The prop flying off video is of a Rans S10 aerobatic light sport. What he’s reaching for is the elevator trim wheel which is on the floor in front of the pilot. Since the stick is in the center, there’s no place for the trim where it traditionally would be. So he was just trimming for landing.
Great input there, thank you! I thought he was cutting off the fuel, just like the C152 has the valve on the floor, in center front of/between the seats. Cheers!
The pilot who's propeller came off, and the stance and look he gave his plane, is completely identical to how my dad would look at his boat whenever it had an issue. It had a lot of issues.
I’m not a pilot but I seem to have a love for aviation. In about 1985 I was an exchange student to what was then West Germany. My host father was a 747 pilot for Lufthansa. I was always amazed at how hard he had to continually study to stay current. Your episode reminded me of the time he was playing an arcade flying game. The task was to fly under a bridge then pull up quickly. He kept crashing because he was so finely tuned to that run up delay you spoke about. I learned a lot from him about what is involved with being a 747 pilot and I respect so much more the job that you pilots are doing.
I'm a private pilot. Several years ago, I was flying into a runway that was 2900 feet long by 40 feet wide that was set at the base of a small mountain range. I could not keep the C172 lined up on the centerline due to some wind gusts coming down off of the mountains. After 3 go arounds, I gave it up and flew back home. It was a beating to my ego to not be able to land the plane, but I'm still healthy and the plane is still in 1 piece. I agree with your assertion that sometimes it's better off to give it up and go land somewhere else.
i see it that way: if you are a race driver, and you see a wall coming towards you so you do some maneuvering and ending up not winning the race... i'd still say that's the better ego than mindlessly wanting to get through a wall ;)
There's a max cross wind component on all aircraft.... I mean you only have so far with the rudder... even crabbing you eventually have to do a forward slip at the very end and if your cross controlling can't get you aligned... that wind is just too much. I've experienced that... full rudder opposite to wind and ailerons dipped in to the wind... even though I was in a forward slip slash crab the wind was so strong and crosswind that I was drifting still... was kind of funny. Was a no go landing... was with an instructor and even he gave a try and laughed... I think we tried 6 or so times for giggles then went somewhere else.
I guess the moral of the story is, always carry enough fuel to fly back to where you came from in case you can't land (due to wind, visibility, ice, whatever...)
@@poly_hexamethyl Or, like the pros, have a plan for an alternate. If it happens to be back home, fine. If it happens to be another airport 300 miles away, also fine. Every flight plan form has a field to put in an alternate, in case you can't land at your originally planned airport.
@@wolf310ii You'd think so, right? Especially on mil-spec aircraft where battle damage is an expected aspect of their service. I'm not looking at a tech manual for the B-52, but it's pretty amazing with Airbus aircraft how much an engine failure can, like Henley said, 'degrade' a critical system. (I saw Capt. Joe describe it in terms of the Airbus he flies, but I don't expect Boeing to be different.)
I experienced a door blowing out on take off. The pilot was amazing and calmly talked us through everything that was going on, what would happen next, what emergency services would be put into action, how we would land, where we would go to after landing and the whole procedure. We did have a lovely 'low level view' of Southampton as we returned. We landed safely and we're put on the next flight. In a potential "Hollywood movie scenario" the skills and attitude of the pilot made us feel somewhat dissatisfied that it was all safe and there was no drama as we landed safely. I found your account today, and duly subscribed. A big "Thank You" to pilots and their adherence to procedures and aptitude.
That pilot on the second video was amazing. He followed the golden rule- Just Fly The Plane. From his movements and everything he did at no point did he appear to panic, he just flew the plane and landed beautifully. Hats off to you sir. This is a great series, keep doing it!
I was just sitting there, muttering, "Maintain best-glide, right, there's a runway, you can reach it, just watch your energy management, don't try and dive for the numbers, hold what ya got until you're over the threshhold..." That was a perfect example of how to turn a power loss *accident* into a power loss *incident* that doesn't raise your insurance rates.
I love the No Fault Go Around rule implemented! I would rather a pilot make a determination on safety without company consequences playing a factor in decision making.
