As they flew on the pilots configured the plane for tactical combat operations, The commander stated “TAWS void”. As they flew on they talked about the flight back, talking about altitudes to be used and the like. The crews set the radar altimeters to the same source . As they were trying to contact torch 03 they got an error. IFF 2 was malfunctioning. IFF or identification friend or foe, is a radar system that is used to identify if a particular plane is a friendly or a hostile. At 2:24 PM the load master asked about the TAWS system. He asks “Why does it say TAWS Tactical Void there?” The crew tells the loadmaster that the TAWS or the terrain awareness and warning system was not enabled as they were flying so high. Torch 03 radios in and they let the crew know that they're headed straight to waypoint VAGAS, Torch 3 lets the crew know that if they make contact with the troops they'd relay information to the crew. The crew of HAZE 01 were trying to get a hold of the troops on the ground at Kiruna, they’ve made several attempts but so far nothing was getting through. At 2:44 Pm the copilot and the commander were talking about the terrain of the area. The copilot asks ``Is it right that the elevation of the mountains up here is 7,000 feet?” the captain replies “Ehh 6,600 something like that, ehhh...” The First officer lets ATC know that they're ready to descend. Meanwhile, Torch 3 had made contact with the ground troops, they asked Haze01 to leave the holding pattern and to head towards kiruna. Bodo control cleared haze 01 to the VOR Kilo Romeo Alfa.

Mylosairplanefan:https://www.youtube.com/user/mylosairplanefan Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of Turkish Airlines flight 726. On the 3rd of march 2015, a tirkish airlines A330 was on its way from Istanbul to the Nepaliese city of Kathmandu. The plane took off from istanbul at 12:03 am nepalese time , This was going to be a long flight and the plane had 224 passengers and 11 crew members on board. At 5:47 am the plane tried contacting Kathmandu control but They got no response, They did this till about 5:56 am, As it turns out kathmandu control was not operating at the this time. The plane was under the control of Varanasi control, and the plane was descending down to 25,000 feet. At 6:00 am the airport opens and they make contact with Kathmandu control, Kathmandu lets the pilot know that the visibility at the airport was 100 meters or 328 feet and that due to the weather conditions, the airport was closed for now. At 06:07 am the crew requests permission to proceed direct to Simara due to some turbulence in the area. ATC agrees they were to descend and maintain 21,000 and to then hold at simara. At 6:50 am ATC has an update for the crew. Visibility has now improved to 1000 meters or 3200 feet. They ask the crew for their next step, the crew wants to conduct a radio navigation approach onto runway 02. Soon afterward they were ready to make their approach at 7:09 am Kathmandu tower cleared flight 726 in. Their landing was a go. They had a slight wind coming in from 100 degrees at three knots. All was well. But they never got a visual on the airport or the runway, flight 726 carried out a missed approach. They were asked to go to the RATAN hold via Manri while maintaining 10,500 feet. At 7:28 am the crew asks for a weather update. This time the weather had improved a bit. They had a visibility of 3000 meters or 9800 feet, a few clouds at 1000 feet, scattered clouds at 2000 feet and broken clouds at 10000 feet. Attempt number 2 was already looking better. They were going to attempt a radio navigation approach onto runway 02 again, ATC asked them to report when they reached RATAN. The tower clears the plane in, they had a 4 knot wind coming in from 160 degrees. At 7:42 am the tower asks the crew if they had the runway in sight, they say that they don't but they’re pushing ahead with the approach, as they said this they were 880 feet above the terrain. The plane kept on descending. When they were at 783 feet the pilots asked ATC if the lights were on, ATC says that the runway lights are as bright as they can get. The plane kept descending, they were now 14 feet above the ground and the pilots flared the airplane. The plane touched down but something was wrong. The plane missed the runway buy a bit, the plane landed on the left shoulder of the runway instead of the centerline. The left main undercarriage was off the runway and the right undercarriage was on the runway. The nose gear gives out and the plane drags its nose along the runway, eventually the plane departed the runway entirely. The engines dragged along the runway as the tyres on the left landing gear came free. At 7:45 am Kathmandu tower asks if the plane had landed and the pilots radioed for emergency vehicles. At 7:55 am everyone was safely evacuated from the airplane. No one was injured and all aboard walked away from the crash. One of the first things that the investigators looked at was the weather, they knew that the weather, visibility in particular was so bad that it warranted a go around the first time around. So they talked to the pilots to know what they saw. The pilots said that they had a visual with

Tab For A Cause:https://tab.gladly.io/miniaci/ (AFFILIATE LINK) Eyetrapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw Tab For A Cause Financials: https://tab.gladly.io/financials/ This video is supported by tab for a cause, learn how you can make the world a better place with every browser tab you open. Today we're going to be talking about Air canada flight 143, in aviation circles the story of air canada flight 143 is the stuff of legends,so today i thought we’d take a deep dive on the story. On the 23rd of july 1983, a brand new Air Canada 767 was on its way from Montreal to Edmonton with a stopover in ottawa. The 767 really did represent the beginning of a new era for air canada. The cockpit of the 767 was packed to the gills with new high tech instruments, and these instruments were able to do so much that two pilots was enough to operate a plane. In those days, a three person crew was the norm. Today the plane would be under the watchful eyes of captain Pearson and first officer Quintal. The captain entered the cockpit and he saw that the fuel gauges were not functioning, nothing too alarming, Captain pearson had been talking to Captain weir, the pilot that flew the plane in to montreal via ottawa, Captain weir told captain pearson that the fuel gauges had been having issues for the past few flights, he also advised captain pearson that he refuel with enough fuel with enough fuel to go straight to edmonton, just to be on the safe side. Since the fuel gauges were having issues, captain Pearson was told to do a “dripstick” check, to ascertain the amount of fuel in the tanks. Fuel quantity measuring sticks, or drip sticks, are used to measure the amount of fuel in an aircraft. They are only used in an abnormal situation, A drip stick is pulled from underneath the aircraft and is so designed that the fuel will not drip out when the stick is pulled. Hence the term drip stick. The stick is also calibrated. The drip stick will let you know how much fuel is in the tanks, in this case it was absolutely necessary as the cockpit fuel gauges were not working. Captain Pearson does the necessary calculations and orders that the plane be fueled for a direct flight to Edmonton, The plane takes off and is at 41000 feet, at 8 am Central daylight time, the crew gets their first sign of trouble. The left fuel pump was reporting low pressure, Captain Pearson immediately decided to divert to winnipeg. Winnipeg was 120 miles or 200 kilometers away at this point. Making things worse the right fuel pump was reporting low pressure in a matter of seconds. They flew on making a dash for Winnipeg hoping that their engines would hold out until they reached Winnnipeg, but no such luck. With 65 miles or 104 Km to go the left engine flamed out. They were at 35,000 feet and with just one engine they would not be able to maintain 35,000 feet. Soon afterward the right engine failed as well.,Plunging the plane into silence and darkness. The pilots flip throught their emergency checklists hoping to find a section about flying the plane with no engines but no such section is to be found.(Wikipedia) With the engines no longer working the cockpit instruments went blank, Save for a compass and a few critical instruments kept alive with the RAT or the ram air turbine. But their outlook is bleak with no engines. ATC suggested other landing sites but none of them would be able to accommodate the huge 767. But ATC was having issues of its own,

El Aviation: https://www.youtube.com/channel/UCRMzgphW4Nrdknd1hkieK_A Donations Are Appreciated But Never Expected: https://www.paypal.me/miniaircrash This is the story of Garuda Indonesia Flight 865. On the 13th of june 1996 a garuda indonesia DC10 was being fueled on the ground at japan's Fukuoka airport, the plane was on the way to garuda's main hub at soekarno hatta international airport in jakarta with a stopover at ngurah rai international airport. The flight engineer walked around the plane to visually inspect the plane. By 11:35 am the pilots were settled into the cockpit and the captain was briefing the flight engineer and the first officer about the flight, including emergency scenarios. By 11:54 am the plane was fueled and ready, ATC gave the all clear, the DC10s engine number 2 roared to life and the engines under the wings were started as the plane was being pushed back from the gate. Fukuoka tower asked the plane to taxi via the echo two taxiway and to hold short of runway 16, they had to wait for a landing airplane to pass. After the plane had landed the tower comes on and radios the crew “Taxi into position and hold runway 16”. At 12:06 Pm the tower cleared flight 865 to take off. The captain said “Set auto throttles on”, and they were off the plane began to accelerate down the runway. The engine N1 values stabilized at about 113%. The first officer calls out “100” as they push past 100 knots on their takeoff roll. The first officer calls out V1 as the plane reaches 151 knots, They were now past the point of no return, should an issue arise they could not stop the plane on the remaining amount runway. The first officer calls out “rotate” and the plane eases into the sky.The plane had barely left the ground when the flight engineer called out “Engine Failure number one”. Before the flight engineer even called out the failure the captain knew that something was wrong. However the flight engineer was wrong engine number one had not failed engine number three had. The captain immediately tries to stabilize the plane, the loss of thrust on the right side is pushing the plane towards the right. The captain pushes the control column to bring the plane back down. On the CVR you could hear the throttles hitting the idle stops. The captain had done all this in the time between realising that something was wrong and the flight engineer making the call out. The plane had reached a height of 9 feet off the ground . as soon as the wheels made contact the crew braked as hard as they could. The plane veered away from the runway centerline, but it didn't stop. Soon it was off the runway entirely. The plane continued to travel over the grass and it was headed straight for a road that was south of runway 34. But with the speed that the plane was carrying there was no way that the plane would be able to stop in time. The plane crashed into the road ,the landing gears and the lower portion of the engines under the wings were sheared off. Fukuoka airport had a grass buffer zone around the airport for aircraft noise abatement. The plane continued on, now scraping along the grass buffer on its belly. Now the engine number 1 from under the wing came off, finally the plane came to stop after 620 meters or 2000 feet from the threshold of runway 34. But the ordeal is not over. At 12:08 pm the controller lets the fire fighting division know that a plane had just gone down. The DC 10 was fueled for a long flight to indonesia, and the risk of a fire was very real. By 12:14 pm the firefighters had reached the crash site. As they approached the crash site, the fire fighters see flames peaking through the cracked fuselage of the crashed DC10. A small fire was also seen near the belly of the plane and near the wings. By 12:28 pm

ThetallTurtle: https://www.youtube.com/channel/UCPTNI6NyAxNUwpqsgHB0_Vw Donations are appreciated but never expected: [email protected] (Paypal) This is the story of Pan Am Flight 759. On the 9th of july 1982 it was a rainy overcast day and a pan am 727, flight 759 was flying from miami to las vegas with a stop over in new orleans. At 3:38 pm central day light time the 727 left the gate with 145 people on board. As the pilots taxied away they listened to the ATIS message. scattered clouds at 2500 feet, 6 miles of visibility and calm winds coming in from 240 degrees, the overcast sky looked like it might give them some trouble, but so far, it was relatively calm. As the plane started its taxi the pilots calculated important metrics for the take off. The engines were to be set to a power setting of around 1.90 and the V1 and the V2 speeds were at 131 and 158 knots respectively. The crew requested runway 10 and the tower cleared them to use the same, clipper 759 was about to start her second leg for the day towards las vegas. At 3:59 pm the copilot asks for a wind check, ground control lets them know that they have an 8 knot wind coming in from 040 degrees. Nothing too major,nothing that the 727 couldnt handle. As the plane taxied and the pilots toiled away in the cockpit, the radio buzzed in the background, some planes had experienced some issues with wind shear in the north eastern quadrant of the airport. At 4:03 pm the copilot requested another wind check.ground control lets them know that Wind was at 070 at 17 knots gusting to 23. With windshear alerts going off in all quadrants of the airport it was now more windy than when they started out. It appeared that they were in the middle of a weather system, the captain advises the copilot to quote “Let the speed build up on takeoff” the captain even suggested that they turned of the air conditioning packs so that they would have more thrust from the engines on takeoff. At 4:06 om and 22 seconds clipper 759 was ready to go.Two seconds later towered cleared them for takeoff. As the pilots completed their pre takeoff checklists the radio in the cockpit crackled to life with a transmission from a landing eastern airlines airplane, they had reported a ten knot wind shear on the final approach onto runway 10. At 4:07 pm the plane was rolling down the runway picking up speed. The captain called out rotate and V2 as the plane continued its takeoff. The plane lifted off 7000 feet down the runway and the plane climbed wings level to about 150 feet and then to the shock of onlookers flight 759 began to descend. The initial climb was normal, flight 759 looked like any other 727 on takeoff. But as the plane began to descend the nose started to pitch up. With the nose up at about 7 to 10 degrees it was clear that flight 759 was clawing for altitude. And then flight 759 runs out of altitude and crashes into a residential neighbourhood killing 154 people on board and 8 people on the ground. The plane struck the ground 2300 feet from the end of the runway. The plane started striking the tops of the trees with the left wing about 2-3 degrees down. The plane rolled to the left and then continued on finally coming to rest almost 4000 feet from the runway. The wreckage told them a lot, the gear was retracted and the flaps were set to 15. The investigators scoured the now shattered cockpit and found that the EPR gauges were at 1.90 for engines 1 and three and engine number 2 on the tail was at 2.90, the plane had plenty of thrust when it crashed.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) EyeTrapper:https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw This is the story of Adam air flight 782. On the 11th of february 2008, adam air 782 was to depart soekarno hatta international airport at 6 am local time to fly to hasanuddin airport. As is the case with most low cost carriers this was their first flight of the day. The pilots powered the plane up and found that the number two IRU or the inertial reference unit of the plane was malfunctioning.The IRU is uses gyroscopes to figure out the position of the plane. But the IRU was replaced by technitias on the ground and the plane was tested to see if the fixes had worked, the plane passes the test and the technicians give the all clear for the plane to take off. The IRUs initialized with no issues and the pilots were confident in their aircraft, the pilots took off at 6:20 am with the captain at the controls, the plane was relying on IRU 1 for its navigational guidance. With the plane at about 25 Nm from the ANY VOR the pilot asks for a direct path to waypoint SIPUT, which the controller agreed to. with them being cleared the copilot reprogrammed the FMC to reflect the changes, he changed the FMC to fly direct to SIPUT and to then the waypoint SOLOM. At 6:40 am the plane switched to IRU number 2 and the plane began to bank slowly to the right, An IRS nav only error popped up on the FMC but the copilot cleared the message away. As the pilots flew on they got the weather update for their destination airport and they prepared to do a visual approach onto runway 31 at hasanuddin airport. As the plane approached the SOLOM waypoint, the ATC handed the plane off from bali control to Ujung pandang control, ATC notices that the plane is about 10 miles to the right of its planned track but they clear the flight direct to the MKS VOR which is near their destination airport. As the plane crossed the SOLOM waypoint the plane was displaced by about 20 miles to the right of their planned track. A trainee flight attendant was called into the cockpit and she pointed out that the sun was on the left side of the plane, the sun was blinding the pilot so they used a paper to block out the sun. The pilots see that they've reached the Guano waypoint but at this time, they are way off course they are tracking south now. They report to ATC that they've reached GUANO, ATC asks them to contact Ujung control. They were supposed to be flying in a north easterly heading but unknown to them they were flying in a south easterly heading. Believing that they were only about 115 NM from the MKS VOR the copilot requested for clearance to descend from 33,000 feet as the plane passed 28000 feet the pilots spotted a mountain of to their right in the distance, this confused them a lot, they weren't supposed to pass a mountain on their approach into hasanuddin international airport, this topography was not expected at all. The pilots consulted a map to figure out where they were and as if on cue the VOR inoperative error popped up. The autopilot gave out shortly afterwards, and they began flying the plane manually, they checked the standby compass and found out that they're flying 230 degrees, and they have been doing so for quite some time. They were badly off course. The crew could not contact Ujung control or Ujung approach anymore the copilot asks for vectors to the MKS VOR from

