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In WWII, combat damaged B-24 Liberator bombers with total brake failure deployed standard issued parachutes for emergency braking while landing. The procedure relied on precise crew coordination and executed as follows: Preparation: The pilot notified the crew of the brake failure during the landing approach. The waist gunners unhooked...

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Aviation Archive - Tim Farmer

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97,311 просмотров • 2 месяцев назад •via X (Twitter)

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Watch the crash landing of a Brazilian Air Force Lockheed C-130M Hercules at Teniente Rodolfo Marsh Airport on King George Island in Antarctica on December 27, 2014. After touching down on the snow-covered runway, the aircraft encountered uneven terrain and snow banks during rollout. The right main landing gear suffered a structural failure and collapsed. The right propellers struck the snowbank and ground, breaking free the propeller assembly of engine #4. This asymmetrical drag caused the aircraft to ground loop and slide violently through deep snow off the side of the runway before coming to a complete stop. all personnel on board evacuated safely.
0:44

Watch the crash landing of a Brazilian Air Force Lockheed C-130M Hercules at Teniente Rodolfo Marsh Airport on King George Island in Antarctica on December 27, 2014. After touching down on the snow-covered runway, the aircraft encountered uneven terrain and snow banks during rollout. The right main landing gear suffered a structural failure and collapsed. The right propellers struck the snowbank and ground, breaking free the propeller assembly of engine #4. This asymmetrical drag caused the aircraft to ground loop and slide violently through deep snow off the side of the runway before coming to a complete stop. all personnel on board evacuated safely.

MP

129,087 просмотров • 13 дней назад

Shocking footage from May 2019, shows Aeroflot Flight 1492 burst into flames upon crash landing. The aircraft experienced an electrical failure and returned to Sheremetyevo Airport for an emergency landing. It bounced on touchdown and landed hard, causing the landing gear to collapse, fuel to spill from the wings, and a fire to break out. The fire engulfed the rear of the aircraft, killing 41 of the 78 occupants.
0:28

Shocking footage from May 2019, shows Aeroflot Flight 1492 burst into flames upon crash landing. The aircraft experienced an electrical failure and returned to Sheremetyevo Airport for an emergency landing. It bounced on touchdown and landed hard, causing the landing gear to collapse, fuel to spill from the wings, and a fire to break out. The fire engulfed the rear of the aircraft, killing 41 of the 78 occupants.

Morbid Knowledge

11,338,616 просмотров • 2 лет назад

Crash Sequence: •Dense fog over the Pune–Baramati area, visibility extremely low. •Baramati airstrip is small and does not have ILS (Instrument Landing System) facilities. •The pilot had to attempt a manual and visual landing. •The aircraft did not approach the runway directly but made a large turn. •This indicated that the first landing attempt was aborted. •Aligning with the runway in the fog proved difficult. •A second landing attempt was made. •During this, the pilot issued a MAYDAY call. •According to DGCA sources, it is a table-top runway. •During landing, the aircraft crashed near the edge of the runway. •Balance was lost at approximately 100 feet altitude. •The plane hit the ground before reaching the runway. •On impact, a major explosion occurred, followed by several smaller blasts. •A severe fire broke out on the aircraft. •Due to the fire, immediate rescue was not possible. •Investigation into the crash is ongoing; the final cause will be confirmed in the DGCA report.
0:25

Crash Sequence: •Dense fog over the Pune–Baramati area, visibility extremely low. •Baramati airstrip is small and does not have ILS (Instrument Landing System) facilities. •The pilot had to attempt a manual and visual landing. •The aircraft did not approach the runway directly but made a large turn. •This indicated that the first landing attempt was aborted. •Aligning with the runway in the fog proved difficult. •A second landing attempt was made. •During this, the pilot issued a MAYDAY call. •According to DGCA sources, it is a table-top runway. •During landing, the aircraft crashed near the edge of the runway. •Balance was lost at approximately 100 feet altitude. •The plane hit the ground before reaching the runway. •On impact, a major explosion occurred, followed by several smaller blasts. •A severe fire broke out on the aircraft. •Due to the fire, immediate rescue was not possible. •Investigation into the crash is ongoing; the final cause will be confirmed in the DGCA report.

