How a "snack" company hasn't sponsored Kelsey yet is beyond understanding. He's ALL about the snacks and thinks everyone else loves their snacks, too (ATC, etc.). Awesomeness.
He needs to pick a few and then send the videos to the company..I saw a Phillipines guy that takes care of his grammar get a lysol sponsorship that way😊❤
"We paid for all the runway, so we'll use it all" - joking aside, thank you for the informative video! As a pilot in training your videos really help and are super entertaining!
Hi, Kelsey. Great video as always! This is the town I was born (São Carlos), and that place was originally a tractors factory that was converted to Latam maintenance center. The runway was the original from the factory (used for private flights at that time). Was extended a bit and received better lights. But it’s not a commercial airport, is basically used by Latam to get empty planes for maintenance.
Hey Kelsey, thanks for mentioning us on the dispatch side. I think it would also have been good though to clarify that we are certificated airmen and we are empowered by regulation to consider safety above all other factors. We're not just telling crews to fly halfway across the world on three engines purely because it's the best thing for the airline. We could very easily lose our livelihood for doing that - dispatcher certificates are revoked much more commonly, per capita, than pilot ones. We're doing it first because we calculated that it's safe, and then secondarily because it's the best thing for the airline.
This reminds me of when I was a flight RN and we lost an engine (EC135). I did not realize that while the helo can fly with 1 engine, it can’t land with 1 engine. Did a run-on landing on the runway which was a bit hair raising, but it all went well. Didn’t have a tow veh at the time so the three of us had to manually push/pull it 500 yds or so back to the hangar. Good times!
Oh yeah, helicopters need more power to hover than to fly in straight lines, don't they? That must be a bit weird but I suppose in terms of navigation it's no different from a plane.
Kelsey, Sao Carlos airport in the interior of Sao Paulo State is not a commercial airport, not even a private one. It exists because Latam (former TAM) has a maintenance facility over there. And it hosted an Air Museum, closed for many years now. It is located 215 km air kilometers (135 miles) from Sao Paulo city, and 165 km from Viracopos Campinas airport (100 miles).
Flew to Houston last week. Honestly sir, your videos helped my stress level decrease tremendously. One of our sons is an FO on the 787, and I worry less (although he flew to TelAviv a couple weeks before 10/7) because of you. Thank you Kelsey.
While its hard to tell, but I don't think he lost the engine due to a bird strike. I'm a retired Maintenance Controller from a major airline and worked right across from the dispatch office. We probably had reported one to two bird strikes a week and depending on the season could be much higher. Obviously the size of the bird is a consideration. On a high bypass fan engine, they are designed that once the bird hits the fan they get pulverized and routed to the bypass duct. One of the first thing we would ask is "does the bleed air smell like chicken" If it does, then we would know some of the bird went down the hot section. This requires a whole new level of inspection and probably require the engine replacement after a borescope inspection is done. I've seen many instances when the pilot didn't even know they hit a bird on a engine until after they landed, either on post-flight (if they still do that) or maintenance might find it during a routine night inspection depending on the station or the next day on pre-flight.
I told my brother in law about your channel (he’s a Captain training pilot’s at United). I really enjoy how educational your videos are and I told him you’re a fantastic ambassador for the profession. Keep up the great work!!
Great video, however, at 8:05 I thought it was really cool when that dragonfly came out of no where and the slowmo made it look almost majestic. lol Have a great week everyone!
About 25 years ago I was on a late night flight from BOS to MCO, and at the last minute of descent the pilot gave full throttle - surprising us all onboard - and up, up we went at a sharp angle. Pilot came over the PA and informed us there were some obstacles on the runway that needed to be cleared. He chuckled at the punchline: the obstacles was a herd of deer.
Lol. Once when I was flying to Canada they didn't do a go-around, but flew in a pattern for little because a lone moose was hanging out on the runway and someone had to "convince" him to move.
Even Toronto International Airport has a herd of deer because on the western side of the property is a creek and forested area. They’ve had deer strikes in the past but it’s extremely rare
I remember a conversation with a stewardess on a United flight back in the 80s. They had just landed at an airport that I think was in North Carolina and when they deplaned noticed local press filming. She asked one of them if they had missed a celebrity on board. The response was no, it was just that nobody had ever laned a plane that big at that airport before. Evidently not something pilots like to hear.