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Eyetrapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw Hello everyone welcome to a bonus episode of mini air crash investigation. This is going to be a very different video compared to the ones that I usually do. The ones that I usually do are focused on air accidents and this one will be more focused on the general aviation industry. These days you might have seen a lot of titles like these, delta, air france , qatar , etihad are all planning on cutting big planes from their fleet, delta is planning on removing the 777 while the others are getting rid of their A380s, in this video i'm going to be looking at why they're doing what they're doing and why its the smartest thing to do right now even though intuitively throwing away relatively brand new jets that literally cost a few hundred million dollars sounds like a bad idea. In the economic climate that we are in right now travel demand is at the lowest it's been in decades, with demand not projected to go up one or two years, so taking out excess capacity is the right thing to do. Otherwise you'd be flying these massive planes almost empty, losing money along the way. But you might think that retiring them is a bit too harsh. The A380 is a brand new plane that costs about half a billion dollars at list price, it seems wasteful to retire the planes so early, the same holds true for for delta’s 777s with an average age of 15 years these planes have a lot of good years left in them, but they're being left at the figurative wayside. Heres reason number one, storage costs money, now youd think that when a planes on the ground its making you no money and youd be right, but when a planes on the ground its not only not making you money its losing you money, you see to store a plane you have to pay parking fees for that plane and thats based on the weight the heavier the plane the more expensive its gonna get, moreover when the planes on the ground, you have to maintain it so that when you do want to fly it again its actually airworthy, a figure that i found floating around on the internet was $58,000 for three days per plane and thats the lower bound the actual figure is probably way higher. But that doesnt explain the early retirements on its own, look at the 737 max, theyve been grounded for more than a year racking up fees but you dont see airlines retiring them just yet. They know that when the 737 max does get back in the air it's going to be profitable. This is where point two makes an appearance, the rise of ultra long range flights, im gonna be using project sunrise as an example as thats a well known flight. Project sunrise aims to connect major australian cities with cities like london and new york with a direct flight. This isn't good news for middle eastern carriers like emirates and qatar. You see before, when one wanted to travel between sydney and london you'd probably connect via doha or dubai but with project sunrise you could fly direct to london on an a350-1000, business travelers would opt for the direct flight and now you’re going to find it very difficult to fill high volume A380s and to make it worse you'd be missing out on the high value business crowd. The A380 is only profitable if its almost full, so now you have a plane that you cant fly in the short term, a plane that you might have to ground for a very long time and lose 1000s of dollars on every single day and a plane that will be very hard to run profitably, you see where i'm going with this dont you. But you might be asking yourself “wait if they retire their A380s and 777s right now how will they cater to demand when travel finally does pick up in a few years?” and that brings me to point number three. All these airlines have new fuel efficient long range planes inbound Delta has plans to take on A350s and A330s soon, emirates has orders for the A350,777x and the 787, etihad will take on the 777x, 787 and the A350, qatar plans on taking on the you guessed it the A350, 777x and the 787. With the situation right now these carriers can defer their orders to a degree and time the entry of these new fuel efficient planes just as demand picks up again. And lastly with all these new fuel efficient twin engined jets, you now have a flexible fleet, lets go back to that project sunrise example, lets say project sunrise is a runway hit, and emirates is barely scraping by on their sydney dubai route, with planes like the 787 and the 777x you can now fly sydney to dubai prof

RyanBomar: https://www.youtube.com/user/RyanBomar Donations are appreciated but never expected Paypal: [email protected]  This is the story of Delta airlines flight 9570 on the 30th of may 1972 a DC 9 was flying from dallas love field airport to the greater south west international airport and then back to love field the plane was on a training flight for two captain trainees, the plane had three pilots and one FAA representative on board. Today at the break of dawn at 6:48 am, the plane departed for greater south west international airport, they were going to be practising landings and go arounds, as i mentioned in another video the simulators of the time were very limited and often times you had to actually fly the plane to learn the tricks of the trade. As the plane approached greater SW international airport the trainee captain at the helm asked for an ILS approach onto runway 13. ATC lets the crew know that another plane is in the vicinity practising touch and gos. It seems that flight 9570 wasnt the only crew in the air that morning to get some training done. The trainee captain completes the ILS approach and makes a full stop landing with no issues. They wanted to take off again and try the landing again so they were cleared to take off again, they made another ILS attempt but the crew opted to go around on their second landing attempt. Coming around again the pilots asked for a VOR approach onto runway 17, as the plane got nearer, they received their full stop landing clearance. But just a short while later the captain asks for permission to land on runway 13, the controller agrees but they let the pilots know that there's a DC-10 on an ILS approach onto runway 13, and added “Caution turbulence”. The DC-10 had also taken off from love field to train two first officers. The DC10 had preceded the delta airlines DC9 the entire day, As the DC9 started its approach onto runway 13 the plane began to oscillate the delta check pilot says “A little turbulence here” , the plane began rocking slowly from side to side at first. But the oscillations quickly turned into something much worse. The plane was soon in a steep right bank apparently of its own accord . Before long the plane was in a 90 degree right bank, which means that the right wing pointed straight down. They were low to the ground, they were about to land after all and as the plane banked to the right it also lost altitude. The plane never righted itself, soon afterward the planes right wing impacted the runway, the wing had hit the runway 1240 feet from the threshold of the runway. The plane rolled inverted as it slid along the runway, and it came to a stop 2400 feet down the runway off to the side of the runway. All it took was 11 seconds for this plane to go from a normal landing to being upside down on a runway. A fire consumed the airplane and unfortunately all 4 occupants of the plane died in the crash. The investigators get the CVR and FDR and both black boxes are in working order. When they listen to the CVR they hear the delta captain comment on the turbulence, i would imagine that comment confused the investigators a bit cause you see the weather data for the greater south west airport for that morning only recorded about 5-8 knots of wind, hardly enough wind to cause a DC9 to drop out of the sky, the plane could handle this and more. Something else must have cause the turbulence like conditions. They scour the airplane to see if was structurally sound. Had the ailerons or the rudder malfunctioned and jammed if that were the case youd see the plane bank out of control, just like on the accident airplane. But they can find nothing wrong with the plane, the plane was in perfect working condition. A mechanical issue had not brought the plane down. Then they looked at how they flew into the airport, they realized that a DC10 was on a training mission and was ahead of them by about 50 seconds, the DC-10 is a widebody trijet and can generate massive amounts of turbulence on landing, they wonder if wake turbulence is to blame. But this theory has an issue: the, DC 9 had been following the DC10 for pretty much its entire flight and it had landed safely once before and on that approach it followed the DC-10 and they landed safely. But after the first landing the IFR or instrument flight rules plan that the DC 9 had been following was terminated the rest of the flight was done on VFR or visual flight rules. On approach number 2 the dc9 found itself behind the dc 10 once again and again the dc 9 experienced no turbulence whatsoever, they went around on this approach, this time they asked for the VOR runway 35 approach to include a circling approach to land on Runway 17. The crew knew that they were in VFR conditions and so a crew member kept close watch on the traffic ahead a dc 10 and a 727. As they flew towards their planned approach to runway 17

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) EyeTrapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw 777 photo: Julian Herzog Video From Onboard: https://www.youtube.com/watch?v=D5B8QrpudpA  This is the story of Singapore airlines flight 368. On the 27th of june 2016 a singapore airlines 777 was flying from Singapore’s changi airport to Milan. The 777 is one of the worlds most popular widebody airplanes and it is also one of the safest. As of may 2020 more than 1600 units have been built and you could count on one hand the number of hull losses of the 777. So to say that the 777 was safe was an understatement. But every rule has an exception and the 241 people on board flight 368 were about to experience that first hand. The flight to Milan was a long one. With them needing to spend at least 13 hours in the air the plane had two sets of pilots, On such long flights there’s a relief crew. After a certain while the secondary crew takes over and flies the plane as it is very much unsafe to have one crew pilot the plane for about 13 hours, i can't even type for two hours straight without making mistakes. The plane climbed out from Changi into the dark sky. it was a few hours past midnight. As the plane settled into its cruising altitude of 30,000 feet. The pilots noticed something strange. The left engine showed 17 units of oil while the right engine only showed 1 unit of oil. A disparity like this is indicative of a much bigger problem. That wasn't all the oil pressure on the left engine was holding steady but the oil pressure on the right engine was all over the place. Jumping between 65 and 70 PSI, the oil was 10 degrees hotter on the right side as well, they scoured through the manuals that they had but nothing matched what they were seeing on their instruments. It should be noted that at this point all critical parameters were still in the green. At 3:04 am local time the pilot in command contacts Singapore airlines’ engineering control center via satellite radio. The pilots check with engineering to see if it was safe to continue the flight. Engineering sees that the oil pressure is still in the green and they suggest that it might be the quantity indicator that might be malfunctioning. Engineering decides to check with technical support just to be sure. The flight flies on. Technical support agrees with engineering, they also think that its a faulty quantity indicator, but since the plane isnt that far from changi, they play it safe and ask the pilots to return. As the copilot was checking the fuel system of the plane they noticed something strange. They were comparing the actual fuel burn to the expected fuel burn and noticed something strange, the plane was unusually efficient today, they had 600kg or 1300 pounds of excess fuel than they usually would have at this point in the flight. At 3:28 Am the crew gets an ACARS message asking them to return to changi. The pilot in command hops on a conference call with engineering and tech support, the pilot tells everyone else that other than the oil quantity warning everything appeared to be normal and so they decided to continue onto Milan, but they had to monitor the fuel quantities and the oil parameters extra carefully. Right as the conference call ended the crew felt a vibration in the control column and the cockpit floor and just for a split second they could smell something burning. They realized that the vibrations seemed to go away when they pulled power back on the right engine. Again the pilot

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) RyanBomar: https://www.youtube.com/ryanbomar All Photos Sourced From Wikipedia and or the Final Report, Used under creative commons This is the story of Eastern airlines flight 401. I usually dont do incidents that have been on Air crash investigation, partly because they do such a good job of explaining the accident that my attempt is just going to pale in comparison. But I’ve wanted to do an episode on easten airlines flight 401 for so long because since the first time I saw the episode on ACI as a kid the story of eastern airlines flight 401 has stuck with me. For me personally, it's the closest airplane analogue of the titanic. Think about it: a cutting edge airplane with the best tech money can buy Goes down due to simple human mistakes. The fact that it was so preventable just makes it just that much more heartbreaking. On the 29th of december 1972 an eastern airlines L1011 was flying from JFK international airport to miami international airport, the plane lifted off from JFK at 9:20 pm with 163 passengers and 13 crew members. Everyone on board expected a routine flight, and thats what it seemed like for most of the flight. The plane climbed and it cruised over the eastern seaboard. I imagine that the passengers on that night looked out and saw twinkling lights of major cities on one side and the black expanse of the atlantic on another. As they closed in on miami the plane started to descend. As they prepared to land the captain lowered the gear. To make sure that the gears are down and locked, the pilots have a cluster of lights on their console, each light corresponds to a landing gear bogie. If the light is green it means that the gear is down and locked, if it isn't green it signifies an issue with the landing gear. It may not have deployed properly. And on this night the nose gear light doesn't light up. The captain cycles the gears in hopes that the nose gear light will illuminate. At 11:34 Pm flight 401 radios miami and says “Well ah, tower, this is Eastern, ah, 401. It looks like we're gonna have to circle, we don't have a light on our nose gear yet” miami tower hands them back off to approach control and asks them to climb back up to 2000 feet. As they passed right over the airport flight 401 radios approach control “All right ahh, Approach Control, Eastern 401, we're right over the airport here and climbing to two thousand feet.”. After having told approach control about their nose gear issue, Approach control asks them to maintain 2000 feet and to turn to 360 degrees. At 11:36 pm the captain asked the first officer who was flying the plane to engage the autopilot. Control now asked them to fly a heading of 300, shortly afterward the first officer removed the bulb from its mounting to see if he could work out if the bulb was in working order. If the bulb was broken that would explain why the green light failed to illuminate. But he couldn't get the bulb back in its mounting, the captain ordered the flight engineer to go down into the belly of the airplane to visually confirm if the nose gear was down and locked. On the L1011 there was a hatch in the cockpit that you could use to gain access to an area near the nose gear. From here youd be able to see two rods on the landing gear linkage with a small light one would be able to see these rods, if the rods were lined up it meant that the gear was down and locked. On the

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Traveler:https://www.youtube.com/user/Dragonjedi2000 PlanesWeekly:https://www.youtube.com/planesweekly Toilu:https://www.youtube.com/user/Toilu All Photos Sourced From Wikipedia and or the Final Report, Used under creative commons All videos have been used with permission News report: https://www.youtube.com/watch?v=pIwPOSQiY_8 This is the story of omega air refueling services flight 70. Usually when I start a video I tell you about the plane that was flying, the operator, the origin airport, the destination airport and all of that stuff but today it's a bit different. Today we have to talk about omega air refueling services first cause that's an interesting conversation all on its own. Omega air refueling services is a private operator that operates air tankers exclusively. You have private airlines that carry passengers and cargo and like that omega air refueling services carries fuel. So if you need your strike fighters refueled and you dont have your own air tankers on hand you call these guys. Theyll launch their planes fuel yours up and land back. thats their business model. By their website they've done about 5000 missions and they’ve delivered about 180 million pounds or about 81 million kilograms of fuel. Which is a lot, they support a whole host of clients from the US navy to the marine corps to the australian british and canadian air forces. Not bad at all. They operate the KC-707 and the KDC-10. Keep in mind thats the KC-707 and not the KC-135. The KC-135 is a brother to the 707 but it was designed from the ground up to be a tanker. Whereas the KC 707s that omega flies were passenger planes a long time ago which got converted into tankers. I didn't know that there existed a private air tanker operator, I guess you learn something new everyday. If you do know of any others do let me know in the comments below! On the 18th of may 2011 at about 5:23 pm PDT an omega air refueling services 707 with the tail number N707AR was taxiing out onto runway 21 of point mugu naval air station california. Their mission today was to refuel Fa 18s off in the offshore warning area airspace. The pilots, a captain a copilot and a flight engineer were all very experienced. The wind was coming from 280 degrees and was at 24 knots and gusting to 34 knots, the pilots looked out the cockpit window and at the windsock flapping in the wind. All looked good. The pilots crunched the numbers and they came up with 141 knots for their V1 speed and 147 knots for the speed at which they had to rotate. V1 is the speed at which you can no longer safely abort the takeoff. If something goes wrong after V1 you have to get your bird in the air cause there just isnt enough runway for you to stop safely on. The pilots being cautious added 5 knots to their rotate speed to compensate for the gusting winds. The piots talked about the power settings for take off. The copilot was the pilot monitoring and he advised the captain about advancing the throttles slowly to avoid a power surge. The controller gave the all clear and flight 70 was given clearance to take off and they were asked to turn to 160 when airborne. The captain advanced the throttle and he pushed the yoke down and he applied some aeilorns to compensate for the crosswind. The plane accelerated and it picked up speed as it went down the runway. They hit their rotate speed and the captain gently lifted the plane into the air aiming to pitch the plane up by 11 degrees. The plane gained about 20 feet of altitude and was 7000 feet down the runway when all three crew members heard a loud thud and the throttle for engine number 2 the inboard engine on the left side automatically went to idle. The captain applies full right rudder and right aileron to level the wings but despite his best efforts the plane continued to drift left. The captain knew that his bird was crippled and that she