As i continue to binge watch your content.. my favorite part is your slight facial reactions to what you're seeing! A struggle between watching you & the videos you're presenting 😂😅
When the pilot @9:00 who lost his prop was reaching down, in that type of aircraft the trim wheel or "ball" is located on your low left side to allow you to keep your right hand on the stick. He was likely trying to trim his aircraft or "get on the ball" as my instructor used to say in order to arrest his decent to a more desired decent rate once he was certain he made the runway. Enjoyed the vid as always. 😉👍✌️
That is likely, otherwise the only thing I can think of would be the alternate landing gear extension if for whatever reason the gear deployment wasn't working.
Could also be selecting the main fuel tank selector to OFF. Such selectors usually have 3 or 4 settings: Left tank, Right tank, Both & OFF. Selecting OFF during a forced landing from engine failure is the usual procedure for such aircraft, including switching off MAGS, Batts & Fuel mixture to OFF to avoid possible fire incase of a hard landing.
Kelsey I know this is an older video but the viral debriefs are my favorite videos! I wish you would make more of them. You are so good at explaining what is going on & what the pilots may be thinking.
That bounce reminds me of a time coming into Darwin Airport, it seems as if we landed about 5 feet _above_ the runway when they powered down and naturally the plane just hit the deck so hard that we also bounced. After a short pause, the captain made his announcement over the PA.... "Good afternoon... this is your captain speaking. We have just attacked Darwin and will be storming the terminal shortly....""
Reminds me of a time I was a passenger on a flight from Indianapolis to Newark (in summer of '92). I'm pretty sure this was a Delta flight but I'm not completely positive. Most of the flight was great, we were above some storm clouds off in the distance and it was getting later in the afternoon so with the sun angle and the lightning, it was something to watch to pass the time. It's funny too because we had a view of those storms for about 75% of the flight. They seemed to be going the same way so as to keep in the same spot for us to see. Coming into Newark, right at the end, we crossed the end of the runway still in the air a good ways and I thought for sure we were way too fast and too high. Then it was like the pilot cut the engines and we quite literally plopped down on the runway - HARD! It was probably just a hair under enough to cause damage or injuries but only so. A couple women screamed and after there was a very loud baby crying but the rest of the cabin was dead quiet. Captain got on and acted like absolutely nothing had happened and it was a regular dull flight. I won't forget that landing for as long as I live. An absolutely beautiful flight had to end like that...
@@MaraIndigoJade I had one on a 737 into Ft Meyers that was the exact opposite. Nothing but turbulence the whole flight, I'm talking major roller coaster ride. I'm looking out the window and seeing the ground get really close and this thing is still going up and down enough to feel negative G. I thought for sure there was no way this thing could land without smashing us into the pavement. Literally the moment I saw the runway flash beneath us, everything went smooth as glass and seconds later the wheels just barely kissed the pavement. Smoothest landing I've ever experienced after the roughest flight ever.
@@VictoryAviation I haven’t had or heard anything that’s been funny. Usually it’s just boring stuff like crosswinds, visibility, or they’re too high lol
That's right. You'd also want to know if something is wrong with the aircraft, if they are ready for a new approach or if they want to proceed to a holding somewhere to sort things out.
Landings are inevitable. Gravity can be your friend... Until it doesn't want to anymore. That's when trained, seasoned pilots like Kelsey really earn their pay.
whoever instituted the "no fault go around" is a brilliant brain, putting the skills of the pilot in action without the added stress and consequence to explain why they did what they're trained to do in the first place, is a life saving idea. GG big brains! :D The only drawback to not sharing the reason why you chose to take that option, is the potential for others to learn from your experience.
Not so much brilliance as a lesson learned from too many bloody messes down the world's runways. So many accidents and incidents that could have been avoided if only the pilots had went around.
@@nullplan01 It's both. We don't use that kind of thinking with everything. We still have dangerous road traffic systems where we simultaneously recognize that they are high-accident areas while also blaming the driver.