Rahul Shivshankar

369,998 просмотров • 8 месяцев назад

An A-6E Intruder lands on USS America on February 16, 1991. After landing, the aircraft loses all braking power and is unable to stop, resulting in the two crew members ejecting from the aircraft. In the video you can see deck crew racing to grab the two crewmen as their inflated parachutes cause them to slide across the abrasive deck. Both crewmen will sustain minor injuries as a result of the incident. The Intruder is later pushed over the side of the ship and into the water by a small crane as returning aircraft from strike missions in Iraq were running low on fuel and needed to land on the carrier.
1:04

An A-6E Intruder lands on USS America on February 16, 1991. After landing, the aircraft loses all braking power and is unable to stop, resulting in the two crew members ejecting from the aircraft. In the video you can see deck crew racing to grab the two crewmen as their inflated parachutes cause them to slide across the abrasive deck. Both crewmen will sustain minor injuries as a result of the incident. The Intruder is later pushed over the side of the ship and into the water by a small crane as returning aircraft from strike missions in Iraq were running low on fuel and needed to land on the carrier.

U.S Military Clips

93,065 просмотров • 2 месяцев назад

When the Nose Gear Never Came Down! ✈️The crew of this Boeing 727 tried extending the Nose Gear but did not receive a down and locked indication, leaving them with only one option, to perform a controlled nose gear-up landing! The pilots executed a very smooth landing, maintaining the aircraft on its main wheels before the nose gradually settled onto the runway, bringing the Jet safely to a stop. Incredible Skills by the crew 🔥
0:55

When the Nose Gear Never Came Down! ✈️The crew of this Boeing 727 tried extending the Nose Gear but did not receive a down and locked indication, leaving them with only one option, to perform a controlled nose gear-up landing! The pilots executed a very smooth landing, maintaining the aircraft on its main wheels before the nose gradually settled onto the runway, bringing the Jet safely to a stop. Incredible Skills by the crew 🔥

Aviation Reporter

50,760 просмотров • 2 месяцев назад

🚨🇺🇸SEC OF TRANSPORTATION: BOTH FLIGHTS WERE IN A STANDARD FLIGHT PATTERN Secretary of Transportation, Sean Duffy: “The helicopter was in a standard pattern. The American Airlines flight coming in to land was in a standard flight pattern as it was approaching DCA. This was not unusual, with a military aircraft flying the river and aircraft landing at DCA. The fuselage of the American Airlines plane was inverted. The NTSB is going to start analyzing that aircraft, partnering with the FAA and using all the information we have to get the best results possible for the American people.” Source: Mayor Muriel Bowser
2:35

🚨🇺🇸SEC OF TRANSPORTATION: BOTH FLIGHTS WERE IN A STANDARD FLIGHT PATTERN Secretary of Transportation, Sean Duffy: “The helicopter was in a standard pattern. The American Airlines flight coming in to land was in a standard flight pattern as it was approaching DCA. This was not unusual, with a military aircraft flying the river and aircraft landing at DCA. The fuselage of the American Airlines plane was inverted. The NTSB is going to start analyzing that aircraft, partnering with the FAA and using all the information we have to get the best results possible for the American people.” Source: Mayor Muriel Bowser

Mario Nawfal

1,051,782 просмотров • 1 год назад

The crash occurred under conditions of dense fog in the Pune–Baramati area, with visibility severely reduced. The Baramati airstrip is a small facility without an Instrument Landing System (ILS), requiring the pilot to perform a manual visual landing. The aircraft did not make a direct approach to the runway; instead, it executed a wide turn, indicating that the first landing attempt was aborted. Aligning with the runway proved challenging in the poor visibility. On the second landing attempt, the pilot transmitted a MAYDAY call. The airstrip is a table-top runway, according to DGCA sources. During the final approach, the aircraft lost stability at around 100 feet and crashed just short of the runway, near its edge. On impact, a massive explosion occurred, followed by multiple smaller blasts, and an intense fire engulfed the aircraft. The impact of the crash & severity of the fire proved fatal for all the passengers & crew.
0:25

The crash occurred under conditions of dense fog in the Pune–Baramati area, with visibility severely reduced. The Baramati airstrip is a small facility without an Instrument Landing System (ILS), requiring the pilot to perform a manual visual landing. The aircraft did not make a direct approach to the runway; instead, it executed a wide turn, indicating that the first landing attempt was aborted. Aligning with the runway proved challenging in the poor visibility. On the second landing attempt, the pilot transmitted a MAYDAY call. The airstrip is a table-top runway, according to DGCA sources. During the final approach, the aircraft lost stability at around 100 feet and crashed just short of the runway, near its edge. On impact, a massive explosion occurred, followed by multiple smaller blasts, and an intense fire engulfed the aircraft. The impact of the crash & severity of the fire proved fatal for all the passengers & crew.