I used to love watching the FedEx DC-10's and MD-11's land at the old Robert Mueller airport in Austin. Super-short runways (13R/27L@7313 feet, 17/35@5011 feet) made for some exciting (in the Chinese sense of the word) times for planespotters.
Reminds me of this: On the night of February 3, 1986, a Boeing 737-201/Advanced airliner operated by Piedmont Airlines landed on a 3,877 feet (1,182 m) long Daniel Field runway instead of much longer runway at Augusta Regional Airport as intended. After skidding to a stop still on the runway, the crew and all 106 passengers were unharmed.
I'm like 15vmins from Memphis Fed ex biggest airport hub in world see all kinds of md 11 and 747s everything also have air national guard based outta there with a couple globemasters and 2 kc 135s
Walla Walla Regional. Normal traffic for the last 30 years or so have been the Dash-8s (Horizon / Alaska), and the normal thing for folks living under the glide slope is the occasional Cessna C-150, or twin turboprop. 6527 feet of runway, originally built as a training station for B 17 pilots. Now we're getting 737-200s... Buddy of mine was griping at work. He's describing having a second story bedroom, and his headboard is under a window. He's telling us how he enjoys waking up, opening his eyes and staring at the sky for a few, letting himself wake up slowly. He had barely woken up, cracked open his eyes and a set of landing gear fills his view accompanied by the scream of jet engines. Said he had to change the sheets after nearly levitating out of bed.
I'm a Cabin Cleaner and here to say that you pass right by me last week in IAH airport you were in terminal B on the United Express and you were boarding one of the planes that cleaned I didn't get to say hi to you cause I was in a hurry, stay safe.
Absolutely love your humility and the amazing way you tell a story. You always make us feel safe and secure. Since following your channel, I have been able to encourage nervous flyers by sharing (and telling them who you are) the posts you make. In 2023 many employers do not like their staff making RU-vid / social media posts. Kelsey, I am sure I speak on behalf of the million + people who follow you, in saying that if your employer ever doubted your integrity, then over a million people would trust you more than they trust an airline. Brilliant content as always and thank you for making it so engaging and interesting.
I started watching this channel to confirm my fears of flying. To get around flying I would drive if the destination was within the US. To get to Europe was the problem - going by ship took too much time. After over a year of watching this guy, who knows the planes, the ATC, the aviation regulations, and can fly, I lost the fear and became intrigued. I would not have believed it but I now actually get excited to fly. So thank you.
The São Carlos Airfield is almost only used by the LATAM maintenance center, there is no regular flights there and beyond LATAM only a few flight schools from the region and particular airplanes use it.
I live close to Manchester Airport, I've heard 3 bird strikes in my life from the ground (the distinct popping noise gives it away) including a popular one on you tube which was recorded in 2007. Every single one has resulted in the plane coming back and landing safety thankfully.
Theory: The EXTREME culture of safety and professionalism that pilots operate in does NOT allow them to "hotdog" or blatantly fly in an unsafe manner. This leads to their competitive spirit coming to the fore during the landing phase of flight. The manual landing is all on the pilot and the feedback is instantaneous. On one shoulder, you slam the runway hard or on the other shoulder you kiss the runway so perfectly that the tire spinup and weight transfer onto the gear occurs almost imperceptibly. Buttering a landing is the ultimate measure among these professionals. Hats off to them all!
Doing 99% of flight correct and being judged on the landing reminded me of what pro golfers say… “Drive for show, putt for dough”. Another good video, Kelsey 👍🏼
I know what you mean, but this was just sheer stupidity on this pilot’s part. I can only think that a serious case of wind shear could excuse this. But it is no less concerning.
@@machone1672 My immediate guess was that the plane is HEAVY and thus the pilots tried to land as soon as possible. If you look at the video you see the airbrake go up immediately, which would suggest that they are landing at the edge of what is possible. Maybe they are full of fuel for a quick return trip and if this airport is "in the jungle" transporting fuel there might raise the price significantly, so cheap airlines would juggle cost.