The idea of a "No-Fault Go-Around" sounds a lot like "Stop Work Authority" in many other industries. The idea is that anyone anywhere has the authority (and the obligation) to stop all work if they feel something unsafe is happening. I worked in the oilfield and that was probably exercised less than it should have been, but it's still an amazing policy to have in place.
Not to mention he's a freakin hard worker. It takes time to find the clips (he no doubt watches them and makes a loose script), set up and film and especially edit these vids while he's already working! Most pilots would be resting in between flights I'm sure.
@@Cyba_IT he has an editor I'm 99% sure, he mentioned it in a video. but yeah he still has to find the clips and watch them and film it. but then he just sends all that stuff off to the editor.
@@LucefieD Fair enough, he's still got to tell the editor where to put inserts and graphics and what to put where so it might be a bit of weight off but not that much.
The impressive thing on that bush plane was how much the ailerons were moving while the plane stayed very level. That pilot was working very hard and doing an amazing job.
Totally. How's that landing going, Bert? There is a slight cross wind. And some turbulence. And I have no propeller. And I'm going to die. How's your day? Oh, you know, ignore the radar screens, turn the radios down and read a good book.
I really like the conversation about go around. It’s often tied to ego and mindset. Making a decision to go around should be as much muscle memory as landing. I have no hesitation in going around when I’m not in a stabilized approach for landing. The affirmation part from the airlines is exactly the right message.
I've actually been in a plane that seized up. At 400 ft. The prop acted like a massive air brake. We were on the ground in seconds, and it was a miracle that we survived.
Probably a bit of a naive question, but did that cause the aircraft to tend into a roll that you had to counteract with the ailerons? Just kind of assuming that the prop would work in reverse and apply a torque back to the plane.
That's where learning to fly a glider helps. You get used to being a bit too far away from the field with not quite enough height, alternatively too close / too high, but not enough space to make a circle and try again. Sideslipping is your friend in the second case (see also the Gimli Glider case), and ground effect in the first case (dive and whoosh along close to the ground, watching out for boundary fences...).
The propeller flying off reminded me of a story my dad told my brother and I about his first crash landing during his training in the air force. He would wind up telling these stories while we were at the airport flying back home to our mom. He was flying a trainer solo over Texas. Just like happened here, flying along just fine the propeller flew right off. Apparently the plane had wet wings, full of fuel. They'd been told that the ideal crash landing site was someplace where the wings would get stripped off and end up behind you. An orchard was ideal. Trees in straight lines, uniform sizes just perfect. Among the worst was the kind of brush that was common in the area. It was just kindling for when your wings drenched them with fuel where the aircraft came to a stop. Nearest airport was too far away. He looks around, brush is all directions. And one small postage stamp of an orange orchard. He lines up the aircraft, brings it in and flawless! The wings are stripped off and starting to burn, but that's way behind him. That's when the farmer showed up screaming about brush for miles in every direction and he had to hit his family's 100 year old orchard and burn it down. He didn't have the heart to tell him he had actually been aiming for it. The shotgun the guy was carrying didn't help.
That was a heck of a story thanks for sharing !... so your father basically had a humongous amount of luck ( and skill ) and survived something like this , just to have his life threatened again by a farmer with a shotgun ? Damn I'm glad he didn't tell him anything 😂😂
Oh that’s when you run to the farmer and say “Please let us pray… ‘Oh Father God, Bless the generations of this grove of orange and the divine providence of its location; For had not these noble trees stripped away my wings filled will fuel I would have surely met my end, burning to death in a fiery crash in the brush. Thank you Oh Lord. Amen
My Cessna engine cut out and I turned to land in a farmers field. The farmer was there waving his arms not to do it. I was bout 60 feet above the guy and the engine kicked back in. I turned again toward the not too far runway after calling a mayday. And landed safely. But you should have seen the look on the farmers face as his eyes got big as saucers. So did mine.