Rishi Bagree

100,772 просмотров • 8 месяцев назад

🚨 JUST IN: A Vietnam Airlines Boeing 787-9 had a pretty unusual takeoff from Munich today. Flight VN34 was departing for Hanoi when the aircraft rotated very late, lifting off near the end of Runway 26L. Ground footage shows the main landing gear coming off the runway with a cloud of dust behind it. There are reports that the aircraft may have struck equipment beyond the runway, potentially damaging runway lights and possibly the aircraft itself, though the reports aren't verified yet. After takeoff, the crew stopped the climb at around 9,000 ft and entered a holding pattern near Munich, likely to assess the situation and burn fuel. Definitely not a normal takeoff, and the footage shows just how close to the end of the runway the 787 lifted off.
1:08

🚨 JUST IN: A Vietnam Airlines Boeing 787-9 had a pretty unusual takeoff from Munich today. Flight VN34 was departing for Hanoi when the aircraft rotated very late, lifting off near the end of Runway 26L. Ground footage shows the main landing gear coming off the runway with a cloud of dust behind it. There are reports that the aircraft may have struck equipment beyond the runway, potentially damaging runway lights and possibly the aircraft itself, though the reports aren't verified yet. After takeoff, the crew stopped the climb at around 9,000 ft and entered a holding pattern near Munich, likely to assess the situation and burn fuel. Definitely not a normal takeoff, and the footage shows just how close to the end of the runway the 787 lifted off.

Aviation Reporter

989,231 просмотров • 1 месяц назад

This clip documents the January 2, 2024 runway collision that occurred at Tokyo Haneda Airport on Runway 34R. JAL Flight 516 an Airbus A350-900, was executing a routine landing. The Japan Coast Guard's De Havilland Canada Dash 8 was preparing to take off on an earthquake relief mission. However, the Coast Guard Dash 8 entered the active runway directly in the path of the landing Airbus A350. The A350 struck the smaller aircraft upon touchdown, causing both planes to burst into flames. All 379 passengers and crew members of the A350 were safely evacuated in a textbook emergency evacuation. Five of the Coast Guard Dash 8's crew members lost their lives, while the captain survived with severe injuries. Preliminary reports indicate that the Coast Guard crew believed they had been cleared to enter the runway. Meanwhile, air traffic control did not notice the runway incursion, and the JAL flight crew spotted the Dash 8 only moments before impact.
0:51

This clip documents the January 2, 2024 runway collision that occurred at Tokyo Haneda Airport on Runway 34R. JAL Flight 516 an Airbus A350-900, was executing a routine landing. The Japan Coast Guard's De Havilland Canada Dash 8 was preparing to take off on an earthquake relief mission. However, the Coast Guard Dash 8 entered the active runway directly in the path of the landing Airbus A350. The A350 struck the smaller aircraft upon touchdown, causing both planes to burst into flames. All 379 passengers and crew members of the A350 were safely evacuated in a textbook emergency evacuation. Five of the Coast Guard Dash 8's crew members lost their lives, while the captain survived with severe injuries. Preliminary reports indicate that the Coast Guard crew believed they had been cleared to enter the runway. Meanwhile, air traffic control did not notice the runway incursion, and the JAL flight crew spotted the Dash 8 only moments before impact.