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Thank You So Much To u/adawhy and u/gboad for your help with the footage! All Photos Sourced From Wikipedia and or the Final Report, Used under creative commons This is the story of Concorde 102. We had it.For about 26 years we had a passenger plane that shattered the sound barrier. No longer was the supersonic realm only for the military jets. The general flying public was now able to zoom past the sound barrier. Albeit the rich and famous flying public. The concorde was revolutionary, the plane was built in the 1970s but to this day it looks like something straight out of the future. The last concorde ever built, the concorde with the tail number G-BOAF was chartered to fly 100 people around the world visiting cities like new york london, sydney christchurch honolulu oakland and the list goes on.On the 12th of august at about 1 pm local time the plane lifted off from christchurch for sydney. The climb was uneventful, the copilot was the one at the controls. The plane departed Christchurch and then it climbed to about 28000 feet. It maintained 28000 feet till it entered the supersonic corridor that was about 100 NM west of christchurch. The Concorde had special supersonic corridors that it had to use to minimise the effects of the sonic boom. Once in these supersonic corridors the concorde was allowed to stretch its legs. The plane in question entered the corridor at about .95 mach or about 600 knots. Once in the corridor the plane started its climb to its cruising altitude of about 57000 feet. The concorde turned on her afterburners and she gained speed, they were aiming to hit mach 2 or 1200 knots. Can we take a moment to appreciate the insanity of that sentence? The concorde, a passenger plane, was capable of hitting 1200 knots that is just insane. As they pushed through mach 1.7 the afterburners were turned off and a thud was heard. The thud felt like a surge or a bird strike. Their cockpit instrumentation showed nothing was out of the ordinary. The plane even felt normal to fly. Thinking that they just had the surge the captain elected to fly onto sydney. Returning to christchurch would mean that they had to drop out of supersonic speeds and turn back and stay subsonic till they reached christchurch. It was easier to get to Sydney and Sydney had better maintenance facilities. So they pushed onto Sydney as they approached Sydney, they had to slow down and as they passed through 1.3 Mach and 40000 feet the whole plane began to vibrate. Something was indeed wrong with the plane. The vibration was a lot worse in the back of the plane. They turned off engine number 4 to see if it had any effect on the vibrations. it didn't. They idled all four engines to slow down and the plane slipped below mach 1. But this made no difference, The vibrations continued as the plane passed throught 20000 feet. As the plane approached sydney they were cleared in for an ILS approach onto runway 34 and at 2:34 pm the plane made a safe landing, on the ground the controllers in the tower saw what had happened, the plane was missing a significant chunk of its upper rudder. The rudder had disintegrated over the ocean. But first let's talk a bit about the rudders, rudders help control the Yaw of the plane. Rudders usually are made with a honeycomb structure in the core and then it is layered with other

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) RyanBomar: https://www.youtube.com/user/RyanBomar All Photos Sourced From Wikipedia and or the Final Report, Used under creative commons This is the story of Delta airlines flight 9877. On the 30th of march 1967 a DC 8 was flying over the skies of New Orleans with a very special mission. The flight's purpose was to provide crew training. Tonight they’d be practicing the procedures for a landing with two engines out .While it may seem strange to us today. They had to take a massive 4 engined long range plane into the sky to train 3 people, you have to remember this was the 1960s, man hadn't landed on the moon yet and the simulators of the time may have been woefully inadequate in providing a realistic experience for the crew members. So their only option was to fly these training flights. But what exactly would they be doing on this simulated two engine out approach. So here’s what the manual had to say about landing a DC8 with two engines out on one side. First you could fly the traffic pattern if you wanted. But you had to plan the traffic pattern in advance you had to avoid banking over 30 degrees with more than two engines out. At first a speed of 200 knots is recommended as rudder travel is restricted when the flaps are less than 10 degrees, flying at a higher speed gives you more control authority. Once on the downwind leg you can extend flaps to 25 and maintain 165 knots. The minimum speed for a DC 8 on two engines is about 151 knots and 165 knots gives you a good buffer. Just a quick side note the downwind leg is the leg when you fly parallel to the landing runway in the direction opposite to the landing direction. Once you're on the base leg you can lower the landing gear and you can extend the flaps to 25 degrees.The drag from the landing gear is negligible and once on the final you can drop down to 155 knots. Maintain 155 knots and only add more flaps when you're sure that you’re not gonna undershoot the runway. After you’re ready for your landing make an approach that is no steeper than a normal approach and land on the runway as soon as possible. do not flare or float along the runway and make contact as soon as possible. That's how you land a DC8 with two engines out. If you ever find yourself in that situation you now know what to do. This is exactly what the crew were attempting that night. On tonights flight they had a captain trainee and a flight engineer trainee and a flight engineer that was being given a proficiency check. The weather for the flight was not that bad visibility would get a bit hazy at 600 feet due to smoke and fog but other than that it was typical night. The plane departed the ramp at 12:40 am with the trainee captain in the left seat and the check captain in the right seat. They didn't have to confirm their flight plan with ATC because they had not filed one. For test flights like these a flight plan was not needed. They contact the tower at 12:43 am, they tell the tower that they’d like to circle and land back on runway 1, The plane lifted off into the cold night and everything appeared to be normal. At 12:47 a m the pilots radioed ATC that they were on the base leg for runway 1, this means that they were flying at a 90 degree angle to runway 01. They talked to the ATC a bit more they wanted to land, come to a stop and then take off again from runway 19, presumably so that the crew that was being trained could get some hours in on the airplane.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Ryan Bomar: https://www.youtube.com/user/RyanBomar All Photos Sourced From Wikipedia and or the Final Report, Used under creative commons This is the story of Saudia flight 163, on the 19th of august 1980 a saudia L1011 took off from Karachi pakistan. The plan for the day was to fly from karachi to Riyadh and to then fly onto Jeddah, the flight from Karachi to Riyadh was uneventful and at 4:06 pm local time the plane landed at Riyadh. Passengers were deboarded and their luggage was taken out for immigration. After that a sea of activity engulfed the plane, more luggage was put in the cargo hold, more fuel was added and more passengers boarded the plane. By 5:50 pm the plane was ready to go, it now had to make the short hop to jeddah. With 301 people onboard the plane lifted off from Riyadh at 6:08 PM. Soon after takeoff they were cleared to their cruising altitude of 35000 feet. The plane climbed into the desert sky. At 6:14 pm almost 7 minutes after take off the crew were altered to a fire in the cargo hold. For the next 4 minutes the crew tried to identify if the warning was accurate, the captain sent the flight engineer into the cabin to see if he could spot any signs of a fire. He returned 36 seconds later, with bad news. The cabin was indeed on fire, The captain immediately elected to turn back to Riyadh. They were now climbing through 22000 feet. the first officer gets in touch with ATC. He says “163, we are coming back to Riyadh”. He probably spoke as if nothing was wrong. Pilots have a way of staying calm under pressure. ATC wants to know why. The first officer says “We have fire in the cabin please alert the fire trucks”. As they made their turn back to the airport the fire trucks at Riyadh were on alert ready for anything. Riyadh ATC cleared them in and gave them priority for landing. They ask flight 163 if their engine is on fire, the first officer responds with “negative in the cabin”. The plane was now 78 miles out. At 6:21 pm the flight engineer ventured back out into the cabin to see what damage the fire had done but on his second excursion into the cabin all he saw was smoke. The flight engineer mentioned that the people in the back were panicking. I mean you are stuck in a flaming aluminum can that's travelling several hundred knots, miles up in the sky. The captain double checks with the first officer about the fire trucks he is adamant that the fire trucks be there when they land. As the captain called for the preliminary landing checklist another smoke warning went off. Saudia flight 163 was in trouble. At 6:24 Pm another smoke alarm goes off, To his horror the captain now realised that engine number two was unresponsive to throttle inputs. Riyadh reassures the crew they have fire trucks ready to go as soon as they land. A flight attendant enters the cockpit.She says that there are passengers fighting in the aisles. The situation is growing more desperate by the minute. At this point the CVR picked up announcements from the cabin asking people to be calm, the announcements were in english and arabic and went as follows “Please everybody sit down, move out of the way,everybody sitdown,move out the aisle,there is no danger from the airplane,everybody should stay in their seats” The crew radio riyadh asking them to position the firetrucks in a way that the fire trucks come up from behind the airplane. As the cabin filled with smoke the pilots searched for riyadhs runway.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Don Van Valkenburg: https://www.youtube.com/user/steinfiller This is the story of Alitalia flight 404. On the 14th of november 1990 Flight 404 was a flight from Linate airport in Milan to Zurich. They were flying a DC-9 and they had 40 passengers and 6 crew members on board. At 6:36 pm alitalia flight 404 took off from runway 36R from linate bound for Zurich with the first officer at the controls. The Dc 9 left Italy behind and climbed to its cruising altitude of 20000 feet. As they reached their cruising altitude they listened to the automated weather broadcasts from Zurich. The surface wind at Zurich was at 240 degrees and 8 knots. The pilots discussed among themselves about the best possible runway for a landing. The first officer is of the opinion that a landing on runway 28 would be best given the current wind conditions but the active runway right now is runway 14. But they still discuss a left hand circling approach to land on runway 28. As they descended they talked about the approach procedure for runway 14, they also talked about what they should do in the event of a communications failure or a go around. The crew were given radar vectors to perform an ILS approach onto runway 14. At 7 pm the copilot says “We perform a CAT II(approach)". As all of this happened they descended through 9000 feet and passed abeam of the zurich airport they were to the south west of the airport. The captain noted, "We are by KLOTEN, FL 90. He is bringing us in high", From the radar plots in the report that puts them approximately here. So lets see the approach that they were trying to execute. From the point that they were at they'd fly to EKRON or near it and then turn right to a heading of 070 degrees.theyd maintain 070 degrees till they reached D-10, then they'd turn right to the runway heading all the while maintaining 4000 feet till they intercepted the glideslope at DME 8. From then its just a matter of following the ILS glideslope to the foot of the runway and then landing on runway 14. Now that we know what they were planning to do lets get back to the cockpit to see how they executed this approach. After the captain commented that they were abeam of zurich airport they were cleared to descend to 6000 feet and they were asked to fly 325 degrees. With a heading of 325 they'd arrive at or near ekron. Once near EKRON they set the heading to 068 which took the plane in a right turn and they were following the approach chart correctly up to this point. At 7:05 pm they identified ILS runway 14. At 7:06 pm they got the approach clearance to the ILS runway 14. As we talked about before now they had to maintain 4000 feet and intercept the extended centerline of the runway. To do this they were given a heading of 110 and 4000 feet. This took the plane in another right turn. But the captain read the heading back as 120 degrees this caused a bit of confusion for the first officer. Should he fly 110 or 120? The first officer selected 110 degrees and They flew on. Soon afterward the copilot said “Radio approach”. They were about to intercept the localizer and they were about to make their final course correction to line up with the runway. The copilot set radio1 as the receiver for this landing. At this point they had made their final turn to line up with the runway but they were slightly east of the localizer. That's the little curve that you see here on

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) RyanBomar:https://www.youtube.com/user/RyanBomar This is the story of united airlines flight 2885. United Airlines flight 2885 was a cargo version of the DC 8 and on the 11th of january 1983 it was flying from cleveland hopkins international airport to Los Angeles international airport with a stopover at the Detroit metropolitan wayne county airport. The plane departed Cleveland at 1:15 am and arrived in Detroit at 1:52 am. On the ground in Detroit all was normal. Cargo was offloaded, other cargo pallets were on loaded and the first officer walked around and inspected the plane as the plane was refueled. By 2:45 am the flight crew had done their before engine start checklist and they were ready to taxi, the crew of flight 2885 asked the tower for their taxi clearance and instructions. As they taxied they did their before take off checklist. The second officer or the flight engineer calls out trim and the first officer responds with “set”. At 2:50 am and 3 seconds the plane was cleared for take off. At 2:51 am the plane’s 4 huge engines were advanced to take off thrust and the plane rolled down the runway. According to the eyewitnesses The take off appeared normal at first. The plane thundered down the runway, all seemed well. The plane took off half or two thirds down the runway. But the eyewitnesses noticed something weird. The plane was angling up more than it should, this was starting to look less and less like a routine takeoff. They watched on as the plane climbed rapidly. 5 Seconds after takeoff the witnesses reported seeing flames from the engines under both the wings. They described the flames as coming in two short bursts and then ceasing and that it looked like fireworks in the night sky. The plane continued to climb, at about 1000 feet they started to realise that the plane was starting to bank slightly to the right. The bank got gradually worse as the plane was soon in a 90 degree right bank. The right wing was pointed straight down and the left wing straight up. Then to their shock the plane started to drop. The plane was struggling to stay in the air then at 2:52 and 11 seconds flight 2885 had crashed. Just minutes after taking off. Unfortunately for the three pilots on board, the crash was fatal. No one survived. As with any crash the CVR and the FDR were invaluable in trying to piece together what had happened. They listen to the CVR, everything from the landing to the taxing at detroit is downright normal. Then while taxing they hear a strange exchange on the CVR. The captain and the first officer were talking about letting the flight engineer pilot the plane during this take off. The flight engineer seemed to be quite surprised by this, he said “Oh we’re going to trade now?”. Indicating that he was taken by surprise by the sudden decision to swap seats with the first officer. The captain was described as Generous when it came to letting flight engineers fly. The captain may have influenced the decision making of the flight engineer. the flight engineer did not have an urge to fly and no one had even heard the flight engineer talk about wanting to fly. The flight engineer had been in the DC8 pilot training program and he had about 41 hours at the controls of the airplane. This is what his training records had to say about his performance Procedural knowledge poor, tendency to overcontrol on takeoffs and landings; Heading altitude and airspeed control poor. This is not looking good for the flight engineer. On the 6th of august 1979 the instructor noted that the flight engineer in his DC8 pilot training demonstrated “inconsistent bank in steep turns” and inadvertent 40-50 degree banks. He was dropped from the DC 8 pilot program as it was doubtful that he could clear the training. The flight engineer entered first officer training for the Boeing 737. He completed the training but the records showed that he needed additional time as he was inconsistent with his maneuvers and did not plan ahead. From there his 737 training went well. Here's a quote from the training documents “... been on the 737 for three months, but is developing into a very smooth pilot”.On the 29th of april 1981 the flight engineer failed an en route check on the 737, the flight engineer had 2 dot deviations on his ILS localizer and glide slope. This is how that report was summarized “ His attitude could not be better and he is a hard worker, however he has not made normal progress in his first full year as first officer. His command ability is below average and has exhibited poor operational judgement in both IFR and VFR” On may 8th 1981 after 6 hours of simulator time the pilot received an unsatisfactory proficiency check. After this, and after talks with United