@@aleynak2014 He might have claimed some skill for that crash, but surviving his second crash was pure luck. Taking off in an F-101A he had his engines cut out on take off. At that time, the ejection seat required being above a certain altitude to eject safely. He was never going to make it to a safe ejection altitude. In his words without power the plane flew "like a streamlined crowbar" and his only choice was to ride it into one of the farm fields that surrounded the base. His luck was that there was an air-sea rescue crew stopping for coffee that had just touched down at the base when he made his distress call. They immediately lifted off and were on the way before his plane hit the ground. They pulled him out of the burning wreckage. He attributed his survival to their presence on base. Years later under anesthesia having his wisdom teeth removed, he reexperienced the crash and tried to kick his way out of the dentists chair.
Another fine entry, Kelsey. Appreciate your humility and not putting down other pilots who “had a bad day”, so to speak. Stay safe, thanks for the videos and...of course, “keep the blue side up.”
I worked on a C-130 where the propeller came off and went right through the cabin. Trust me, every time I flew thereafter, I sat FAR away from the prop arc. Words to the wise.
I'm with you, I'm never comfortable sitting directly parellel with the props or the turbines. curious if the prop arced directly parallel into the cabin or advanced a few rows? I guess it depends whether an individual blade came off (suspect parallel into cabin) or the whole propellor jumped off the front (suspect it may have advanced a small distance).
My friend Diz was sitting in the first row behind the hole on that flight I believe. Had the luggage pallet or the SAR pallet in front, so no seats where the hole appeared. He said he was watching bags scooting out through the hole though. From that day forward, I've called those the "Julienne" seats.
I was on a flight recently which went around. The captain explained it to the passengers. He said he was uncomfortable with the “spacing,” which I took to mean that the plane which landed ahead of him hadn’t exited yet.
Kelseyville, this is an amazing series. I'm not a pilot, but I do have a brother who works for FAA and is a former ATC controller. You're explanations are so clear and concise that even I get it! Keep up this great series and I'll keep coming back.
Best Polish pilot joke: After a crazy hard landing the main pilot looks at the co-pilot and says, "Boy that runway was short!!!", then the co-pilot responds..."Agreed, but wow it was so wide"
I love your channel, and it brings back fantastic memories for me. Decades ago, I recall as a student pilot, learning the meaning of "Ground Loop" in a very graphic way. I was studying at Linden Airport, under the final approach to Newark International. I had been a little cavalier and careless in my Preflight on my School Cessna 150. (TN N1688Q Lol). My instructor followed me around, and pointed out that I had NOT adequately secured either the Oil Cap (after checking level), or the Engine Cover. He then explained, in painful detail, the implications of high speed air, Venturi principle, vacuum passing over the engine and oil access, Oil Cap popping out and draining ALL the oil from the engine at about 400 feet during climbout. There had recently been a fatal crash somewhere in the northeast for this reason, when this happened during a turnout atl low altitude and there was insufficient time or room to recover. There was also a Beechcraft in a hangar that had the same thing happen, but managed to land in a high school football stadium and wiped out all their gear doing a 90 degree turn when they reached the opposite endzone. Everyone walked away.. SO When I saw the engine cover fly open, my first thought was "If the pilot didn't secure that cover, I wonder if they secured the Oil Cap properly?" And I'd have aborted the takeoff. The oil flyout means you're effectively blind henceforth, so.... Am I unduly concerned, ya think? Great films, and SO educational! Thank you for all this work!
Great honesty, Kelsey. Most pilots don't talk about their Simulator fails. I was having a bad day as a Co-Pilot and on an annual sim ride recommended to the Captain to continue to land on an engine failure on a LAHSO runway. I was on the math wrong by (seriously) about 50 feet. :(
My first MD-11 sim landing was terrible, as I tried to hold it off in the flare like a lightly loaded wing with neutral GC-main gear. After walking like a duck it slammed the nose down. Next landing was almost perfect by keep speed up and relaxing back pressure just before touchdown. That first one I thought the sim was going to destroy itself. Guess I wasn't the first to do that.
Last time I flew, it was extremely gusty windy weather into New England, and we had an approach very similar to that of the Japan airlines flight. The pilot opted to go around, which was definitely the right decision because we got hit with massive gusts only a short distance off the runway..... I hated it because I was already motion sick by that time from the rough flight, but I was glad that he opted to do that and land us all safely.