MP

37,349 просмотров • 6 дней назад

This Austrian Airlines B767 pilot is logging that wheelie record by all means while landing at Vienna. Boeing clearly states that aerodynamic braking should not be used on the 767. Its procedures call for immediate deployment of the speed brakes and prompt lowering of the nose after touchdown, meaning prolonged aerodynamic braking is not recommended. There’s a good reason for that. Aerobraking is ineffective on the 767 and can introduce an additional risk: when the ground spoilers deploy, the aircraft experiences a nose-up pitching moment. If the pilot misjudges the amount of back pressure being held, the nose can remain elevated longer than intended, increasing the risk of a tail strike. And with autobrakes engaged, holding the nose off while relying on aerodynamic braking means the aircraft’s deceleration is constantly changing. The autobrake system responds by adjusting brake pressure to maintain its selected deceleration rate. That repeated modulation isn't ideal for carbon brakes. Minimizing unnecessary brake applications helps reduce brake wear and prolong brake life. Once the aircraft is firmly on the ground, a single strong, controlled braking application is generally preferable to repeatedly making small/light applications. So yes, it may look impressive, but on a 767, keeping the nose up after touchdown isn't the technique Boeing wants you using. 📹: sixace99
0:23

This Austrian Airlines B767 pilot is logging that wheelie record by all means while landing at Vienna. Boeing clearly states that aerodynamic braking should not be used on the 767. Its procedures call for immediate deployment of the speed brakes and prompt lowering of the nose after touchdown, meaning prolonged aerodynamic braking is not recommended. There’s a good reason for that. Aerobraking is ineffective on the 767 and can introduce an additional risk: when the ground spoilers deploy, the aircraft experiences a nose-up pitching moment. If the pilot misjudges the amount of back pressure being held, the nose can remain elevated longer than intended, increasing the risk of a tail strike. And with autobrakes engaged, holding the nose off while relying on aerodynamic braking means the aircraft’s deceleration is constantly changing. The autobrake system responds by adjusting brake pressure to maintain its selected deceleration rate. That repeated modulation isn't ideal for carbon brakes. Minimizing unnecessary brake applications helps reduce brake wear and prolong brake life. Once the aircraft is firmly on the ground, a single strong, controlled braking application is generally preferable to repeatedly making small/light applications. So yes, it may look impressive, but on a 767, keeping the nose up after touchdown isn't the technique Boeing wants you using. 📹: sixace99

Turbine Traveller

115,898 просмотров • 8 дней назад

🚨#BREAKING: Dozens of emergency crews are on the Scene after JetBlue flight rolled into a grass area off the runway after landing 📌#Boston | #Massachusetts At this time, numerous emergency crews are on the scene at Logan International Airport in Boston, Massachusetts, after JetBlue Flight 312 from Chicago veered off the runway and came to a stop on the grass. The incident prompted an immediate ground stop for incoming and outgoing flights. Fortunately, all passengers and crew were safely and swiftly evacuated, and officials have confirmed that no injuries were reported. Investigators are now working to determine what caused the aircraft to leave the runway
0:50

🚨#BREAKING: Dozens of emergency crews are on the Scene after JetBlue flight rolled into a grass area off the runway after landing 📌#Boston | #Massachusetts At this time, numerous emergency crews are on the scene at Logan International Airport in Boston, Massachusetts, after JetBlue Flight 312 from Chicago veered off the runway and came to a stop on the grass. The incident prompted an immediate ground stop for incoming and outgoing flights. Fortunately, all passengers and crew were safely and swiftly evacuated, and officials have confirmed that no injuries were reported. Investigators are now working to determine what caused the aircraft to leave the runway