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan:https://www.youtube.com/user/mylosairplanefan This is the story of Air Tahoma flight 185. Flight 185 was a cargo plane carrying packages for DHL from Memphis Tennessee to Cincinnati Northern Kentucky international airport. On the 13th of august 2004 they were flying a convair 580, The convair 580 was an airplane from the 1950s and I was genuinely surprised to find out that Convair 580s were in service at least till 2019 with Air Chatham in New zealand. On todays flight they were making a round trip between Memphis and Northern Kentucky international airport, the copilot was the pilot flying and the captain was the pilot monitoring. They departed Memphis at about 11:29 pm, the climb and cruise portions of the flight were uneventful. We join the crew at 17 minutes past midnight, the crew talk, The captain says that he's going to balance out the fuel as he adjusts the planes fuel systems. They talk about the weight and balance of the plane, its 12:30 am the co pilot says “Weird”, the captain is busy with weight and balance paperwork and doesn't respond. At 12:38 am the co pilot says “Something's messed up with this thing” the co pilot was referring to the plane's control wheel. He adds “Feels like I need a lot of force. It is pushing to the right for some reason. I don’t know why...I don’t know what's going on.” The captain does not respond. 12:43 am they were getting close to Cincinnati northern Kentucky international airport, they were at 4000 feet and the captains on the radio with Approach control, He says that they had the runway in sight. The controller cleared flight 185 for a visual approach onto runway 36R the controller added “Keep your speed up”, the captain acknowledged, The co pilot says ““What in the world is going on with this plane? “Sucker is acting so funny.” The captain reassures the first officer saying that they'd do a full control check once on the ground. The approach controller then handed them off to the tower controller. The captain asks for their landing clearance from the tower controller and they are cleared in for runway 36R, as the plane passed through 3200 feet the speed of the plane began to fall. The first officer sounds the alarm again “I’m telling you, what is wrong with this plane? it is really funny. I got something all messed up here.” The captain says that they have an imbalance as he left the crossfeed open. The co pilot says “Were gonna flame out” , the captain asks the copilot to keep the power on. At 12:46 am the co pilot says “We’re losing power” Both their engines had flamed out, the plane began descending at about 900 fpm. The captain contacts ATC to let them know that they’re having issues, the controller asks if they needed emergency equipment at the runway the captain responds with “Nope”, no one ever heard from Air tahoma flight 185 ever again. Flight 185 had crashed 1.2 miles short of runway 36R. The co pilot was killed in the crash the captain survived. If you’re a pilot or if you’re familiar with aviation in general you probably have a rough idea as to what happened, let's take a closer look to see what actually happened. The investigators look at the plane, The plane was built in 1953 and had undergone several overhauls, with such an old plane they had to look at mechanical issues, but their search turned up nothing the plane was airworthy. The wreckage showed no signs of structural failure and they worked out that the cargo had not shifted during their landing attempt. The weather was not a factor and the plane had more than enough fuel to make it and then some. The investigators look at the crew next.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of Eastern airlines flight 855. On the 5th of may 1983 an eastern airlines lockheed L1011 was flying from Miami to Nassau in the bahamas. The L1011 was a trijet designed by Lockheed to compete with the likes of the 747 and the DC10. The plane was quite impressive for its time, with it even having autoland capabilities in the 1970s and 80s. On that fateful day they were flying 162 passengers to the bahamas. Prior to departure the flight engineer walked around the plane looking to see if everything was okay, he saw nothing that concerned him. At 8:56 am they took off from runway 27R from Miami International airport. This was going to be a short flight with the flight just being 37 minutes long. The captain,Richard Boddy was in the left hand seat and check captain Steve thompso was in the right hand seat. Flight engineer Dudley Barnes was at his station at the back of the cockpit. The plane took off normally and the climb was uneventful.Flight engineer dudley barnes fiddled with the cabin pressurisation as the plane. The plane climbed to 23000 feet as the pilots did their climb checklist. At 9:08 am the plane levelled off at 23,000 feet and at 9:10 am they had been given clearance to start their descent. They had spent less than 2 minutes at their cruise altitude. To call this flight short would be an understatement. Captain Boddy contacts nassau ATC and the ATC gives the crew the weather for their approach. Ceiling at 1000 feet, 5 miles of visibility. The usual. They were told to follow a twin engined plane that was 30 miles ahead of them. So far so good. Flight engineer Barnes was not busy with the approach and he was also in contact with the cabin crew and so was not paying much attention to his instrument cluster. When he does look back after a few minutes he sees that oil pressure on engine number 2 was low. The L1011 was a trijet. So the engine on the left is engine number one, the engine on the tail is engine number two and so the engine on the right is engine number 3. He scans the oil levels for engines 1 and 3 they were at 15 quarts with the oil pressure in the green. How ever engine number 2 showed 8 quarts of oil an a pressure between 15 and 25 PSI. The minimum pressure needed for the safe operation of the airplane is about 30 PSI. The flight engineer had never had any oil related issues on the L1011. He tells captain Boddy and the captain orders the shut down of engine number 2. They were now at 12,300 feet and captain Boddy requested permission to return to Miami fearing the worst. AT this point they were about 50 NM from Nassau, it was certainly closer but the weather at Nassau was getting worse. Nassau did not have radar to guide the plane in, so if push came to shove they’d lose valuable time and altitude getting the plane on the ground. At 9:15 am the plane was cleared for a 180 degree turn taking it back to Miami, they were asked to hold 12,000 feet. Once in contact with Miami ARTCC, they were asked to climb to 20,000

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan On the 16th of january 2017 a turkish Airlines Boeing 747-400 freighter was flying from hong kong to Istanbul’s Ataturk airport with a stopover at Manas international airport in Bishkek,kyrgyzstan. The flight was being operated by ACT airlines on behalf of turkish airlines. They were carrying about 84 tons of commercial cargo. The plane lifted off from hong Kong at about 7:12 pm on the 15th of january. They were 2 hours late. The plane climbed and cruised with no issues to speak of. 41 minutes past midnight on the 16th of january flight 6491 entered the bishkek ATC area control center Flying at 34000 feet they'd have to start descending soon to make it into bishkek. Soon afterward the crew asked for clearance to descend and after being cleared they descended down to 22000 feet. As they neared bishkek they checked in with ATC about the weather at bishkek, ATC tells them that the RVR or runway visual range is 400 meters. RVR is the visibility at the threshold of the runway. This means that to someone standing at the edge of the runway theyd be able to see 400 meters or 1300 feet down the runway. Not the best of situations but the pilots would be able to make do with the visibility. At 1:06 am the crew was handed off to the approach control who cleared the plane to descend down to 6000 feet. Approach control was going to try to set the plane up for an ILS approach onto runway 26. The approach controller then proceeded to give the crew the weather for their approach. The wind was calm, visibility was 50 meters,RVR was 300 meters. With the weather deteriorating the controller asked the crew if they wanted to continue the approach. The final decision in this situation was with the crew. They could abort the landing and go around if they felt like the weather was not conducive for a landing. The crew elected to continue the landing. The controller then gave them the landing clearance runway 26 was all theirs! The controller gave the crew another weather update as they continued their approach quote "...wind calm... RVR in the beginning of the runway four hundred meters, in the middle point three hundred two five meters and at the end of the runway four hundred meters and vertical visibility one six zero... feet". The plane descended through dense fog, An automated voice calls out 500 signalling that they were 500 feet above the terrain, the pilot in command says continue, signalling that he wanted the approach to continue. As they approached minimums the First officer calls out approaching minimums! The pilot in command asks the first officer to look outside as they searched for the runway, but through the dense fog they could see little. An automated system says 100 they were now 100 feet off the ground the first officer again calls out minimums! The pilot in command says “ Negative go around” they didn't have the runway in sight and half a second later the go around button was pushed. But they were at 58 feet when the go around button was pushed. The 4 engines surged to life and the pilots pulled back on the control column executing a missed approach. The right wing began to scrape trees along its flight path. The plane touched down on the ground with barely

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of Air Algerie flight 5017. Air Algerie is the state airline of Algeria and we’ve covered one of their accidents on the channel before. On the 24th of july 2014 an MD83 was flying from Ouagadougou Airport in Burkina faso to Houari Boumediene Airport in algeria. The plane had 116 people on board with 6 crew members. At 1:02 am local time ATC cleared the plane to start up they were planning to depart from runway 22 of the airport. At 1:10 am the crew talked to the ATC about their departure, they asked for flight level 330 but quickly changed their minds and asked for flight level 310 as their plane was too heavy to make it to flight level 330. The controller agreed and gave them a flight level of 310. At 1:15 am the plane finally took off and turned onto a heading of 023 degrees as it climbed to its cruising altitude. The autopilot was turned on as the plane reached 10,500 feet. As the plane climbed the pilots were transferred to Ouagadougou ATC, the pilots informed ATC that they were turning left to 356 to avoid some bad weather. The crew now having avoided the worst of the weather continued their climb to their cruising altitude of 31000 feet. At 1:37 am the plane had finally reached its cruising altitude and it was flying at a speed of mach .74 or about 500 knots. Once the plane levelled off the plane began to speed up by just a bit. It went from .758 to .762 mach or from 501 to 504 knots. But after this starting at 1:39 am the plane's speed started to fall. The plane was losing speed but the engines were generating the same amount of thrust as before. The plane also began to slowly pitch up, not a good sign when you're losing speed. ATC had been trying to reach flight 5017 but without success, another plane offered to relay messages to flight 5017 incase they were having radio issues, but soon enough flight 5017 comes on the frequency and says that they’re doing an, quote Avoidance maneuver end quote. The air traffic controller asks the crew to squawk 3235 but the crew never responded nor did they change the code. Meanwhile in the cockpit things were going from bad to worse. At 1:44 am both engines began acting in weird ways. The EPR and the N1 values began to vary erratically. EPR stands for Engine pressure ratio. EPR is the ratio of the turbine discharge pressure divided by the compressor inlet pressure basically the pressure of the air coming into the engine and the pressure of the air coming out of the engine. Its a measure of how much thrust an engine is producing. N1 is the speed at which a fan in the engine rotates the higher the N1 value the more thrust the engine produces. The EPR first increased then decreased, the N1 increased to 91% and then was between 81 and 87%. With these critical parameters fluctuating the pilots were probably confused. The plane also started to roll ever so slightly about 4 degrees to be specific. As all this was happening the plane had lost a lot of speed, at 1:45 am the plane was at 205 knots and the nose was pitched up at 9 degrees. The plane now started to lose altitude and the rolls became more prominent as if all of this was not enough the engines were not producing as much power as before, they were almost at idle now.The plane would stall if this kept up.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) MylosAirplanefan: https://www.youtube.com/user/mylosairplanefan Sources: https://translate.google.com/translate?sl=auto&tl=en&u=https%3A%2F%2Fwww.vesti.ru%2Fdoc.html%3Fid%3D390975 http://avherald.com/h?article=430a1d01&opt=0 https://translate.google.com/translate?sl=auto&tl=en&u=https%3A%2F%2Flenta.ru%2Fnews%2F2010%2F09%2F07%2Fkomi%2F https://translate.google.com/translate?sl=auto&tl=en&u=https%3A%2F%2Fkomiinform.ru%2Fnews%2F74029 https://translate.google.com/translate?sl=auto&tl=en&u=https%3A%2F%2Fwww.aex.ru%2Fdocs%2F3%2F2018%2F10%2F2%2F2811%2F https://pdfs.semanticscholar.org/6609/9ca7c9c50c822a265d18973c66e73be8a526.pdf http://jfgieras.com/JFG_SC_2013.pdf https://www.airlinereporter.com/2011/11/the-lucky-tupolev-tu-154-alrosa-flight-514-crash-and-recovery/ https://en.wikipedia.org/wiki/Alrosa_Flight_514 https://www.rbth.com/history/328643-tu-154-flight-accident https://en.wikipedia.org/wiki/Talk:Alrosa_Flight_514 This is the story of Alrosa flight 514. Planes are immensely complex. It literally takes tens of thousands of parts to get a plane into the air. Sometimes a single part failing can bring down a plane. On the 7th of september 2010, An Alrosa TU-154 was flying from Polyarny Airport to Domodedovo International Airport. The TU-154 was a rugged plane. Designed in the soviet union the plane took to the sky 51 years ago, The TU154 was designed to handle the rough operating conditions of the soviet union and in my personal opinion is one fine looking airplane. The soviets really did know how to design beautiful airplanes. On today's flight there were 81 people on board including 9 crew members.The plane took off with no issues and was cruising normally. Almost 4 hours into the flight and at an altitude of about 34000 feet.the crew began to face some electrical issues they were not getting enough electrical power to their systems. Sensing that there was an issue, pilots Captain Yevgeny Novoselov and First Officer Andrei Lamanov began troubleshooting the issue. They probably talked among themselves about the severity of the issue at hand. They had to evaluate their situation and if it was bad they'd have to divert as soon as possible to the nearest airport. But in the early morning hours that decision was made for them. Alrosa Flight 514 lost all electrical power. They lost everything from their instruments to their navigational aides. Flight 514 was now essentially flying blind. They had engine power though. The TU154 features 2 fuel tanks in the center and 4 wing tanks. Allowing it to carry about 40 tons of fuel allowing it to fly 3500 NM. Electric pumps move fuel from the main tanks into secondary tanks from which the engines are fed. This secondary tank can hold about 3300 kilos or 7200 pounds of fuel. With the electrical systems being dead, the electric fuel pumps no longer worked meaning that once their secondary tank of fuel ran dry they'd lose all their engines, The fuel in the secondary tank would allow them to be airborne for about 20-40 minutes. They had to find some place to land. They were too far away from any airport that could accommodate their moderately sized TU-154. The plane needed about 2000 meters or about 6500 feet to stop. But there was no airport that could handle their stricken plane. They poured over charts, there was no airport period. To make matters worse the crew find that they don't have flaps or slats. Flaps are used to increase a wings surface area as the plane slows down. Flaps and slats are used during landings when the plane is slow and needs some extra lift. Without the flaps the crew knew that they'd be coming in hot when they did try to land the plane. At the altitude they were at they couldn't do much. They had lost all navigational instruments they needed to fly visually. But it was an overcast day and the cloud base was at 1300 feet. They had to descend, break through the clouds and then find someplace to land visually. With them being so low on fuel if their engines flamed out when they were so low, they wouldn't be able to glide for long.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of American airlines flight 1572. On the 12th of november 1995 an american airlines MD83 was flying from Chicago o'hare to bradley international airport in hartford connecticut. Flight 1572 was scheduled to depart O'hare at 9:25 PM but due to passengers being delayed and the weather the departure was pushed back by about 2 hours. At 11:05 Pm the plane was finally in the air. With the captain being the one that was flying the plane. Soon after take off the pilots received an ACARs message. The term ACARS might be familiar to you it was thrown around quite a bit during the disappearance of MH370. It stands for Automatic Communications and Recording System. ACARS is used for pilots to communicate with the airline. This means that pilots can get weather reports and the plane can push out position reports Among other things. As was intended with ACARS, The crew used it to get weather reports for their destination in hartford connecticut. They got windspeeds and the weather. The report was prefixed with “PRESFR’” which stood for pressure falling rapidly. The climb out and the cruise were uneventful, with them avoiding some bad weather along the way nothing else stood out. At about 300 miles out the plane was cleared direct to Bradley international airport. AS they descended dispatch gave them another ACARS message. Dispatch asked them to set their altimeters to 29.23 for above field elevation and 29.42 for the standby altimeter. They were setting the altimeters up so that the flight crews altimeters showed their altitude above the terrain, a setting known as QFE and they set the standby altimeter to show their altitude above sea level a setting known as QNH. After this the crew get another ACARS message. Planes had been landing at bradley. But they did experience some heavy turbulence on their way in. At 12:32 am the plane was allowed to descend to 19,000 feet by ATC. As they descended the crew listened to the ATIS messages from bradley. The ATIS message called for setting their altimeters to 29.50 and that there was severe turbulence below 10,000 feet. Soon afterward at 12:33 am ATC gives flight 1572 permission to descend to 11,000 feet, the controller tells the crew to use an altimeter setting of 29.40. The crew listen to the ATIS message once again, The controller had given them one value for their altimeter setting and the ATIS message had given them another. After listening to the ATIS message the co-pilot says that the ATIS information is more than an hour old. They ask the cabin crew to be ready for a bumpy ride in. As they do their landing checklist the copilot asks “Altimeters?” the captain says “29.50?”. The copilot says “They called twentynine forty seven when we started down...what ever you want.” They then proceeded to brief themselves on the VOR approach onto runway 15. At12:43 the crew contacts approach and they were told to expect a VOR approach onto runway 15, control asks them to descend to 4000 feet and with winds coming in from 170 at two nine gusting to 39 calling the approach turbulent would be an understatement. At 12:49 the crew were cleared for the approach onto runway 15. At 0049:57, he advised the flight crew that the tower was temporarily closed because of a problem with one of the windows, and to report the “down time” on approach control frequency.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane spotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA Sources: https://translate.google.com/translate?sl=auto&tl=en&u=http%3A%2F%2Fnvo.ng.ru%2Fhistory%2F2004-06-11%2F5_karelia.html https://translate.googleusercontent.com/translate_c?depth=1&rurl=translate.google.com&sl=auto&sp=nmt4&tl=en&u=http://www.istpravda.com.ua/articles/2012/05/4/81648/&usg=ALkJrhgYDpx4v8juRh6ZG2E7FRj20aJ1kQ https://seanmunger.com/2015/04/20/magnetic-intruder-the-strange-story-of-korean-air-lines-flight-902/ https://www.thisdayinaviation.com/20-april-1978/ This is the story of korean airlines flight 902. When you hear the phrase “passenger plane shot down by the soviet union” you're probably thinking about the story of Korean airlines flight 007, a 747 that was shot down by the soviet union in 1983 as it accidentally flew into the soviet union. Were all familiar with that story. But the story of korean airlines flight 902 is lesser known and should be learnt from. A brief warning before we get into the meat of the story. For this incident i could not find an official report and instead i had to rely on translated russian and ukrainian documents along with a few blogs that i found on the subject, So a few small inaccuracies my creep in despite my best efforts to keep this as factual as possible, If you find something to be wrong do let me know in the comments below. In the latter half of the 20th century after the end of the second world war, two world powers emerged. The United States and the soviet union. With differing ideologies, the two were in close competition, both economically and militarily. As the cold war started, there was deep mistrust among both super powers. Both sides were convinced that the other would try to launch a preemptive nuclear strike on the other. So much so that the americans kept b52 bombers in the air at all times for 8 years from 1960 to 1968. Think about that the united states kept its bombers in the air ready with thermonuclear weapons, ready to execute a strike at a moments notice. It was in this atmosphere of fear and distrust that Korean airlines flight 902 took off from Paris to Seoul with a refueling stop in anchorage alaska on the 20th of april 1978. It was commanded by Captain Kim Chang Kyu, with co-pilot S.D. Cha and navigator Lee Khun Shik. Their flight path took them over or very near to the north pole. Flying north west from France they would fly to alaska, take on some fuel and then fly down to seoul. As they flew north west, all was normal. Then over the tiny town of alert in nunavut, the plane takes a right turn. Making an almost 180 degree turn. The plane was now no longer headed for seoul, but instead it was heading straight for the finnish- soviet border. The plane was picked up by soviet radars when it was about 400 kilometers out. At this time they probably assumed it was one of their planes or a tupolev long range bomber that had problems with its IFF code. I assume they tried to hail the unidentified blip on their radar. But as the blip got closer and closer to the soviet border a decision had to be made by the soviets. At about 9 Pm local time the su15 regiment was put on high alert. After a few minutes, the soviets scrambled a flight of SU15 fighters to identify the bogey From the Afrikanda airbase near murmansk. The su15 was piloted by captain alexander bosov. This wasn't all that uncommon, with nato and the US carrying out thousands of surveillance flights near the soivet union, fighters would often be scrambled to intercept planes. But as the planes scamble to intercept the high flying 707 the pilots of the su15 are told "The goal is to destroy!" .