Viral Debrief is one of my favorites on this channel! And, Kelsey, thanks for mentioning "no fault go around" policy, it's a good thing to know about, for me as a passenger.
Experienced more or less the same thing as JAL one from a passenger side: flew to Paris and there was a hurricane, a gust of wind hit when we were very close to the runway, pilot went for a go around immediately and landed successfully on the second try. Scariest flight in my life so far. Huge props to Air France pilot for it not being the last
I have been on a ‘go around’ landing in Albuquerque. The pilot told everyone it was ‘sheep on the runway’. We will never know. Maybe they should change ‘no fault’ to ‘sheep on the runway’.
Last time I heard a pilot explain a go around, he didn't say 'sheep on the runway', but 'another aircraft on the runway'. This was at SFO and our aircraft was already above the runway, just a few meters. I'm not sure how serious the situation was, but I suppose the go around was justified if the pilot thought that another aircraft was in the wrong place.
The old "bus full of nuns" thing haha. In flight school they always used that as the go around reason. "So you're coming in to land, 400ft, 2 mile final, 170kcas, weather is clear, plenty of fuel, no other factors, and a buss full of nuns pulls right on to the runway completely blocking it...what are your actions?"
@@midtskogen That might be too much information for me!!! Our ‘sheep on the runway’ dip and sudden ascent caused my friend in the next seat to lose her stomach contents. Imagine the thought of a collision with another plane!!!!
Flew into Boise 2 days ago on a 737-800. Warm day around 92F and winds were just forming with a few dust devils around. We came in, flared late, a very *firm* landing that used ALL of the gear suspension and then some with a single big hop and she settled. I remarked to my wife that our pilot was probably a former Navy carrier jock trying to hit the first wire. No passengers were harmed in this episode
The one thing I'm wondering with that bush pilot landing: there's someone filming this...a plane coming almost straight at him, in strong wind. And it doesn't look like this was shot from a distance with a very long lens either. Someone obviously really trusts this pilot...
that's because its a sport for modified small crafts, they have this STOL kits on them to be extra light and and a series of mods that allows the this small crafts to land extra EXTRA slow: almost vertically... or at least that's what I have observed on planes that land on tiny islands.
@@riderlansing3010 reminds me of one of the planes from an old game called gta san andreas, the dodo I think, that thing when at the right angle could decend like it had a parachute, and also occasionally could glide backwards if you attempt to do this lol
What an outstanding episode, young man. Thank you Very Much. AND... Flying on a Windy Day reminds me...I was in a NC grocery-store parking lot recently, back in the Spring, marveling at the hawks and buzzards overhead, so I asked this farmer-girl, "You reckon they flying for fun?" Her response--"Fk Yes!" She went on to say that they, the birds, are as cognizant as you and I-- they're in their element, their bellies are full, so what's a bird gonna do? He's a bird.
Not a pilot; I'm a mere passenger. One night I was on a flight coming into National Airport (DCA) on May 26, 2019. A friend was watching the flight on live tracker and sent me the link (I saved the final picture). We landed on the 4th, yes, fourth, time we went by the airport. We approached twice from the south and then twice from the north because the wind had shifted while we were flying. There was rain in the area. Fortunately, most of us passengers were fascinated by the tour of the region instead of being angry or scared. But I think all of us were greatly relieved once we finally landed.
I was on a plane coming into Montréal in a snow storm. It was lots of fun when about 1/2 way down final the pilot NOPEd out of there and we went around.
I never really understood why the channel is called 74 Gear and not 747 Gear. But today I figured "G" is the 7th letter in the alphabet, which made my life and OCD a little more complete.
Thank you, Jan. I cannot tell you the weight that you have lifted from my mind. It was just bothering me so much. Even if it is not the real reason I don't want to know. Now my mind can just read it as 747 and I can watch in peace.