Good morning! Great video Kelsey! I’ve been on one go around due to the winds being wonky. We ended up landing on the same runway, just opposite direction. Thanks to all of Kelsey’s awesome explanations, I wasn’t stressed at all. I had to ease my seat mate’s mind, she started freaking out.
I haven’t been on one, but I’ve watched exactly what you’re describing! The airport was one runway in a valley in the mountains and they climbed up suddenly, and got out of the mountains before turning around, and coming back the opposite direction.
@@BethanyAitch the captain did update us once we got back up in the air. He said we were coming in too fast with the wind and opted to land against the wind. Whole experience was smooth!
Watching you is so cool because you’re so calm about anything that happens when you’re flying which intern makes me think that I am going to be very calm next time I fly😂 thank you.
As usual, you get some good examples and lead your audience through a detailed analysis of who, what, when where , why and how! You appear to be one of those individuals who loves his ’job’ and shares his knowledge and understanding so well with us. Thanks Kelsey.
That first story reminds me of a story I heard years ago about the aviation museum Aviodrome in Lelystad, NL. Aviodrome has an old KLM 747 in their collection. Now, the museum is right next to Lelystad airport. Back when they got it, the airport and runway already existed, but it was (slightly) too short to land a 747 on. So despite plenty of pilots claiming they could land the plane there no problem, they decided to ship it in overland instead.
more likely to find an engine on the shelf at SeaTac. but fun trivia, some years back, I met a truck driver who was a Boeing contractor. all he did was deliver engines. he'd drive to Seattle, pick up a trailer, deliver it to the destination, then take the scenic route home. he owned his truck and house, so all he needed was money for food, fuel, taxes, and chrome.
I love these videos. I'm always torn between watching the planes and watching Kelsey's face. When you see the eyebrows go up, like at 0:24, you know something is serious. And when he starts shaking his head a couple seconds later, you know it's super serious!
Missed your usual cheerful welcoming opening, Kelsey ~ but glad at least that you didn't forget the "blue side up" at the end. That puts a smile on our face EVERY time! Thanks for all the wonderful content you produce ~ upbeat, educational, and never mean-spirited. You are terrific!
My son was landing in Knoxville, and the pilot did a go around. After they landed, my son called me and made it sound like the end was near (not really he was just asking me about it because I am an engineer in the biz). I pulled the audio the next day and it was so business as usual sounding. The pilot said they needed to go around, and they were vectored out and landed several minutes later.
Two dangerous things my first flight instructor tried to drill into my head. The first was "Always hit the numbers". The second was you never want to do a go around. He said that if I had to do a go around I would "lose face". I once landed under extreme conditions and had to do two go arounds to make a safe landing. The older pilots actually congratulated me. As a student I landed at the Huntsville Alabama Spaceport and the numbers were actually longer than most runways I was used to so I had to take off again so I didn't have to taxi for 20 minutes to get to the mid field exit ramp.
Luckily this method of flight instruction isn't common. When I did my PPL training, I was heading to an airport to do a smash and go. This airport known for its turbulence when certain winds prevail. She told me to just skip it if it doesn't feel right on final and do a missed approach. It didn't feel right and I missed approached it. Here's a little secret. I still have my face. The second thing they taught is to select a touch down point for the short field landings. I always chose the 500 foot mark rather than the numbers. Nobody had any issues with that...
Back in 1969, I heard of a 737 pilot for Avianca Airlines in Colombia who actually did rip the landing gear off one side when he touched down short of the runway. I was talking with a member of the repair crew that Boeing sent down to fix it, and he explained that while the plane skidded down the runway on the left engine, no one on board knew anything was wrong until the engine itself fell off and the wing smashed into the ground. Luckily, the impact crimped the fuel line shut so there was no leakage of fuel and no fire.
I love these videos and I’m wondering if Kelsey has ever done one involving United 1448 on a foggy day in Rhode Island. The pilot air traffic communications were pretty awful and has an air traffic controller myself. It’s still terrifies me every time I hear it.