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Check Out Eye Trapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw This is the story of pinnacle airlines flight 3701. On the 14th of october 2004 a bombardier crj 200 was on a repositioning flight from little rock airport to minneapolis saint paul airport. This was a repositioning flight meaning that there weren't any passengers on board todays flight. The sole reason for todays flight was to get the plane to saint paul. The plane departed little rock at 9:21 pm central daylight time. Shortly after take off, when the plane was at 450 feet the pilots pitched the plane up sharply, taking the nose up to 22 degrees and pulling about 1.8Gs during the maneuver. The plane started to climb at almost 3,000 fpm prompting the safety nets on the plane to activate. The automatic systems activated the stick shaker and the stick pusher, after which a full nose down was commanded. The plane climbed out at a much slower rate to their planned cruising altitude of 33,000 feet. The plane climbed, at about 9:25 pm as the plane approached 14,000 feet the autopilot was switched on and from the ATC transcripts and the CVR we know that the pilots swapped seats. Almost two minutes later the crew disengaged the autopilot at about 15,000 feet. The crew again pulled the column back putting the airplane in a 17 degree nose up attitude. The climb rate exceeded 10,000 fpm as the plane screeched upwards. The plane was now experiencing about 2.3 gs of load. The plane was being flown in a way that it was not mean to be. They climbed and as they levelled off at 26,400 feet the crew pointed the nose up again this time climbing at over 9000 fpm. At 9:35 pm the crew of the plane ask ATC for clearance to climb to 41,000 feet well in excess of their planned 33,000 feet. As it turns out this was the absolute ceiling of the CRJ-200, The plane would not be able to go any higher. ATC allows the plane to climb to 41,000 feet. At 9:48 pm the first officer says “Man we can do it. Forty one it.”. At 9:51 pm the first officer can be heard saying ““There’s four one oh my man.” they had done it they were cruising at 41,000 feet and the first officer laughs and says “This is great”. The plane had started the climb at 203 knots and now at cruise they were at 163 knots. The captain then leaves his seat to get his copilot a soda. At 9:53 pm kansas city ARCTCC comes on and asks the crew if theyre flying a crj 200. The captain acknowledges. The controller says “I’ve never seen you guys up at forty one there”. The captain replies with “We don’t have any passengers on board so we decided to have a little fun and come on up here.” he adds “this is actually our service ceiling.” At 9:54 Pm the first officer says “we’re losing here. We’re gonnabe ... coming down in a second here.” the first officer was drawing attention to the fact that The plane could reach 41,000 feet but it could not sustain it for long. The captain says “Yeah that’s funny we got up here it won’t stay up here.” At 9:54 and 32 seconds the captain radios “It looks like we're not even going to be able to stay up here ... look for maybe ... three nine oh or three seven.”. 4 seconds later the stick shaker activates their speed had now slipped to 150 knots and they had an angle of attack of 7.5. They were in the thin air of the upper atmosphere losing speed and in a nose up attitude. In about 10 seconds the stick shaker and the stick pusher activated 3 times. Adding to their troubles fan speed on both engines were dropping. At 9:57 pm the stick pusher had activated for a fourth time. Even with the stick pusher the nose of the airplane crept up the angle of attack was at 27 degrees and the pitch was at 29. Flight 3701 was stalling. In the stall the plane began to roll to the left with the left wing in a 82 degree wing down attitude. The picth of the plane now dropped to -32 degrees and engines one and two flamed out.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylos Airplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of the 1972 Chicago o'hare collision. Most people think that the threat of an accident is over once you’re safely on the ground. That's generally the case but in some rare cases the accidents can still happen. That is exactly what happened in the case of the 1972 chicago o'hare runway disaster. On the 20th of december 1972 above the skies of chicago delta airlines flight 954,a convair 880 was on its way from tampa FL to chicago. The convair 880 contacted chicago approach control, they got to know that runway 14R was being used for landings and 14L and R were being used for departures. Soon afterward the controller comes on the frequency to let all the planes know that all planes under his watch would be vectored onto runway 14L With visibility at around 3000 feet it seems that this would be another routine landing. Having received approach clearance, flight 954 contacted the local controller at 5:52 the local controller gave flight 954 permission to land on runway 14L at this point the visibility or RVR had dropped to 1800 feet. At 5:55 pm the the controller aksed flight 954 to report when clear of the runway. After the plane landed safely the controller transferred them over to ground control. At 5:57 Pm flight 594 contacted the ground controller after a first failed attempt. He says “Delta 954 with is with you inside the bridge and we gotta get to the box” the controller replies with “Ok If you can just pull over to the 32 pad” the co pilot responds with “Okay We’ll do it”. The controller makes a note to himself reminding himself that he had sent the convair 880 to pad 32R where they’d wait for gate assignment. As this was happening at another end of the air port another plane was getting ready to fly. North Central airlines Flight 575 was a DC-9 that was flying from chicago and duluth minnesota. With 41 passengers on board the DC-9 was looking at a relatively short flight. At 5:50 Pm the DC 9 got clearance from the ground controller to hold short of runway 27L for departure. 8 minutes later the controller cleared the plane onto the runway, with visibility at 1/4th of a mile, the crew would have to be on their toes during this takeoff. At 5:59 pm after having received his takeoff clearance, the crew pushes the throttles forward as the DC 9 starts its take off roll down runway 27L. With the copilot in charge of the take off and the captain supervising the captain calls out, “rotate” as the plane barrels down runway 27L. Right as he made the rotate callout the captain made out a plane in the fog right in front of them. Flight 954 had taxied on to runway 27L and was now right in front of the DC9. the captain helped the copilot to lift the plane off the runway in an attempt to clear the plane. This was their only hope they were travelling too fast for them to stop the plane in time. But it was too late the lifting off DC 9 clipped the convair 880. The captain of the DC 9 knowing that he would not be able to climb out decided to put the airplane back on the runway.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of Air India Express flight 812. On the 22nd of may 2012 a boeing 737-800 was on its way from dubai to the south indian city of mangalore. Air india express is a low cost branch of air india, the flag carrier of india. With a lot of indians working in dubai the airline is quite popular with people looking to visit loved ones back home. Today they'd be flying into mangalore international airport. Landing at mangalore airport is tricky. Mangalore airport is what the indian government describes as a “Critical Airfield”. This means that only the captain is allowed to perform take offs and landings at this airport. The reason for this being that mangalore airport has a table top run way. One of only three airports in india with table top runways. This makes landings and take offs really hard. One small mistake and theres a ravine at the end of the runway. With a runway of a little over 8000 feet the airport is much smaller than other small airports in the vicinity like calicut international,which is also another critical airfield, coimbatore international and cochin international. On the ground at dubai workers were hard at work turning the plane around for its return flight to mangalore, They fueled the plane and boarded the 160 passengers for todays flight. At 1:06 am local time the plane took off, the initial climb and cruise were uneventful, The plane came into contact with mangalore area control at 5:32am IST as it approached the waypoint IGAMA. After passing IGAMA the copilot enquired about the type of approach theyd be making, control replied that theyd be making an ILS DME arc approach. Now at about 130 miles from the airport, the first officer asked permission to descend. But due to separation issues this request was denied. The plane flew on, once the plane was at dme 80 the controller finally gave them clearance to descend to 7000 feet, they were now at dme 77. Now at 18,400 feet the controller gives the crew permission to descend to 2900 feet, the copilot asks if they could join the 10 DME arc via 336 directly. This would speed up their approach Throughout the approach the airplane has been a bit too high, but this didn’t bother the crew too much, they still had a ways to go and loosing some altitude shouldn't be too hard of a task. The crew must have been a bt fatigued at this point the first officer yawns a bit. The plane was arriving in mangalore at daybreak and the timing of the flight can be a bit taxing if youre not used to being awake at those hours. At 5:52 am IST the plane was handed off from mangalore area control to ATC at the airport. ATC asked the pilots to report when they were on the 10 DME arc for the ILS approach onto runway 24. Once on the 10 DME arc ATC asks the crew to let them know once they were established on the ILS. At about this point the captain realised that the plane was too high and he lowered the landing gear and armed the speedbrakes in flight detent to increase their rate of descent. They werent following the standard procedure to intercept the ILS. they were twice as high as they needed to be for a safe ILS intercept. Its 6:03 am IST and the plane is now at 2.5 DME from the airport. The radio altimeter calls out 2500, this was immediately followed by, ITS too high and runway straight down by the first officer. The first officer realises that things are starting to go wrong. At this point the captain disengages the autopilot and he manually increased the rate of descent in an attempt to intercept the localizer. The copilot asks “GO AROUND?” The captain replies with “WRONG LOC..... LOCALISER ..... GLIDE PATH”. The copilot reiterates “GO AROUND” “UNSTABILISED”. The copilot was making it clear as day that he thought that the plane is in danger. But the copilot never took any action. In his attempt to intercept the glideslope the captain has now put the plane into a screeching dive of about 4000 fpm. This prompted automated warnings to blare in the cockpit.

Curious Plane Spotter: https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of delta airlines flight 1288, on july 6th 1996 a delta airlines MD88 was flying from pensacola, florida to william b hartsfeild international airport in atlanta. Before any flight the pilots have to inspect the plane to make sure that the plane is airworthy. Making sure that the plane does not have issues with its control surfaces or its exterior. This visual inspection is of paramount importance to the safety of the airplane. The first officer arrived at the airplane at 1:30 pm and he performed a visual inspection of the airplane. The first officer told the captain,” ”. The first officer noticed a few drops of oil on the left engine of the plane. He said that theres only a few drops on the engine and that it was not dripping. So this did not concern the pilots all that much. Even with the few drops of oil, the plane was deemed airworthy by the pilots. Flight 1288 was given clearance to take off by ATC at 2:23 pm. The copilot who was the piot flying, advanced the throttles. He called for the autothrottles to be set when the engine pressure ratio hit 1.35. As the plane accelerated down runway 17 the pilots heard a loud bang. The cockpit lost all electrical instrumentation right after the bang. The plane was rocked from the behind, the passengers in the back recounted a blast like sensation. The captain recognizing that something had gone terribly wrong retarded the throttles to idle. The captain brought the plane to a stop on the runway. As the plane rolled to a stop, the first officer tries to contact the tower, but left with no power no his transmissions never went through. Quickly the pilots switched to emergency power and declared an emergency at 2:25 pm. Shortly afterwards, a flight attendant walks into the cockpit and asks the captain if they need to evacuate, the cockpit instruments showed no signs of a fire and so the captain opted not to evacuate. The jump seat piot was sent into the cabin to get a sense for what had happened, he later recalls seeing a large hole in the left side of the fuselage at the back, it looks like all of the left side engine had exploded. There were no smoke or flames, but flight attendants were moving injured passengers away from the area. Sadly two people lost their lives. They soon learn that the engine had exploded. The engine apparently had exploded at a low speed and normal operation. Engines are designed to take a lot more stress than this so its makes no logical sense as to why the engine failed in a situation like this. With the plane coming to rest on the runway investigators had a lot to work with. They promptly subjected the engine to a barrage of metallurgical tests, what they found out answered why the engine exploded. They focused in on the left engines front compressor fan hub. Under analysis they found that the material of the fanhub was hard and deformed. The only way that this could have happened is if the part was manufactured like this. The parts were worn from high levels of friction. They also find something else thats interesting. The part of the engine that failed was subjected to ntense heat almost 1200 degrees farenheight . the compressor fan hub during the manufacture process should not be getting this hot, Coolant is supposed to cool the fan hub as its being manufactured. The investigative team decided to look at the manufacturer of the engines to see how they went about the manufacturing process. The manufacturer decided to see if a faulty manufacturing process could have warped the fan hub in such a way as the engine on the accident airplane. They manufacture a sample hub without coolant and at a higher drill speed to promote the drill breaking thereby bringing about imperfections in the metal. They find that the sample fan hub that they manufactured was very close to the accident engine. They now realize that a brief obstruction of the coolant flow might have been the source of the issue. Had the coolant flow completely stopped, the operator would have noticed the issue, so a temporary blockage could have messed with the manufacturing of the fan hub. So this means that since the engine entered serivce in 1990 tiny cracks had been forming in the left engine. Slowly over each cycle the cracks grew wide and wider until finally in 1996 when the cracks got too big and the whole fan hub came apart as the plane rolled down the runway. But the story isnt over yet, sure a faulty manufacturing process introduced flaws into the engine, but this wasnt an instantaneous failure. it took 6 long years for the cracks to build up to a size where the engine could fail and the plane would have undergone tens of dozens of routine maintenance checks over the 6 years. So it begs the question how did no one at delta spot such a dangerous issue t