R A W S A L E R T S

887,505 просмотров • 1 год назад

Spoiler warning on why regulations are written in blood - the checklist debacle that caused one of Canada´s worst aircrashes was OTD, 56 years ago July 6 1970: Air Canada 621, a DC-8, crashes in Toronto (Canada), and all 109 aboard die. After a hard landing, the #4 engine and part of the wing fell. The crew was attempting a go-around when the jet exploded. The investigation pointed out issues with SOP related to the deployment of ground spoilers. More details on this accident below, which is a textbook example on “why” not to invent regarding SOP, in this case regarding lift spoilers, a device which is activated on landing to reduce lift and slow the aircraft. The crew of Air Canada 621 (Captain Hamilton and First Officer Rowland) had an informal arrangement to handle spoilers differently depending on who was flying, deviating from standard procedure. The landing flare reduces descent just before touchdown, and if spoilers are armed, they deploy automatically upon landing. Instead of arming them during the pre-landing checklist as required, the captain favored deploying them only after touchdown, while the co-pilot preferred doing so during the landing flare. Both procedures were unauthorized. During this flight, the captain was landing and asked for spoilers during the flare, which was unusual. The first officer mistakenly deployed them, instead of arming them, causing a sudden loss of lift. The aircraft hit the runway hard, damaging an engine and the wing, but managed to take off again for a go-around. However, fuel leaks ignited, leading to multiple explosions that destroyed the right wing. The aircraft went into an irrecoverable dive and impacted a field, killing all aboard instantly. As expected, the enquiry focused on crew actions. Eight recommendations were made, including redesigning the spoiler activation lever so it cannot be used during flight, strengthening the DC-8’s wings and fuel tanks, and updating Air Canada’s training and operating manuals to clearly define proper spoiler arming and deployment procedures. Video is an extract from the Disaster Breakdown excellent video on the occurrence, titled “Did This Small Mistake Kill Everyone?” (don´t forget to go see it and drop them a like and subscribe)
1:50

Spoiler warning on why regulations are written in blood - the checklist debacle that caused one of Canada´s worst aircrashes was OTD, 56 years ago July 6 1970: Air Canada 621, a DC-8, crashes in Toronto (Canada), and all 109 aboard die. After a hard landing, the #4 engine and part of the wing fell. The crew was attempting a go-around when the jet exploded. The investigation pointed out issues with SOP related to the deployment of ground spoilers. More details on this accident below, which is a textbook example on “why” not to invent regarding SOP, in this case regarding lift spoilers, a device which is activated on landing to reduce lift and slow the aircraft. The crew of Air Canada 621 (Captain Hamilton and First Officer Rowland) had an informal arrangement to handle spoilers differently depending on who was flying, deviating from standard procedure. The landing flare reduces descent just before touchdown, and if spoilers are armed, they deploy automatically upon landing. Instead of arming them during the pre-landing checklist as required, the captain favored deploying them only after touchdown, while the co-pilot preferred doing so during the landing flare. Both procedures were unauthorized. During this flight, the captain was landing and asked for spoilers during the flare, which was unusual. The first officer mistakenly deployed them, instead of arming them, causing a sudden loss of lift. The aircraft hit the runway hard, damaging an engine and the wing, but managed to take off again for a go-around. However, fuel leaks ignited, leading to multiple explosions that destroyed the right wing. The aircraft went into an irrecoverable dive and impacted a field, killing all aboard instantly. As expected, the enquiry focused on crew actions. Eight recommendations were made, including redesigning the spoiler activation lever so it cannot be used during flight, strengthening the DC-8’s wings and fuel tanks, and updating Air Canada’s training and operating manuals to clearly define proper spoiler arming and deployment procedures. Video is an extract from the Disaster Breakdown excellent video on the occurrence, titled “Did This Small Mistake Kill Everyone?” (don´t forget to go see it and drop them a like and subscribe)

Francisco Cunha

29,127 просмотров • 2 месяцев назад

Remember the C-130 crash in Colombia a month ago and killed 24 and left 43 injured? News reports indicated the pilots were arrested after the preliminary report came out. Given the outcome, the preliminary report pointed to pilot actions, along with runway conditions and weather, underlining there were no mechanical issues with the aircraft. Key findings from the investigation include: No mechanical failures contributed to the accident. The aircraft departed Viru Viru bound for El Alto. Weather conditions at the destination deteriorated en route, with storms and hail reported, but the crew received no weather updates. On arrival at El Alto, the crew was cleared to land on runway 10. Due to convective activity on that runway, they opted to approach runway 28 instead. Runway 28 is located at 13,300 ft elevation, measures 4,000 m in length, and has a negative gradient of 1.55%. METAR data indicated winds between 050°/10 kt and 360°/08 kt. According to the Investigators, the approach was conducted above the glide slope and at excessive speed. The aircraft touched down on the nose gear only, approximately 1,200 m beyond the threshold. Without compression of the main landing gear struts, the brakes and thrust reversers remained unavailable. Once the main gear touched down, the aircraft entered a section of runway contaminated by hail and slush, resulting in hydroplaning in the final third of the runway, an overrun, and the accident. Info - Aviation today
0:49