Just a PPL pllot here but damn these series are really priceless. Always so interesting. Hats off to the propeller-free guy, who did a truly astonishing job. @74 Gear Thank you Kelsey for bringing these things up to us ! Keep up the great work ! And as always... Keep the blue side up :)
Go-Around: kudos to the pilots that flew me (and others, A319) in September from Guayaqil GYE to the Galapagos islands SCY ... They made two attempts to land, were facing limited visibility due to fog and then decided it being safer to fly all the way back to Guayaqil, getting refuelled and trying then again. While that cost everyone a couple of hours and tripled the cost for the airline (Avianca), I was happy to see them choosing the safe option and not taking any chances
The best landing I’ve ever been in was the pilot executing a perfect glide path to the runway. One moment we’re flying, the next moment we’re rolling over the tarmac.There wasn’t so much as a bump to indicate we had landed. It wasn’t so much a landing as it was a kiss. I was seriously impressed by that pilot’s skills. Happened at Hungary’s main airport (I forget where that is).
I had that once from Toronto Pearson to Vancouver. Best landing I'd ever experienced and I was genuinely confused when I looked over to a window and saw we were on the ground, simply cause of how perfectly smooth it was
Ditto. Chicago to MCI in the middle of a thunderstorm no less. We had circled for nearly an hour, made 2 attempts, and pilot had said we had 1 more chance and if not successful then we would divert to backup location. After the worst ride of my life (from turbulence) I couldn't believe he set it down that gently.
For one of your story vids. Back in 2000 I was trying to get my vfr. I enrolled at a 61 school. And has about 15 flight hours. I was training at red bird airport (now executive airport) in Dallas. So the airport had a tower. So the school was busy. It being back in 2000 rules where sorta lax compared to today’s standards. I could just walk out on the ramp and find my instructor. That morning I was called to say randy (my flight instructor) was not going to train me but they had another one that could go out. So I show up, look at the Archer 2 I was training on, and saw a guy doing a walk around. Checking for water in the fuel take to be exact. I walk up and say, “hey how’s it going. “The guy looks at me and says. “Oh hey, am I doing this correct?” I thought he was testing me, so I said yes. Did you check both tanks?” He replied “oh yeah I got both.” I asked you want me to do the walk around?” He said” if you want?” So I did. After that. We go over preflight, and emergency. And I thought it was weird he kept trying to interrupt me. So, I asked “did you want me to do radio for taxi?” He look annoyed and said he could do it. So he called and was like “redbird tower..... nc563t (not the real one) ready for taxi to the Active with xray.” We get clearance. And start. I’m in my head saying “this instructor is a jerk not even letting me taxi.”I say, “I’d like to do takeoff.” Again he looked annoyed but said ok. We get on the runway. And started. We here “563T abort ABORT” we stop and exit. We both look at each other. They say please return to your ramp and gave us instructions. We head back, and see two guys with clip boards looking like nervous wrecks. They say “WHAT THE HELL ARE YOU TWO DOING.?!” Come to find out, the guy I thought was my Instructor was another student who thought I was the instructor. Needless to say. After that day new rules where set up.
I always assumed ATC asks the reason for the go-around in case it’s something they need to warn other aircraft about. Birds, wind shear, runway incursions etc.
A friends grandfather was piloting an airliner, probably SAS back in the 50's. He was going to land in foggy conditions in Reykjavik, Iceland. Back then I suppose they didn't have ILS so the ATC was "talking him down". He made 2 go arounds due to getting the touchdown point too far into the runway. Now they were getting low on fuel and had 1 final chans to make it. He made the landing on the 3rd attempt.
Imagine being the pilot of this plane: You're scrolling through youtube on your phone, you have shitty connection so you see a gray box instead of thumbnail and decide based off video titles what to watch. You see this video and think to yourself "Well it couldn't be worse than my landing" but things quickly get worse as you realize...Oh wait, this IS my landing
I was an aircraft mechanic in the Marines. As I was watching a few jets take off one day, a landing gear door or a panel fell off one of them as it began to climb. I wasn't sure if anyone else saw it so I ran and told our maintenace control to relay to ATC. I was mainly concerned about FOD on the runway but at least I didn't have to fix it as it was a different squadron.