Curious Plane Spotter: https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of UPS flight 1354. Although we rarely think about cargo aircraft, there are literally hundreds of planes above us right now. Hauling packages and mail, everything from letters to amazon deliveries. And due to this accidents involving cargo planes are often swept under the rug and forgotten about. Today well be looking at one such crash. On the 14th of august 2013 an airbus a300 was flying from louisville international airport to birmingham-shuttlesworth international airport. Yes UPS does fly the a 300 a decidedly outdated plane in the 2010s. Cargo carriers often buy very old planes as they can be had for very less. Unlike commercial carriers cargo carriers are not that bothered about fuel efficiency as the average cargo plane flies way less than the average passenger plane. The plane departed SDT at 0403 am central daylight time or CDT. The captain was the one flying. At 4:21 am the copilot can be heard saying “they’re sayin’six and two-four is closed.They’re doin’the localizer to one eight,”. There was a notice out that said that runway 6/24 would be closed to traffic from 4 am to 5 am and since the plane was gonna be arriving at 4:51 am the dispatcher told the crew that runway 18 was their only option. Between 4:23 and 4:30 am the captain brefied the co-pilot about the localizer approach onto runway 18. They went over things like the decision height, The decision at which they had to commit to a landing or go around and other things like their vertical approach profile. All appears normal in the plane. At 4:33 am ATC clears the plane to 11,000 feet the captain says “They’re generous today. Usually they kind’a take you to fifteen and they hold you up high.”. Soon after the first officer and requests a lower altitude. The controller reminds them that runway 6/24 is still closed and that they can use runway 18. The crew agree to land on runway 18. This landing would be slightly more difficult than a precision one as this was a non precision approach onto runway 18. A non precision approach like the one the crew was attempting is an approach that uses lateral guidance but not vertical guidance. So to make sure that the plane landed safely, the pilots would descend a predetermined amount at each approach fix. For runway 18 the pilots had to descend at COLLIG,BAKSN and IMTOY. So at each of these approach fixes the pilots had to have the plane at a particular speed and altitude, if not the landing would be in danger. Once they were at the minimum decent altitude, they weren't allowed to descend unless they had the runway in sight.Sure it was a bit more difficult but pilots are extensively trained to handle situations like these. At 4:43 am as the plane descended through 6900 feet, the landing gears came out and the controller asked the plane to maintain 2500 feet as they approached ruwway 18. However the FMC or the flight management computer was on a direct flight path to KBHM instead of the Approach fix COLLIG. This was because the crew hadnt verfied the flight plan. When the plane was 2.4 NM from COLLIG and 10 NM from BAKSN the plane was laterally aligned with the runway. The plane was on course and all looked good. When the plane reached 2500 feet,that is when it was about 9nm from the runway it levelled off for a bit. Even though they could continue descending. As the plane approached the BAKSN approach fix, the controller cleared them to land on runway 18 and the first officer performed the autopilot setting. The captain responded with “Yeah I’m gonna do vertical speed. yeah he kept us high.” the captain increased the rate of descent to 1500 FP At 4:47 am the airplane passed IMTOY at an altitude of 1380 feet which was near the prescribed altitude for IMTOY. But due to the high rate of decent the plane passed throught the desired glidepath. As the plane approached 1200 feet neither pilot made any call out about reaching the MDA. At 1000 feet the EGPWS makes a sink rate callout. In one second the captain reduces the rate of descent from 1500 to 600 fpm. Seconds later the captain calls out runway in sight. 2 seconds later the captain reduces the descent rate to 400 fpm. Soon after this the CVR picks up the sound of trees rustling, a final too low terrain warning could be heard and then the sounds of impact and after that nothing. The crash claimed the lives of both pilots on board. Listening back to the CVR the investigators find a crew that was somewhat in the dark. The crew talk about runway 6/24 being closed when they arrive. They should have known this information prior to their departure. At 4:42 am the controller vectored the plane in to join the localizer the first officer who was the pilot monitoring had to clear the FMC and configure it in such a way so that it reflected the approach that they were going to take. However, postaccident review of downloaded

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Right now the drums of war are beating. Tensions between the US and Iran are at an all time high. As they stand on the brink of war. Flight 752 crashes under mysterious circumstances. Were going to look at the facts surrounding the crash of Ukraine International Airlines Flight 752 crash and see what might have brought it down. At this time it is too early for speculation and we can hope that this does not trigger an all out war. This wouldn't be the first time that a civilian airliner is caught in the middle of an armed conflict in the middle east. America did accidentally shoot down an iranian airliner and this time we still have to see if this a repeat of the Iranian shootdown. Hopefully peace prevails! TAGS: iran plane crash ukraine international airlines b737 crashes after takeoff b737 crashes after takeoff at imam khomeini airport plane crash iran b737 plane crash after takeoff ukraine international airlines crash b737 crash ukraine airlines iran news [xp11] b737 plane crash in iran imam khomeini airport oiie b737 ukraine airlines crash flight ps752 boeing 737-800 crash ukraine airlines crash iran b737 crash at imam khomeini airport iran ukraine plane crash

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) MylosAirplaneFan: https://www.youtube.com/user/mylosairplanefan This is the story of NIgeria Airways flight 9805. We’ve been scared of fire for most of our history and for good reason. It has burned entire cities and caused untold damage. But the scariest place for a fire would be in flight. And that is the situation that the crew of flight 9805 would find themselves in. On the the 19th of december 1994 the crew of flight 9805 was hauling cargo from Jeddah saudi arabia to kano nigeria. When the crew got to the airport they found that of the 13 pellets that they had to fly to kano only five were present on the airplane. The flight was in jeopardy, the employee that had the keys to the pellet storage area was on leave. But the airline made arrangements for other pellets to be loaded on to the plane when the plane landed at jeddah and the captain resumed the flight. Finally they were good to go the crew initiate the engine start procedure and engine number one comes online normally. But engine number 4 refused to start. The airline brought in staff and it took hours but engine number 4 was finally fixed and after delay after delay they were good to go! At 1:38 PM UTC the 707 lifts off from jeddah on its way to kano nigeria. The plane climbed up to its cruising altitude and flew towards the city of kano. As the plane approached N’Djamena the co-pilot noticed a strange odor in the cockpit. The load master and the flight engineer who were in the cargo compartment were invited into the cockpit and they backed up the co-pilot, they too could smell the strange odor. It was 5 Pm UTC and the they were to arrive in kano at 6:19 PM. If this situation were to get out of hand theyd have to divert to an airport as soon as possible. The crew decided to inspect the cargo pallets to make sure that none of it was on fire and they sent two people to inspect the cargo pallets. They reported that the area around pallet 11 was quote endquote misty. The decision was made to spray palette 11 with a fire extinguisher. The ground engineer and the flight engineer armed with a fire extinguisher was sent into the cargo bay to try and control the situation, They came back breathing heavily to report that the they had used the fire extingusher. 4 minutes later when the flight engineer went into the cargo hold to inspect pallet 11 he too noticed fumes. The Captain, after this, called for a smoke evacuation of the interior of the aircraft. The plane was now half way between N’djamena and kano. They still had about 40 minutes of flight time to go. At 6 Pm the plane was cleared to descend by kano and the at 6:01 pm UTC the master warning goes off. The first officer silences the warning. The cockpit began to fill with the acrid smell of something burning. And at 6:02 PM UTC the fire warning came on. At 6:04 Pm the captain tells the flight engineer “Let me start going down” the captain had made the decision to do an emergency descent. The flight engineer calls up flight dispatch on the radio he begins the transmission at 6:04 and 57 seconds and the transmission lasts until :06:05 and 4 seconds, when it was abruptly cut short. On the plane right at this very moment a large explosion rocks the plane which instantly takes out much of the electronics and the autopilot. But the plane was still descending, still in one piece. The pilots lost consciousness and the plane continued to dive. Once the plane hit the ground it exploded for a second time. Of the 5 people on board 2 survived. Listening to the CVR we see a crew that is totally unaware of the danger thats about to befall them. When the load master and the flight engineer first bring up the smell, the first officer is justifiably angry that it took them as long as it did to report the odor. But even after after they had used the fire extinguisher, the crew were calm and collected. After the warnings came on, things happened to quickly for the pilots to react in any meaningful way and they had lost control of the airplane, post the first large explosion.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of Aerosvit flight 241.On the 17th of december 1997 a yakolev yak 42 was flying from kiev in ukraine to Thessaloniki International airport in greece. Usually this flight was done by a 737 but with the regular 737 being out for repairs, the airline got a yakolev 42 to fill in for the 737. As the plane got closer to the airport weather was good. When the crew of flight 241 first contacted approach, the controller was busy guiding another plane down. Due to some interference the crew thought that the controller was asking them to descend, But the controller made it clear that he was not talking to the crew of flight 241. After the slight mixup the controller asked the crew to descend to 10,000 feet and to report when they were at the way point lambi. Once at lambi the crew was supposed to do a VOR-DME-ILS approach onto runway 16. All in the cockpit was good till they reached the way point lambi. Once they had reached the waypoint, Issues started to pop up for the crew as far as navigation was concerned. The crew did not follow the “arc” of the arrival. The arc of an arrival is designed to get you from your cruise phase of flight down to the final approach. But the crew on this instance decided to tune the THS/NDB and head for that instead. As the crew flew towards the NDB away from the path that the controller expected them to take, the plane encountered some high ground that triggered the GPWS system twice. But the crew did not talk or discuss the warning in any detail. Eventually due to the crew not being on the arrival arc for runway 16 they overshot the localizer approach twice. This meant that the crew did not have a stabilized approach, they passed high over the airport and passed it, but for some reason the crew failed to realize this. At 6:54 pm the controller informed the crew that they had passed the airport. Confusion in the cockpit intensified. The controller asks them to contact approach, which the crew acknowledges. As the plane flew away from the airport they were on a heading of 150 degrees, the controller asks the crew to fly 150 outbound. And to hold at 6000 feet, the controller then turned their attention to the OA flight. At 6:57 pm the controller asks the plane to turn right inbound TSL/VOR. The crew acknowledges. But inside the cockpit the crew were hopelessly lost. One pilot says “Where to go?” and someone else replies with “Do not shout!’. At 6:59 Pm the controller checks in with the crew of flight 241 again. He asks them where they are. The crew says that they’re at 6000 feet and at 5 miles from the TSL VOR. The controller asks them “Roger radial established inbound?” asking the crew if they are heading back to the VOR and the airport. Remember after they overflew the airport, they were to the south of the airport and they needed to turn back up north to head back to the airport. The crew replies with “Will be radial established”. English was neither the pilots nor the controller’s first language. They were both proficient in english to fulfill their job duties, but their lack of command over the language may have been making things worse. They werent able to communicate the situation that was beginning to unfold in the skies above greece. The controller now asks the crew to let him know when they were over the TSL/VOR. At 7:00 Pm The controller asked the crew to now report when they were over the MIKRa VOR. Its now easy to see that the controller was setting the crew up for another approach onto runway 16 but unknown to him flight 241 was no where near MIKRA or even the TSL VOR.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan Now onto todays episode. On the 19th of march 2016 a fly dubai 737. The flight was a roundtrip starting at dubai international on the 18th of march and then flying to Rostov on don airport in russia. After this leg the plane would fly back to Dubai. As they start their flight they go over the details of their flight, the restrictions in place, the weather and so forth. As it turns out. The landing at rostov is a bit challenging and thus the captain was the only on that was authorised to perform the landing. In addition to this the crews were warned of possible wind shear as well. At 6:37 pm after being delayed for a bit the plane was finally off. As the plane climbed the autopilot was engaged. On their way into rostov on don at 6:59 pm the plane was at 36,000 feet. The plane continued to fly at this altitude till 10:17 pm. As the plane flew towards rostov the crew are still enquiring about the weather at rostov. The information that theyre getting is not all that encouraging. ATC tells them to expect windshears below an altitude of 15,000 feet. At 10:17 pm the crew contacted the ATC to check in on the runway conditions to get the weather data at the airport. It was windy down near the deck but the landing was doable. At 10:24 Pm while passing flight level 220, they contacted rostov approach. As the plane got closer to the airport the plane was then transferred to the rostov radar controller. At 10:36 pm the radar controller gives clearance to flight 981 to land on runway 22. At 10:38 pm the plane captures the glideslope of runway 22 and the plane was about 16 nm from the airpprt at this point in time. After the glide slope had been captured the flaps were at 15 degrees and the landing gears dropped. By the time the plane was 12 kilometers from the runway the plane was configured for landing. With the winds and the weight of the plane the crew were aiming for a landing speed of about 140 knots. As the plane hit 1850 feet the autopilot was turned off and the plane was flown manually. The captain makes the call out letting the first officer know that the plane is no longer in autopilot. The co pilot is monitoring the state of the flight. About 7 nautical miles away the captain says that he can see the runway far off into the night. At 10:42 Pm the windshear warning in the cockpit was triggered and almost instantly, with their training kicking in the crew powers the engines up and goes around. The tower acknowledges and the crew climbs back to their go around altitude. With the engines at max power and with the nose up the plane begins to climb fast. So fast in fact that it looks like they might over shoot their target altitude. The pilot pushes the control column down and reduces the engine power to83% but the plane still climbs. In fact the plane picked up so much speed that the flaps that

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan This is the story of air Niugini flight 73. On the 28th of september 2018, A 737 was on its way from pohnpei to chuuk in micronesia. The flight was normal but unknown to the passengers the plane was slowly going off course and they were headed straight for disaster. In todays video were going to explain how a plane that was supposed to land on runway 4 of Chuuk airport ended up hitting the water short of the runway and eventually sinking just meters away from the runway. As the plane approached The tiny island in the pacific the pilots were busy talking about the approach that they were about to attempt, They were talking about the flaps that they'd be using for the landing. The co pilot figures out that if they use 40 degrees of flaps then theyd need 150 fewer meters of runway to stop and so the crew decided to use 40 degrees of flaps on the approach. The crew went over other aspects of the landing, including what to do if they didnt have the runway in sight or if they had to do a go around. At 10:54 Pm they were right about to start their descent and the captain realised that they were already too high and that they needed to begin their descent immediately. So they started their descent from 40,000 feet at a rate of almost 1000 feet per minute. They levelled off at 34,000 feet as they talked to ATC, the captain realized that they were still still above the descent profile and now they still needed to get the plane down. At 11:08 Pm the plane contacted Chuuk approach for a weather update, the pilots are still above the descent profile shortly afterward that at 11:11 Pm utc the plane was at 18,000 feet At 11:15 pm the plane was at 15Nm from chuuk and at an altitude of 8600 feet They continued the descent and when they hit 4,000 feet the captain says Alright, the missed approach is” but he did not continue and the copilot did not respond. At 11:21 Pm the captain says we just configure as we can ah.” as he extended the flaps to 15. The captain calls for the lading checklist the co-pilot responds with landing gear, flaps , lights and runway in sight, an obviously incomplete landing checklist.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter: https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of the 2001 Avjet aspen crash. On the 29th of march 2001 a chartered Gulfstream 3 owned by avjet arrived at los angeles international airport at 3:49 Pm the plane was to take 15 passengers to the aspen pitkin country airport in colorado. When the plane did get to LAX the passengers where still no where to be seen and the captain of the plane was talking to other captains about the flight. In particular the issues with landing at aspen. You see the aspen airport had a night time landing restriction. Meaning that this particular plane would not be able to land there 30 minutes after sunset. You see the plane did not meet certain noise restrictions and thus could not land after 6:58 Pm that day local time. Eventually the plane got underway at 5:11 Pm delayed 41 minutes due to the late arrival of the passengers. The flight was 1 hour and 35 minutes long meaning that theyd be ladning at 6:46 Pm pretty close to the curfew. At about 6:31 Pm the captain says “well, thereís the edge of night right here”. He was aware that theyd be cutting it close. The captain and the co pilot talk about the sunset times for aspen making sure that theyd have enough time to land. So far it looks like theyll make it. At 6:37 pm the first officer calls for the approach briefing they're going to go over the landing that they're going to make. The captain is concerned about the fuel he has on board. He says that theyll try one approach into aspen and if that doesnt work, theyll try to land at rifle, their alternate airport. At 6:44 pm they made contact with aspen approach, they talked with the controller about traffic in the area. The crew tried to find a highway that they used as a visual landmark as the plane flew towards the airport. At 6:48 Pm the captain sees the highway and he indicates that hes ready to begin the approach, but the co pilot still cannot see the highway. The captain tells the flight attendant that in case they dont make this approach, they’re going to head for rifle cause it would be too late in the day to try again. At 6:51 approach asks the gulfstream to turn to 050 degrees and then a few minutes later the controller asks the gulf stream to turn to 140 degrees and to maintain 16000 feet. They were about to intercept the final approach onto aspen. At 6:53 the flight attendant asks if someone can sit in the jump seat and a male passenger enters the cockpit he can be heard buckling in. As he does approach asks another plane to execute a missed approach. The captain says “the weatherís gone down theyíre not making it in,î and an unidentified male voice in the cockpit stated, oh really.”