About the second video, the telephoto lens is producing a lot of planar compression, making visual illusions of the distance and position of objects. When Kelsey said the second plane is kind of high, you can see the plane’s shadow just in the threshold, even though it seems to be over the “blocks”.
You're absolutely correct when you say that landing short will ruin your day; however, a silky smooth landing can be made without floating down the runway but it takes hard work. The key is a stabilized approach ON SPEED. As you no doubt know, the vast majority of airline pilots fly too fast and as you also know, this works out just fine since the safety margins are so large as you so eloquently point out in your video. In my airline, the pilot not flying was required to make an "airspeed" call when the guy flying let his airspeed deviate more than a certain amount. I'll bet for every one call I made for flying too slowly I made 30 or 40 for flying too fast. Everyone likes to make a nice landing, so they typically fly a bit fast, fly the last part of the approach "flat" as we would say in the Navy, and float down the runway searching for the ground in hopes of a smooth touch down. By the way, crossing the threshold 30 feet high will result in landing 700 feet too long, but crossing it at the correct height by on a glide slope only one degree more shallow than normal will result in landing 1000 feet too long, all to common in the business as pilots flying in good weather try a "duck under" maneuver on short final hoping for a smooth landing. As they hunt for the runway, their cross wind correction goes to Hell and frequently the touch down isn't smooth and or touch down is made drifting to one side or the other causing unnecessary side loads on the main gear. It also upsets the passengers, especially those in the cheap seats. Fishing around for the runway from an altitude of 10 or 20 feet frequently results in one of those embarrassing "kerplunk" landings. We've all suffered through plenty of those both in the cockpit and in the back. But in my 33 year career with a major U.S. carrier, my goal was to always be sure it was someone else flying. The answer is to work your ass off flying a stabilized approach on center line, on speed, and on glide path aiming for a touchdown at the earliest safe and legal point on the runway. That allowable touch down point may vary with a particular companies procedure, and depending on the runway, may or may not be clearly marked; so know the proper aim point. At just the right instant, you initiate your flare and reduce power to idle. Back pressure on the yoke/stick and power reduction must be input at exactly the correct time and just the correct rate. The result will be rounding out at an altitude inches above the runway with a rate of descent just short of zero, at idle power, and with airspeed decaying. At that point just hold what you've got and let God take 'er those last few inches. With a cross wind you must integrate the above mentioned movements with a transition from a crab to a slip using wing down into the wind and top rudder. Again this de-crab maneuver must be initiated at exactly the correct moment at just the correct rate. The result is that you will touch down with the fuselage aligned with the runway and at the same time your direction of travel will be exactly aligned with the runway, resulting in no excessive side load on the gear and no jostling of the passengers. The less time spent in the flare and de-crab phase will reduce the time for your landing to turn into a nightmare. The downside of waiting for the last possible instant to start the flare/de-crab maneuvers is that you've only got one shot at making it perfect. That's why you have work hard to be successful at it. Done correctly you will enjoy being able to use minimum braking, minimum reverse thrust, and still make an early turn-off, sometimes cutting five minutes off the gate-to-gate time. All this requires maximum effort for a few minutes but it's pretty much what a Naval Aviator goes through on every carrier landing. Not the de-crab part of course, but putting in the hard work and attention to small details especially regarding air speed and glide path control is absolutely mandatory if you want to live long enough to have grand kids. In the airline business, this level of concentration is completely unnecessary, but it's just about the only way an airline pilot can demonstrate his stick and rudder skills. Almost every other aspect of airline flying is down to good planning before take off and good flight management once airborne. But a good smooth landing at the beginning of the legal touch down zone without floating is where you can show off your piloting skills. And really, that's all it is............ showing off. As countless RU-vid videos show, bad landings usually don't result in damage or injury. Your reward, especially as a First Officer, is that when you get to that early turn off and tell the Captain that he has the aircraft so he can taxi to the gate, you can give him your best steely eyed sideways glance out of the corner of your eye, holding it just of a fraction of a second longer than necessary; i.e. just long enough to let him know that you know he can't match your flying skill.
The dispatcher ALWAYS orders you to return to the airport you started - Lufthansa did this a short time ago. They were near China and ordered a plane BACK to Franfurt/Main in Germany. Crazy.