I was on a SWA flight where the attendant actually said that after a bad landing. I asked the pilot how many landings he logged. He didn't seem amused until I told him I was ASEL instrument with multi time. (We're on the same team. Us against physics.)
Loved watching the smile grow on your face(as a 747 pilot) while you watched the STOL video. Cool to see that you still get an impressed look even at your level.
I was an Air Traffic Controller at LAX between 1971 and 1973. LAX has two sets of parallel runways, both running East and West. Usually there are two controllers, each running a set of parallels. I was running the North set (24L & 24R). I had a 747 on approach for 24L. Everything looked normal until just before touchdown, he didn't flare soon enough and drove the plane into the runway. After the smoke had cleared, there was debris everywhere. The plane has a total of 18 tires. He blew all but the nose gear tires. 16 main gear tires , wheels, struts, doors, flaps and some of the fuselage had to be replaced.
I saw a video of the gentleman I bought my first plane from flying a cub backwards and forwards in a strong head wind. A little throttle to hold it steady / floating then a bit more and less to creep forward and backwards. It was amazing to watch!
That red tail 747 was an old Qantas airframe and it was it's last flight and last touchdown and was parked at Avalon airport outside of Geelong VICTORIA Australia. It was retired from service and used as an engineering ground training tool. My point is that it didn't really matter how bad the landing was,it wasn't going to be used again. I've seen it many times and is no longer there, I'm thinking it was scrapped, because the training was moved offshore to Singapore.
These videos are great for someone like myself. Despite the fact that I have a degree that allows me to BUILD these magnificent machines, I’m 44 years old and I’m still terrified of flying, lol. And despite the fact that I realize just how random and unlikely any type of catastrophic event involving my flight would be, it doesn’t keep me from experiencing a panic attack any time I’m on a plane. But yeah, these videos help.
I was on a plane (DC9) that did 2 go around in Buffalo NY in a snow storm at night. The first time the pilot announced that we were too high and got blown off the glide slope. The second time there was no explanation. We landed the third time to the loudest round of applause I ever heard on a plane. Even the flight attendants applauded.
lmao The propeller flew off! I know I'd be scared as shit if I was flying and this happened and I was scared during the video, but it is kind of like something out of a cartoon so it's hard not to laugh at least a little. What I want to know is whether the propeller was made and installed by Acme.
For the propeller incident, the pilot was reaching flaps lever (manual on this plane) as he noticed he was too high, too fast and close enough of the runway to increase drag safely
I'm not a pilot myself, but that was my first thought. Flaps increase drag and therefore he'd want to wait until he was sure he'd make the runway to put them in, so it would be one of the last things he'd do before touchdown.
My thought, was fuel dump, or flaps. Both make sense in the situation. Flaps for lift/drag, and fuel so there's less risk of fire if the landing goes badly. But I'm not a pilot, I only fly drones. So what do I know about this guy's situation?
Hi Kelsey, grandma Joanne here! Love your video 📸. I have a concern that I have been hearing more and more that 747s are being taken out of service! I hope this doesn't affect you 😮
I remember in the late 80s a fellow went to work for an Ohio Airline which was flying DC-3s in revenue service. He wanted that on his resume. I suspect that the 747s will hang around for another 40 or 50 years in some way, too.
Honestly, I didn't even know a go around could be executed this quickly 18:46. A plane so big, you would expect some time for it to react, but apparently those engines just work magic.
A proper flare profile doesn’t have thrust out until the wheels touch down so the engines are already somewhat spun up reducing the reaction time. If the 74 has the same go around procedures as the 73, we’re also retracting the flaps to the go around flap setting which reduces drag after we get thrust added and while holding attitude. Plus, the plane can fly straight at less than the approach speed. Just less of a margin so we don’t do it. But it gives you time to get thrust in for a go around if we see speed trending down too low/too quickly. Pilots train for low altitude go arounds too in defensive flying events. I’ve had students pull thrust too quickly and over flare resulting in a go around at 5ft. Go arounds are free. Hold pitch attitude below tail strike attitude in case of touch down while adding thrust, go around, and try again. Definitely doable.