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of american airlines flight 331. On the 22nd of december 2009 an american airlines 737 is flying from miami international airport as it heads on its way to Norman manley international airport in jamaica. The 737 today has 148 passengers and 6 crew members on board. The passengers include 3 infants. On this leg of the flight the pilot flying would be the captain and the copilot would be the pilot monitoring. The plane climbed out of miami normally. After departure they were to climb to 35,000 feet and then climb to 37,000 feet as they headed towards jamaica. The flight was bumpy, turbulence buffeted the plane as it headed towards jamaica. It was so bad that the captain had to stop drink service on multiple occasions during the flight. As they neared jamaica, they got an ACARS message. Their primary diversion airport had closed. They now talked about how theyd handle an emergency. They needed a bit of fuel to fly to their new alternate airport and planning for just such an eventuality is always good. As they flew in they got the weather reports from the ground. The runway was wet but to quote the crew, it was just another day at the office. The crew decided to do a straight in approach onto runway 12. This would give them a bit of a tailwind and. Rather than circling around to runway 30 with a low ceiling. They felt that a straight in approach onto runway 12 was their bet bet for a successful landing. The runway at kingston, jamaica was 9,000 feet long. So even with a tailwind landing on such a long runway was doable even though it was wet. The captain asks everyone to be seated for landing. He fully expects the approach to be bumpy. At 9:51 Pm EST the controller asks flight 331 to descend to flight level 150. Soon after being transferred from en route to approach the pilots ask the controller if other planes had an issue with the weather coming in to land. The controller replies with “didn’t have any problems coming in.”. As they approached the airport the flight crew talked about using the speed brakes or descending to a lower altitude to burn off more fuel so that they’d be under the maximum weight for landing at Kingston jamaica.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is a crash that took place over two decades ago and not many people know about it. Ill be honest I had not even heard of CAAC Airlines prior to this. The story of CAAC 301 is long. We still dont know definitely caused the crash. But the investigators have uncovered most of what went wrong. This is the story of CAAC flight 301. You might not have heard of CAAC Airlines. CAAC airlines was the airline division of the civil aviation airline division of china. They were founded in 1949 and ceased operations in 1988. I enjoy doing episodes on long forgotten air crashes causes they deserve to be remembered and we have a lot to learn from them nonetheless. On the 31st of august 1988 a hawker siddeley trident departed guangzhou china for Hong kong. The plane that they were flying today was the hawker siddeley trident. A british 3 engined t tailed medium range airliner that was popular in the 1980s. The short flight just an hour long took off at 12:33 am. The cockpit was packed to the gills, with two captains, a navigator , a radio officer and a radio officer under training. The crew were very experienced and today it is unheard of to have these many pilots in the cockpit at a time to fly the plane. Times were very different back then. At 12:45 am, As the plane flew towards hong kong, The pilots noticed some bad weather ahead. They contacted hong kong approach and the pilots stated their intentions to deviate to the left of their track by about 12 miles to avoid some clouds that they did not want to fly through. Control acknowledged. But the weather closer to the airport was not that much better either. Control offers them an ILS approach on to runway 31, this approach would take them away from the worst that the weather had to offer and was seen as a safer alternative than the runway 13 approach that they had been planning.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter: https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA Takeoffs and landings are the most dangerous parts of any flight and if not done properly they can spell disaster. The crash of USAir 5050 is the result of a botched takeoff. There were many ways to avert the air crash but no one found the error before it was too late. This is the story of US air flight 5050. On the 20th of september 1989 a 737-400 was on the ground at New york’s la guardia international airport. The funny thing is flight 5050 shouldn't even be flying today. Today’s flight 5050 is to fill in for flight 1846 that was cancelled. The flight is from la guardia to charlotte douglas international airport north carolina. The weather at la guardia was bad and the weather had been wreaking havoc on the scheduled flights that day. With flights being delayed several hours. Delays this long were unusual even for la guardia. Ground operations were still debating on how flight 5050 would proceed. At first the decision was taken to not carry passengers. The Plan was to unload the passengers and fly the plane empty to charlotte airport for whatever reason. But several minutes later the dispatcher comes to the captain and says that the flight would indeed be carrying passengers The captain is apprehensive he knows that he and his copilot are both coming up on their duty limits. But the crew decided to go ahead with the flight none the less. As the last of the passengers were boarding the captain returns to the cockpit from the dispatch center. As they were beggining to depart, the ground crew asks if the capatain wants to open the doors again to let a few passengers in. The captain refuses. At 10:52 the plane departs the gate. They start the engines and the push back is normal. They had about 5-7 planes ahead of them on the taxiway. Takeoff would be a while later. But after endless delays, i assume they were grateful to be finally on the way. As they taxied the tower asked them to hold short of taxiway golf golf, the captain for some reason does not and the tower briefs them on the new taxiway instructions.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) MylosAirplanefan:https://www.youtube.com/user/mylosairplanefan The crash of the Lion air 737 max has been in the news for a very long time. Most of the aviation industry has been waiting for a reason as to why the plane crashed. The air crash lead to the global grounding of the 737 Max type. The process to get it re-certified starts with understanding what happened to JT610. This is the story of Lion Air Flight 610. The key to this not happening again is to understand what happened to flight 610 This is the story of lion air 610. The crash of the lion air 737 max has been in the public eye unlike any other air crash since the disappearance of MH370. The crash was the first of two that lead to the global grounding of the 737 max type. This video will be an explainer on what happened to the aircraft. All information presented in this video will be based on the final reprt published by the Indonesian National transport safety committee. I request that you keep all comments civil as some of our viewers might have been personally affected by the tragedy.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan:https://www.youtube.com/user/mylosairplanefan Landing and take off is one of the most dangerous parts of any flight. Think about it a multi-ton airliner coming in a hundreds of knots is has to shed off all that kinetic energy to make a safe landing. This is where a Philippine Airlines A320 went wrong. A wrong setting meant that the Airbus A320 wasn't able to slow down on the runway and ended up overshooting the runway. The air crash due to pilot error is a reminder that things can go wrong at the last second and that you can prepare as much as you want but you wont be able to prepare for every eventuality. The air crash of Philippine Airlines Flight 137 is almost forgotten and deserves to be remembered.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA Communication is key. Especially when you're shooting through the air at hundreds of knots. Bad communication can send you and your plane into a situation where it may not be safe. At that speeds your plane might be in a dangerous situation before you can react. Air crashes can't really be given a single cause. Sometimes a mispronounced word might be what leads to disaster. This is the story of the air crash of Dan Air Flight 1008

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious PlaneSpotter: https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA Turbulence is scary. The shaking is enough to make even the bravest among us a bit frightened. So imagine the situation when a plane decides to land near an active typhoon. This air crash is interesting because of how normal the landing was until the last few seconds. The plane crash all unfolded within mere seconds. The runway of Hong Kong has seen many accidents, Flight 642 is about to make that list longer. Welcome to another episode of Mini Air crash Investigation

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious PlaneSpotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of Avianca Flight 011. We're mostly familiar with the story of Avianca flight 052 but this is a less known crash that deserves to be just as well known. The 747 on it's way to Barajas Spain struck a hill and crashed short of the airport. The air crash claimed the lives of 181 people on board. As we look for the cause of the air crash we see that plane was put into a dangerous situation due to a number of factors. The crash of Avianca flight 011 deserves to be remembered

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Failure on an airplane can start in many places. It can be the engines the wings, the landing gear and a whole host of other place. But you'd never think that something broken in the lavatory would put an airplane in any danger. But in the case of Northwest Airlines Flight 5 That's exactly what happened. Lets see how a broken lavatory damaged a Boeing 727

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious PlaneSpotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA Flying is safe because we learn from our mistakes. When a plane crashes we do our best to figure out what happened and to make sure that it never happens again. At least that's how its supposed to go. When Japan Airlines Flight 123 crashed, We learnt why the plane crashed but we never learnt those lessons. Decades later another plane would crash for the very same reasons. Had we learnt our lesson, 225 people wouldn't have died in that horrific crash.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Eye Trapper:https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw I've often talked about how something small can set off a chain reaction that can cause air crashes. The story of Hapag Lloyd 3378 is just that scenario. Let's see how a simple botched repair job causes a chain reaction and a slew of bad decisions that lead to the loss of an entire airplane. This should be a story that cautions pilots everywhere about the dangers of focusing on your final destination and not focusing on the situation at hand. This air crash nearly turned Vienna airport into a scene of utter devastation Source: Wikipedia and Skybrary

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairlanefan:https://www.youtube.com/user/mylosairplanefan/videos Air Transat flight 961 was a flight from Cuba to Canada. Air Transat's A310 had a secret flaw that not many knew about. The plane took off with a flaw that would endanger the lives of all the 271 souls on board. They just hadn't expected a failure of this sort to happen on the a modern airliner. Now it's up to the pilots to deal with the situation at 35,0000 feet. The plane might crash and it's up to the pilots to skillfully bring the plane in for a safe landing. The lives of everyone on board Air Transat flight 961 is in danger. Source:http://www.tsb.gc.ca/eng/rapports-reports/aviation/2005/a05f0047/a05f0047.pdf

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious Plane Spotter:https://www.youtube.com/channel/UCcUIve4GpRrqXvkhOdTiikA This is the story of air algerie flight 6289. Timing is key. Whether you're playing basketball or a song or out to meet someone at the mall timing is key. Timing can also be the catalyst for a disaster, the phrase wrong place wrong time has to have its roots in history. The story of air Algerie 6289 epitomises the age old adage of wrong place wrong time. It was a Thursday the 6th of march 2003, an old ageing 737 was on the ground at Tamanrasset on a 3 hour long flight to Ghardia. The cockpit was missing a key member the captain was late. The co pilot was prepping the plane. She was joined by the chief flight attendant in the cockpit. With 97 passengers on board the copilot would be the one flying today. The mood in the cockpit was cheery they were too relaxed there was no talk about how they’d handle an emergency should one arise. The regulations of the airline specified that they needed this. It was 2:01 pm in the evening and the crew requested startup clearance from ATC. They eventually got on runway 02 and powered up the engines. They were ready to go. At 2:13 pm they started their take off roll the plane rolled down runway 02 gaining speed with each second that passes. The plane gracefully lifts into the Sky and the copilot calls for gear up. Just as they make the callout a thump rocks the airplane. The plane veered left and the co pilot tells the tower “We have a problem”. The crew were suddenly forced into an emergency situation that demanded all of their concentration and alertness. The plane continued to climb and as it did it slowly bled off its airspeed. Slowly dropping from a high of 160 knots. The cockpit was in chaos. No call outs were made no audible indications were there that they were trying to diagnose the problem. No call outs about the warnings before them no callouts about the speed of the airplane. The copilot grunts as she tries the wrestle the plane back into her control. Then without any reason the captain steps in and takes control.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Simon Pyul:https://www.youtube.com/user/Sim19yul The Boeing 747 is a massive plane and getting it off the runway is a massive undertaking requiring a massive amount of things to go right in order for this behemoth to get off the runway. When things don't go according to plane you have an air crash and with the plane being as massive as it is, if something were to go wrong with the plane then the resulting air crash would be truly destructive. See what happens when a small error snowballs into a something that leaves a Boeing 747 completely destroyed This is the story of mk airlines flight 1602. If you look back over the videos that ive made you’ll see that I’ve never featured one very popular aircraft, the boeing 747 the queen of the skies. Today we’ll be looking at an interesting crash featuring the 747. The 747 is a versatile aircraft it can do a lot of things well. From ferrying cargo to being a passenger plane. That’s why its been in service for over 50 years, The plane is loved by its pilots, the passengers that fly on it and of course us, the aviation lovers.Over the course of the last 50 years the 747 has been in a lot of high profile accidents from the collision at teneriffe to japan airlines flight 123. Mk airlines flight 1602 is one of those crashes that has been more or less forgotten today lets revisit that crash and see what went wrong on the 14th of october 2004. This particular 747 was a freighter.We join the airplane as it lands in bradley international airport. The plane had just landed from Luxembourg-Findel Airport, Its cargo was unloaded and the plane was reloaded with more cargo. Carrying a few delays the plane left bradley international airport bound for Halifax International Airport at 4:03 am in the morning. At 5:12 am the plane landed at halifax international airport everything still going smoothly, all according to plan. On the ground The plane was refilled with cargo. Lawn tractors this time. The 747 could really carry a massive amount of cargo to haul all this weight the ground crew fueled the plane with a mind boggling 90,000 tons of fuel. They were all set to go! The load master filled out the paperwork making sure that all the cargo is placed in the right places. Mis placed cargo can really throw a plane off balance. When a weight shifts in an aircraft its center of gravity changes as well. So if some cargo were to move at a critical phase of flight like landing or take off a crash is all but certain. With everything in order the crew began to taxi to runway 24. The plane enters the runway at taxi way delta and then backtracks to the threshold of the runway. The plane does a 180 degree turn at the end of the runway. I want you to imagine the massive plane turning around to face the runway. At 6:53 am and 22 seconds the throttles were advnaced and the huge plane began to roll down the runway. The engines roared as the plane sped down the runway the plane went through 80 knots and then at 130 knots the control column was pulled back by about 8 degrees to gently lift the nose up into the air. The nose slowly rose into the air. Something was wrong, the plane wasnt responding fast enough. The pilots pull back on the column a bit more hoping that this would get them airborne. 8000 feet down the runway and the plane still wasnt airborne. The nose is up so high that the tail drags along the runway. With less than 600 feet of runway remaining the throttles were advanced to 92% power shot up but the plane was still on the ground. With 420 feet remaining the tail struck the runway again. The aircraft over ran the runway going 152 knots. The plane left a scar on the earth it overran and 670 feet after the runway ended the plane became airborne.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan We have to respond to clear and present danger, That's the only way we can avoid disaster. When a crew disregards all aspects of safety and push on with their flight it can only end in an Air Crash. That's what the crew of Dana air flight 992 did. They pushed on when they shouldn't have. On the third of june 2012 an md 83 on the ground at abuja was ready to start its final hop of the day. A small hop from abuja to lagos. This plane flew that route frequently and the pilots who were flying that day were familiar with the routes, the airports and the airplane that they were flying. The plane took off at 2:58 pm and began the slow climb to its cruising altitude of 26,000 feet. The plane has been airborne for a few minutes and the pilots notice something strange, the throttle setting and the engine power outputs don't match up. The crew were not overly concerned about this at this stage. The captain says that he just wants to get home. The plane was flying perfectly fine and they continued onto lagos. The first officer says that they have a mechanic in the back who could help them diagnose the issue, but the captain isn't having any of it. He says that they can figure it out on their own and doesn't ask for the help of the mechanic. They approach lagos the captain urges The first officer to descend but the co pilot wants to descend as late as possible, so that the plane could glide to safety in the event of something untoward happening At the plane approached lagos the plane was descending and at 7700 feet. The pilots have just been given vectors for runway 18R. At 3:31 pm the pilots make a horrifying realisation, The left engine was inoperative. It was working fine but they had no control over it, They could move the left throttle all they wanted but the engine wouldn't respond. At this point the captain stepped in and decided to take control of the aircraft. The captain still hadnt let anyone else know about this issue. He had issued no distress signals of any kind. At 3:32 one minute later the unthinkable happened, engine number 1 shut down. The crew prepped the plane for an emergency landing they dropped the flaps, slats and the gear. Even if they could get the plane on the ground, getting it to stop with its engines at full power would be another issue altogether. The plane was in sight of the runway. The crew discuss landing on runway 18L instead. The captain asks for the flaps and the gear to be raised. At 3:43 pm the captain tells the co pilot “we just lost everything, we lost an engine. I lost both engines".