A friend of mine is an ex-military fighter pilot, and told me the story of how he ripped his landing gear off. It was deep winter (and we’re Canadian) and he was coming in for landing. Because everything was white, he had a hard time getting perspective. They had something called ‘impression fences’ at the ends of the runway that were these big red blocks placed to ‘give you the impression’ of where you were by giving contrast against the snow, but runway maintenance had been plowing snow around them. You couldn’t see them, and they had gotten compressed and basically turned to ice. As he’s coming in, he ends up a bit too low and clips the mound of compacted snow/ice, and rips both of his main landing gear right off. He doesn’t think anything of the sound, thinking that it was just him having a hard touch down, until he went to lower the nose. That’s when he realized that his nose gear was already on the ground, and they were sliding down the runway on the burner cans. Without brakes, it took them a couple thousand feet to come to a stop. Both on board were fine (although the plane was later struck off service). They were checked out by medical, and immediately went to the bar for several hours.
Oh wow, ha ha, I was the visual effects compositor on that episode of Mayday/Air Crash Investigations you used clips from. Those were my shots. First job in the industry fresh out of college.
One airport that I know has it's runway also on a hill and not on flat ground - and they decided years ago that they level off the terrain up to some distance before the runway starts. They also diverted some local roads. I think, having the ground before the runway quite some feet deeper than the runway, makes the radar sensors to measure the hight above the ground level useless or less useful. You might get readings like "200, 150, 100, 10, 5" ;-) When the ground is on the height of the runway before the runway begins, the automatic height announcements are more consistent. Yes, there is the flight path and so on. There are indicator lamps next to the start of the runway, there is the ILS instrument in the cockpit, there are the eyes of the captain...
After a rough landing, many years ago, on the way out, I told the pilot "you're an awesome pilot." He smiled, and then I hit him with "your landings need help, though." It took him a second to process, but he had a good laugh. Always try to leave people better than you found them.
I know almost nothing about planes so I appreciate his recognition that for us civilians, go arounds can be really scary, primarily because we don't know what happened and then imagine the worst. I was on a flight into Detroit many years ago that had to go around from what felt pretty close to landing and I was so shaken that I considered not getting on my connecting flight (and I'm a very experienced flyer.) Watching these videos reminds me of just how knowledgeable, experienced, and level headed pilots, crew, and ATC are.
I'm interested to hear you break down the "what could happen" with that pilot flying jump seat that tried to activate the engines fire suppression system. He is being charged with 83 counts of attempted murder.
This is a reflection on pilots not understanding how to apply landing performance calculations. It is similar to that crew from an US carrier landing on the really short runway in EHAM. They believed landing on the numbers was a good idea, but ended up touching down in the grass before the start of the runway instead.
Oh my god, I was wondering why I wasn't seeing your content on my sub page. I binge watched your channel so hard that I didn't even realise I wasn't subscribed.
I like that you went to kind of a shorter discussion and more different incidents in the video. Sometimes you go a little long, but in your explanations. The other thing, with the last video it was shot with a very long telephoto lens so it compresses the distance between the two airplanes.
Always dig your videos and I also watch Mentour. After the Military I should've taken flight school since Boeing gave big discounts for lessons. I did missile defense (EW3 1986-90) onboard my ship protecting just under 2000 fellow souls. So I was used to huge pressure to perform and honestly I liked the responsibility of being extremely precise. It wasn't flying but the attention to detail and situational awareness was dire to protect my Marines and Navy crew. A quick Happy holidays to you and my fellow Veterans out there. Persian Gulf 1987-88 LPH-7 Guadalcanal,,, Gator Navy lol
we had a near wingstrike during our landing in singapore when the pilot flared too much and floated, which then the crosswind rolled the plane to the right, and our right wing was a few cm away from the runway
In that 1st segment, it looked like, in addition to the hill before the start of the runway, the first part of the runway before the touchdown zone was also uphill. That perspective can really mess with your mind. I landed a C152 at an airport at which the runway was at the top of a bluff along the Columbia River (Columbia Gorge Regional Airport, RWY 31). I had to stay focused on the altimeter and the appearance of the runway instead of the water/ground in the foreground.
