I just want to appreciate how you end most of your videos with scenes of the aircraft actually flying safely, as if the accident/incident never occurred. It's a gentle shift into a safer reality, and it's soothing and peaceful to contemplate.
@@kikastra Mauricio Rocks !, that said, he might incorporate audio with AI in the future I guess to make even more people happy about your regards... but still great content and recreations
@@SinergiaAlUnisono he doesn't have to. It's still good. I was just expressing my preference. I still watch because it's good, and I'll still watch if he doesn't use AI nonsense for voice. I like the content.
As a retired ailine pilot, I repeated over and over again to the screen..."Dump Fuel, Dump Fuel". But there would have been a couple of problems doing that. Their speed was below the speed envelope for dumping, so if the trail of fuel ignited, the fire would catch up with the aircraft. Second, they had apparently not had time to go thru the engine fire memory items, so... What I can't understand is why the thing couldn't continue the climb at the engine out climb speed (V-2)? We do performance analysis for this very thing, for every takeoff. Hmm
The video says that at least another engine wasn't working properly. With the deferred maintenance, it's highly possible that the engines didn't have as much thrust as they should have. Along with a possible overloading... Yeah, they were doomed. I know you're a retired airline pilot, but the accident plane probably wasn't maintained as well as the ones you flew. It probably wouldn't be surprising if the crew wasn't as well trained as you were, either.
more holes than actual cheese in the .. "cheese/holes" "?" .. , besides ... taller buildings than usual "?" :-( ... the coast not close enough... , fish started to melt and got slippery and moved changing center of gravity .. , information not disclosed about so many things gone wrong... so the insurance paid less than usual .. "?" , do not know , not say ... and on and on ...
I just read through the memory items on an engine fire in flight for the 707. It took me 20 seconds to complete. I believe they did shut fuel off to the No. 3 engine. This cartoon shows fire trailing all the way to ground contract. But is that what really happened? 1. Incompetent crew. 2. Incompetent mechanics. 3. Incompetent load master.
There is no minimum speed for dumping fuel on any Boeing jet I know... There is a minimum height.....around 6000ft in the Operation Manual. .In an emergency anything allowed!!! You say you are airline pilot???
@@daftvader4218 It's been a while. Most of my time was on the stretch 8. Now you've got me wondering if there was a minimum speed on that aircraft. But, yeah, I flew for the airlines. Nice thing about cognitive decline is you're always making new friends.
I worked at MIA, I was on the cargo road and saw MA- 406 on outbound flight to UIO coming out so I backed up some to be safe. I looked right into the face of the C/P he gave a wave for the back-up. I still see his face when I hear about this crash.
Without knowing the circumstances behind this crash, it would appear that on the face of it, the engine out climb performance was compromised by excess weight. Something that should have been picked up in the preflight. Dumping fuel would be for reducing the aircraft weight for landing in normal conditions as the maximum landing weight is usually lower than the takeoff weight. However, an overweight landing can be done in an emergency using emergency procedures.
I worked in kmia during that time as an AMT and Millon Air had 3 or 4 Clapped out 707's they had ALOT of incident's @ MIA there was a joke on the Airfield about getting outta the way when they'd line up for T/O due to 2 to 3 out of 4 Engines compressor stalling while on T/O roll! It was bad over there!!!! I'll bet you any thing that they were grossly overweight too cuz that was what went on back then. The fright handlers would build a pallet and say it's weight was 4500 Lb's when it was 1500 to 2000 Lb's heaver X 13 positions and the other 3 Engines were not exactly healthy maintenance wise!
Modern certification requirements state that an airliner in part 121 service must be able to climb at a 2.6 degree gradient after the loss of one powerplant. The way this is met is by limiting the payload; The more payload, the more difficulty making this requirement. A twin engine airplane loses 50% of its power but 80% of its performance; A four engine airplane loses 25% of its power but about 40% of its performance in an engine out situation. Here's a little piece of information: Airlines do NOT lose your bags. You see those tags with barcodes? There are conveyor belts that take the bags to the cart and then to the airplane, and there are lasers all over the place reading those barcodes. Airlines always know precisely where your bag is at. They simply leave them behind in order to make these required performance specifications.