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) DSD Gaming: https://www.youtube.com/channel/UCLd3TXHUvjbwJNl6dKl2Ebw Most crashes happen when you rush things. You make an approach before you're ready. You turn too soon or you rush stuff in the cockpit and you forget to do something critical. That's how things usually go down. But this pilot, he took things slow. he flew by the book he was focused on making the landing as safe as possible. He was focused on everything except the fuel gauges. Join me as we take a look at a fascinating at the crash of ALM 980 as we talk about an almost forgotten air crash. The beautiful airport of Princess Juliana International Airport would be witness to an air crash unlike any other.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Nix Aviation:https://www.youtube.com/user/DaMinecraftManiak/videos Before Lion Air's 737 Max crash there has been multiple air crashes in the history of the airline. Today were going to be looking at the crash of Lion Air Flight 904. A plane that dropped out of the sky into the shallow waters of Denpasar Bali. The Boeing 737 was a total loss but no lives were lost. The accident highlights the safety shortcomings of the culture inside Lion Air. Post the accident Lion Air was banned from flying in Europe, A ban that has now been lifted. The crash of flight 904 made the low cost aviation market a safer one!

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) AC9 PlaneSpotting: https://www.youtube.com/watch?v=0GE5M6F8I18 The Tenerife Disaster in 1977 was the worst in the history of humanity. Over 500 people dead. The reasons for the crash were well understood. Thick Fog,bad communication,confusing airports stuff like that. We thought we fixed what was wrong for such an accident to never happen again. But we were wrong. In 1983 two planes would collide in nearly identical circumstances driving home the fact that the lessons from Tenerife hadn't been learned. The Madrid Runway Disaster was Tenerife all over again. But unlike Tenerife which is remembered to this day the Madrid Runway Disaster is barely remembered. Today we take a look at the circumstances that lead to a massive collision between A Boeing 727 and a DC9 Final Report: https://www.fomento.gob.es/NR/rdonlyres/E1B8DECA-3E15-4ADA-8760-903046830B83/14257/1983_043_044_A_English.pdf

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) RN Plane Spotting Prague: https://www.youtube.com/channel/UCvoJjuNNYj530hzk2l9nn6Q Small mistakes can be insignificant we rarely think twice about the small mistakes that we make. But sometimes the smallest mistake can have the most disastrous consequences. This is what happened to S7 Airlines Fight 778. A small mistake on the part of the crew eventually snowballed into the a horrific crash which claimed multiple lives. The air crash could have been prevented. But the pilots failed to notice the warning signs. Flight 778 is a classic case of preventable a preventable air accident that turned lethal all because of small mistakes compounding to result in an air crash. Thank You For Watching This Episode Of Mini Air Crash Investigation

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Casey Plane Spotting: https://www.youtube.com/user/transformereviews Many people have a fear of flying and they have this mental image of a door flying open and people flying out. For 124 people on this flight that was all too real. Join me as we look at the very real story of 2003 Congo air disaster. The plane that almost crashed but took so many lives.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan/videos Our pilots are amazing, they're well trained and they work hard. But when pilots are pushed past their limits, Much like us all they make mistakes. When someone as important as a pilot makes a mistake, That could result in an air crash. That's what exactly happened to one two go airlines flight 269. This was one of the worst air crashes in Thailand and it was completely preventable. This air crash would go on to showcase the short comings of the Thai civil aviation sector.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) MedJet Aviation: https://www.youtube.com/user/medjet747 Source: Swedish Accident Investigation Authority Danger doesn't need to be present to be present to bring an airplane down. The threat of danger is enough. That's why West Air Sweden Flight 294 crashed. The plane was safe and due to the pilot being confused the plane descended and crashed into the Swedish countryside. The crash illustrates how communication or the lack thereof plays in an air-crash. The crew needs to act as one cohesive entity and when communication breaks down that lets bad things happen on the flight deck

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious PlaneSpotter:https://www.youtube.com/channel/UC2AOI9wqRfARQe-2C0Gku0w The planes we fly are thoroughly tested to make sure that they're safe. but sometimes, despite out best efforts, things do go wrong in the air. That's the situation the crew of National Airlines Flight 27 found themselves in. They had lost an engine and it took most of the aircraft's systems with it. Now they had to avoid this air crash. If they did things wrong the plane would crash.A plane full of passengers was in their hands. This is why the crew of a DC10 found themselves at 39,000 feet with a crippled, crashing airplane. Thank you for watching Mini Air crash Investigation

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Curious PlaneSpotter:https://www.youtube.com/channel/UC2AOI9wqRfARQe-2C0Gku0w Flying is considered to be safe and it is. Crashes are few and far between. You're more likely to die in a car crash on your way to the airport, Rather than an air crash. But when things go wrong it can be horrific. Air Wisconsin flight 965 is a cautionary tale. Its a tale that reminds us that even the most experienced pilots can make mistakes. Those mistakes can then compound over time to result in a plane crash. Join me as we take a deep and detailed look as to what brought down Air Wisconsin flight 965

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Mylosairplanefan: https://www.youtube.com/user/mylosairplanefan Our skies are crowded there is no denying that the. We put a great amount of effort into keeping these planes from crashing into each other. Sometimes, despite our best efforts crashes do happen. That is what happened here. In 1973 a DC9 aircraft and a Convair 990 aircraft collided. This midair collision caused the DC 9 to crash into the french country side. This air crash ended up killing 68 on the DC 9. They never had a chance . Today we look at how two airliners carrying hundreds of passengers could collide in mid air.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Casey Planespotting:https://www.youtube.com/user/transformereviews Footage Used With Permission From Casey Planespotting Air India 101 crashed into the side of a mountain. The Indian 707 was totally destroyed the crash of Air India 707 claimed the lives of 117 including the head of India's nuclear program Homi Bhaba. When you're flying around at hundreds of knots you have to be accurate with what you say. The slightest miscommunication can take you off course or worse. The crash of Air India 101 has been shrouded in mystery, with not much wreckage being recovered the investigators did not have much to go on to solve the air crash of Air India 101. But with great skill, with the information that they had they solved the mystery. Let me tell you how Air India 101 crashed

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) CuriousPlaneSpotter:https://www.youtube.com/channel/UC2AOI9wqRfARQe-2C0Gku0w The Antarctic holds a lot of mystery for us, A barren wasteland, Its close to home but its anything but. Its cold unforgiving and harsh. That explains why were so fascinated with the Antarctic. It was that, what the passengers of Air New Zealand Flight 901 were, after. They wanted an up close and personal look at the Antarctic. 237 People on this one flight that was supposed to be of joy and frolic. People with there cameras ready to take pictures. But fate had other plans, This flight which started at Auckland, New Zealand would end on the side of a mountain. The DC-10 crashed into Mount Erebus. Who is to blame? At first glance Air New Zealand's pilots appear guilty and that's what many think. But a closer inspection of the facts reveal that something much more sinister was afoot. Eventually Conspiracy, nonchalance and an illusion is what brought down Air New Zealand flight 901

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Eye Trapper: https://www.youtube.com/channel/UCTzvyZ6Lm2TWZ6cS6Pr8yWw This is the story of the Uruguayan Air Force Flight (U.A.F) 571. This was a flight that was chartered by a rugby team to Santiago. But they weren't so lucky the plane crashed in the Andes and they had to make truly horrific decisions to survive. The shattered fuselage of the crashed plane became shelter to the survivors. But help did not come soon, With winter closing in the search was abandoned for the crashed plane. They had to survive the harsh Andes winter with little to no resources. But using the planes wreckage as tools they did make it after 72 grueling weeks. The Survivors of this Air Crash had been to hell and back. This is the real story of the 1972 Miracle In The Andes

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Ashiq Rahman: https://www.youtube.com/user/ashaq54/featured This is the story of BOAC flight 712. The story of how a badly burning Boeing 707 was saved by the heroic women and men of BOAC.Their skill and bravery saved the lives of literally hundreds of people that day. From the first onset of trouble the crew wrestled with the controls to coax the giant airplane back onto the runway. If it were not for them this would have been a much bigger air crash. The beautiful thing about this incident is how everyone worked as a team. From the air traffic controller to the cabin crew and of-course the pilots. Its very much likely that they were staring death right in the face. With the planes fuselage and windows melting around them they knew they only had minutes to get the plane back on the runway. If not it would only be a matter of time before the wing broke off! The crew of BOAC flight 712 worked with the hand that they had been dealt and never gave up!

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) This is a weird air crash because not a whole lot of information is out there about this crash. The airplane was brought down by a passenger who set the plane on fire for insurance purposes. The crash ended up killing 112 people. It is hard to fathom someone that would take the lives of 111 of his co passengers. The crash which is shrouded in mystery due to the lack of information available on the internet. But nonetheless I found this really interesting and thought provoking so I thought I'd make a bonus episode for you guys.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) PlaneSpottingBerlin: https://www.youtube.com/user/PlaneSpottingBerlin Alarms are in place to keep our planes safe and secure. They're the first sign of trouble and thanks to them we've avoided countless air crashes. In the case of Kenya Airways 431 those very same alarms brought the plane down. Did the pilots have a chance? How were they to deal with a situation that few had foreseen? Today we look at how the story of Kenya Airways 431. Welcome to another episode of Mini Air crash Investigation!

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) The story of Delta Airlines flight 1080 is a miraculous one, It is a story of airman-ship, skill and determination. It is a real tragedy that this story is not more widely known.I couldn't even find a report for the incident. But I was able to find the captains accounts about that fateful night.The story is a captivating one. I would it call it aviation's most harrowing 55 minutes. The pilots beat all odds to land the plane. The event is so unknown that I could not find any pictures of the pilots that flew on Delta Airlines Flight 1080, They are true heroes. This is a story that deserves to be remembered.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) COMAIR flight 5191 was a CRJ from blue grass international airport. The crew mistakenly tried to take off from runway 26 instead of runway 22. With runway 26 being too short for their needs the plane ended up crashing on take off. The plane overshot the runway. Comair flight 5191 had no chance of stopping on the runway as the crew only realized that they were in danger at the last second. The accident claimed the lives of 49 people with the first officer being the only person who survived.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Welcome to a bonus episode of mini air crash investigation. This is a crash that i found to be quite interesting but I could not find a whole lot of information for, The crash report was in Russian and not a whole lot of websites covered the crash of the Boeing 737. The plane hit runway 12 of Osh and then initiated a go around. The damaged plane then made it back to Osh and was seriously damaged on landing. The accident was attributed to the pilots not slowing down the plane down prior to landing.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Today we look at an air crash in Senegal where a Boeing 737 and a Hawker Sidley 125 hit each other. The 737 was more or less fine and continued the flight but the Hawker sidley lost cabin pressurization which caused the crew and passengers to be in incapacitated the. We look at how two planes got into the same air space. This air crash particularly interested me as its not every day that you get to walk away from a mid air collision.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Today we look at Northwest Airlines Flight 255, A plane that crashed right after take off from DTW. The crash killed 154 people, including a few people on the ground. The crash was later attributed to pilot error. The MD 82 was not properly configured for takeoff and all evidence points to the crew knowingly turning off a take off warning that could have prevented the accident. Source: https://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR88-05.pdf The date is august 16th 1987, Northwest airlines flight 255 was a flight from minneapolis st paul international airport to MBS international airport in saginaw Michigan. The plane that they were flying was an MD82 a twin engined plane by Mcdonald Douglas which quickly became the workhorse of many american carriers. The MD 82 had a distinctive look with its two rear mounted engines. The MD82 was ferrying 149 passengers today, The day was coming to an end and things looked calm and normal. It was a windy day and pilots taking off over the course of half an hour before the flight 255 had reported stong wind shears. Wind Shears can wreak havoc with airplanes, especially low and slow ones. They can cause a pilot to lose control of an airplane in a very short time. To be cautious the Air traffic controllers decided to start using runways 3R,3C and 3L for their operations, as they were less susceptible to the winds that were prevailing at the time.

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Today we take a look at Air Canada Flight 759. Air Canada Flight 759 almost landed on a taxiway where 4 planes were waiting to takeoff. The accident was barely averted when the crew of ACA759 realized their mistake and initiated a Go Around. This video looks at the reasons as to why they lined up with the taxiway in the first place. Source: https://www.ntsb.gov/investigations/AccidentReports/Reports/AIR1801.pdf

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) This is the story of Gulf Air 072, Gulf Air is a middle eastern carrier that mainly operates Airbus aircraft. On August 23rd 2000 an A320 plunges into the sea off of the coast of Bahrain. The plane was doing a go around when the plane crashed. The report goes into more detail and I have omitted some of the reports contents for the sake of brevity. Findings of the investigation would go on to make the aviation industry safer. Credits: Footage: Big Planes On Daily Motion Source: https://www.bea.aero/docspa/2000/a40-ek000823a/htm/a40-ek000823a.html

Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video. Donations are appreciated but never expected: [email protected] (Paypal) Today we take a look at the accident involving Iran Air 655. In 1988 the USS Vincennes Shot down an Iranian Passenger jet. Source: https://www.jag.navy.mil/library/investigations/VINCENNES%20INV.pdf Credits: Photo by steve matthews from FreeImages Photo by Mad Smith from FreeImages Image by skeeze from Pixabay Image by skeeze from Pixabay Image by R. P. from Pixabay