Yeah, I agree. Furthermore, the runway is relatively short for a 767, but okay, and someone else stated that airport is a maintanance facility for LATAM, not a commercial one, which would mean pilots are not used to land there often. All that combined means pilots get concerned about the landing distance, they would come in at the lower side of the safe landing speed (slower), putting the aircraft at an higher angle of attack; this is a special case where you must remember, as a pilot, that your vertical position at the front of the aircraft upon the thresshold flyover must be HIGHER than you usually do. If you forget the rest of the aircraft behind you is lower than you think, you will hit the ground much earlier than expected..!! Combined with an intent to land firm and on top of that on the piano bars...... And last, pure speculation here, but since you're usually facing the wind upon landing, the terrain just before the thresshold will LIKELY induce a downdraft (followed by a brutal gain in lift in the first couple hundred feet once above the runway). I believe that (opinion) all the above came at play on this specific case.
Does anybody love this guy as much as I do ? I want him as my pilot on every flight that I take in the future. I remember some flights where the pilot braked hard but don't remember which airports or the conditions. Hearing him talk about reasons why it's done makes me wonder. I love flying, have never been in really rough conditions but have felt the plane "bounce" around and get buffeted by strong winds before. When we are about to enter areas of this type the seat belt sign comes on and the pilot tells you to remain seated so we are given a "heads up". Never have I panicked when any of these things have happened. For those that have a fear of flying I know his explanations should help with that. It's more risky to jump in your car and drive to work every day today than it is to fly anywhere.
“Hey Controller Put your snacks down, my life’s in danger here”. 😂😂😂 Yet again Kelsey, your priceless comment makes these videos SO watchable. Top man, don’t dare stop being you. Snack companies take note fcs.
the most memorable landing I had was at Caernavon airport. We flew along the runway until the last 300 yards and landed. There was a strong headwind and our biplane was slow, so much so we were making about 40mph ground speed. The aircraft was a Dehavilland Dragon Rapide.
Thank you as always for fantastic analyses, and your gift for explaining to us layfolk. An aside, I will not forget that tragic Asiana accident at SFO 😢.
I was lucky enough to be in the jumpseat for a landing in Toronto. Following a 767 in, I could see & hear the orders. They landed, another 767 took off & we landed. It was soooo cool.
I have to say, I've always been something of a nervous flyer. Watching videos from 74gear and Mentor have made flying much easier for me. I recently was on a flight with some pretty hectic Turbulence. I've seen videos of worse than what we copped which was actually somewhat comforting because I know the plane can handle it just fine. With that said, I think that if we had not been told to put on our seat-belts, it wouldn't have been too surprising to see people come out of their seats a bit. Even bumpy landings are fine for me now
I was a passenger on a bird strike, looked like a swarm of sparrows to me. One leg stuck on small girls (3, maybe 4yo) window, just in front of me, the whole back of the plane heard when she started to question her mom - “whats THAT, MOOOM?!”. Young dude sitting in front of her quickly took on, turned around and said it was just a stick. That he “saw” how it happened and it was just a stick the bird was taking to its nest. Most of us around were like, oh yeah, we saw it too, its deffo a stick. Luckily the leg fell off before the girl had time to take much better look.
About 30 years ago my husband and I were on a regional flight from DFW to Drake Field in Fayetteville AR (before XNA). It had not been a comfortable flight because of winter weather and when we got over the mountains in NW AR, it got even worse. Even my husband, who has a cast-iron stomach, got a little sick. And then we were landing-or so we thought. We were low enough to start seeing details on the ground. But nope, we’re suddenly going up instead of down and then we were making a big wide turn. At that point, either the pilot or the copilot announced through gritted teeth that they apologized for the go-around but-if you don’t already known-there’s no ground control at Drake Field. Our go-around was because there was a private plane crossing the runway. The runway at Drake Field isn’t very long and what there is of it is between two mountains-kind of like an “H”!!! When we finally got into the terminal, Mama asked where we wanted to eat lunch and I said, “I don’t want lunch. I want to go home and be sick.”