Why did the crew not shut down engine # 3 and deploy the fire agent bottles to put the fire out. Then start to jettison fuel which would reduce the weight of the aircraft and give them more time to at least make the coast or maybe back to the airport.
Their present website states: “In every area of our operations, Million Air works to exceed regulations, industry standards, and, most of all, customer expectations. From the moment you taxi onto our ramp, you’ll see Million Air’s professionalism at work. Your aircraft will be guided into position by experienced line personnel with military-standard hand signals. Their crisp performance, professional decorum, and attention to detail exemplify our priorities: safety, service, and excellence are the foundation of The Million Air Experience”……I wonder how the owners and bosses are doing….??
Million Air is a US-based (Houston) FBO company these days. I do not believe there is any connection to the now-defunct freight operator and the FBO operation.
I used to fly on a old 707-300 series for a outfit called Buffalo Air out of Waco Texas, that dam 707 scared me to death the few times I was on it in the pacific, I heard months later it was in a mishap but not serious.
Probably way over max gross wt. Losing one engine on a 4 engine jet is not a big deal. If one of the other engines was having a problem, the flight engineer would have caught it. Without knowing the particulars of the investigation (like speeds, configurations, what they did in the cockpit, etc.), did the FO actually raise the gear? Or did he get distracted (easy to do) when the fire bell sounded and forget to raise the handle? Did they (flight engineer) increase thrust on the other 3 engines? Did they level off and try to get the flaps up? Fuel Dump rate is pretty low to help much at such a low altitude. It takes a long time to dump a significant amount of fuel. But the FE should have been on top of that. It's a normal briefing item. A good FE would have had that done before the gear made it into the gear well. Never heard of a min dumping speed, and I used to be a B707 instructor pilot and type rated in type rated in 11 jets, mostly Boeings. and Douglas. That big long streak of fire trailing the number 3 engine is a video feature. Not a real life thing. The F-111 is the only jet I know that could dump fuel and light up the vapor trail with the afterburners, on purpose for fun. Sometimes you just have to look at the jet and the operation and say, "No". Especially if you can't trust the weight and balance info.
This animated depicted aircraft looks more like the shorter Boeing 720 than a 707. The 720 was a shorter range aircraft based on the 707 but had several differences. Such as a re-designed wing, weight saving structures and the use on only two turbocompressors rather than three the 707 had. Also was shorter and stubbier. The 707 300 series was actually longer than most earlier 707s. So it just didn't look right to me.
They did raise the gear immediately after takeoff . The “Landing Gear” warning was to remind them to LOWER the gear, as they were descending and the plane didn’t know it was an emergency or just a regular landing, so it was a reminder to lower the gear because the sensors will alert the pilots after reaching a certain altitude during descent.Something they never do when ditching an aircraft into the sea (as they were attempting to do). The landing gear would have acted like spikes in the water and cause the plane to cartwheel or break apart as soon as it hit the water. I hope that helps . 👍 If you remember they were attempting to reach the coast to ditch in the sea. Also the landing gear creates drag and that’s the last thing they needed when losing altitude.
I was gonna say that with 2 out of 4 engines would need to be enough to maintain altitud but... , so many more factors adding against the final result that make my initial thought process redundant... so... nothing... I think that most planes nowadays with only 1/2 engines failures can still climb nevertheless ... (hopefully)
It still should have been able to climb, no information as to why? Just guesses? Even if they werent getting max power out of a second engine, two at togo and a third giving you half is plenty to keep this bird in the air. Alas given the country it crashed in you probably weren't gonna get much by way of an investigation. No black box info no fdr no cvr??? This video has really limited info for a plane this size.
Typical for third world countries. Planes flying without maintenance, in most cases overloaded with cargo. Four engine plane should not crash with one or even two engine failures.
Not in this current environment. You can be whatever you want to be. Science, common sense or truth be damned!!! It’s the new woke agenda in action. 🤷♂️
Many countries grant their citizens with double nationalities. You can be Mexican- American , Chinese-American and so on. Also, FYI, Columbia and Colombia are two different places. British Columbia and Colombia in South America.
@@pacolavin I don't buy such bullshit thinking. This is part of the reason western countries are failing. There are no absolutes anymore, and that is FUCKING DANGEROUS.