Have a look at the opening of Wellington Airport in New Zealand in 1959. A Vulcan bomber landed on the threshold of the runway and wreaked the left undercarriage.
Good to see you again. Your videos have been off my feed for a while now. I thought you were taking a break or something. I watch a lot of Aircrash Investigations on TV. What struck me the other day is that on some incidents, like when a plane loses its vertical stabilizer, engine, or even the entire tail cone, the pilots don't seem to have a means of visualizing the damage and realize what has happened except through some annunciators and feedback from their controls. I know that on some airlines external belly camera views are available to passengers (something I enjoy btw). Would it be useful to see the external status of the aircraft? I wonder if a similar system like on each wing, dorsal fuselage, and making them manually pan-tilt might be useful, or are incidences too rare for it to be practical.
LATAMs procedure (based on the number of notifications I get on FR24) is to type 7700 a lot. I kid. I was actually on an AA 332 landing at LHR - we landed on the number 27. On one set of mains. The other set landed a bit further along, and then we bounced a few times. Fun times.
Hi 74 i love your videos ❤ I dont even know what youtubers to trust anymore... i had one that i trusted and looked up on but they started straight up promoting drugs. Not just hinting but said "every adult needs to try at least once" like why.... not an adult channel either, tons of kids and teens watch them No need to heart this or anything because this isn't a normal fan comment but know that you're one of the few that i was able to keep trusting. You're just so... nice. Someone to look up to for sure
Honestly, I’d be willing to bet folding money that the crew on the LATAM flight were trying to make a specific turn-off. It doesn’t look like there is a parallel taxiway in the pictures, so my suspicion is that they were trying to avoid having to turn around and back taxi on the runway.
there was once a German pilot I heard who told the ground control that he lost an engine, and when the controller asked if they want to declare an emergency, he said: "my engine's out, but no emergency" :D
A safety margin is great except when flying on a short strip! Cant land at 1000' marker on a 1500' strip! But then I generally flew a cessna 172 or glider
Kelsey, my hypothesis for the first video is that they opted to land as close to the start of the numbers so that they could make the right turn into the terminal without having to do a U-Turn at the end of the runway.
Plausible. I have experienced the opposite, a long landing on a runway which I think was to reduce taxi time. Thing is that runway ended with no safety area, a downhill and then the sea, so if they had got less braking action than they expected, we had gone swimming. If they landed on the touch down zone, they would have had to taxi to the end, turn and taxi back half the runway.
We had one of our KC-135R aircraft, with the new CFM-56 engines, take off from the base in Panama, and strike a Turkey buzzard just as the aircraft rotated. It hit the #3 engine, and the 20 pound carcass was found on the runway. The engine showed no issues or vibration,and continued the flight to Grissom AFB Indiana. As it was taxing onto the parking spot, something was definitely wrong with the engine. The impact bent four of the fan blades back, ripping out the acoustical panels to make room. The engine was easily repaired.
Happened a 100 years ago, but I was on my first ever 747 flight (747-100) from SFO to Hawaii, then to Guam. As we were near rotation, heard a bang and then a really nasty tire smell in the cabin. Pilot said that is normal and to relax on our way to hawaii. Being a Navy Aicraft Maintenance tech I knew that was a fairy story. We flew to Hawaii and there they told us we were delayed due to a tire taking out the engine. It was practical according to the pilot to just fly to Hawaii since they would be airborne getting down to weight almost as long as the trip to Hawaii. We waited about 8 hours for a new plane to show from SFO. We then continued on to Guam from there. Excitement on my first 747 flight.
I was on a United 747 out of LA once when an engine failed on take off. We were headed to Sydney Australia so we’ll over max take off weight. No I wasn’t in the cockpit 🤠 We flew around for an hour or so with a strong smell of kerosene in the cabin. I figure we were flying through our own dumped fuel. We landed back at LA they fixed the problem with out disembarking passengers. We then took off again for Sydney. It was a very very long trip. I remember the captain said if we don’t take off in 20 minutes you all get free hotels. That was in the 80’s. I bet they don’t say that anymore even if that is their intention.