Remember the C-130 crash in Colombia a month ago and killed 24 and left 43 injured? News reports indicated the pilots were arrested after the preliminary report came out. Given the outcome, the preliminary report pointed to pilot actions, along with runway conditions and weather, underlining there were no mechanical issues with the aircraft. Key findings from the investigation include: No mechanical failures contributed to the accident. The aircraft departed Viru Viru bound for El Alto. Weather conditions at the destination deteriorated en route, with storms and hail reported, but the crew received no weather updates. On arrival at El Alto, the crew was cleared to land on runway 10. Due to convective activity on that runway, they opted to approach runway 28 instead. Runway 28 is located at 13,300 ft elevation, measures 4,000 m in length, and has a negative gradient of 1.55%. METAR data indicated winds between 050°/10 kt and 360°/08 kt. According to the Investigators, the approach was conducted above the glide slope and at excessive speed. The aircraft touched down on the nose gear only, approximately 1,200 m beyond the threshold. Without compression of the main landing gear struts, the brakes and thrust reversers remained unavailable. Once the main gear touched down, the aircraft entered a section of runway contaminated by hail and slush, resulting in hydroplaning in the final third of the runway, an overrun, and the accident. Info - Aviation today

Francisco Cunha - ✈️ Aviation et al

693,808 просмотров • 4 месяцев назад

He could have ejected immediately. He didn’t. On May 14, 2009, RAF Harrier GR9A ZG478 crashed during landing at Kandahar. The approach was too steep and the jet struck the runway hard. Its landing gear collapsed, sending the Harrier into a 4,000-foot belly slide as its fuel, weapons and pods caught fire. But the pilot stayed with the burning aircraft. Why? Four aircraft were waiting on the runway. He steered the crippled Harrier away from them before ejecting as flames reached the cockpit. He survived with minor injuries. The Harrier was destroyed. No enemy fire brought it down. This was a landing accident that became a fight to keep a burning aircraft from taking others with it. Watch the final seconds. The decision to stay in the cockpit is what makes this footage extraordinary.
0:34

He could have ejected immediately. He didn’t. On May 14, 2009, RAF Harrier GR9A ZG478 crashed during landing at Kandahar. The approach was too steep and the jet struck the runway hard. Its landing gear collapsed, sending the Harrier into a 4,000-foot belly slide as its fuel, weapons and pods caught fire. But the pilot stayed with the burning aircraft. Why? Four aircraft were waiting on the runway. He steered the crippled Harrier away from them before ejecting as flames reached the cockpit. He survived with minor injuries. The Harrier was destroyed. No enemy fire brought it down. This was a landing accident that became a fight to keep a burning aircraft from taking others with it. Watch the final seconds. The decision to stay in the cockpit is what makes this footage extraordinary.

Airforce Geek

632,996 просмотров • 1 месяц назад

The MD-11 has always had a critical design flaw. It was manageable until someone screwed up. To improve fuel efficiency and range, its horizontal stabilizer was made smaller than those of earlier DC-10 variants. While the design delivered performance benefits, it also reduced the aircraft's natural pitch stability, particularly at slower speeds during approach and landing. To help compensate, the MD-11 relied heavily on computerized stability augmentation systems. Many crews also preferred flying slightly faster approaches, which improved pitch stability but could make the aircraft more challenging to manage during touchdown due to its weight and sensitivity in roll and yaw. These characteristics became evident in several high-profile accidents. In 1997, a FedEx MD-11 arriving at Newark was reportedly operating under the belief that runway length was limited, prompting the crew to aim for an immediate touchdown. The aircraft landed hard, bounced, and became unstable. Instead of executing a go-around, attempts to salvage the landing resulted in another severe impact, collapsing the landing gear and destroying the aircraft in a post-crash fire. All five crew members survived. The accident highlighted a key lesson: when an MD-11 bounced significantly after touchdown, a go-around was often the safest option. That lesson resurfaced in tragic fashion in 2009 at Narita, Japan. During strong and gusty crosswinds, a FedEx MD-11 touched down hard and bounced. Believing the aircraft could still be recovered onto the runway, the crew attempted to continue the landing. The resulting control inputs led to an even harder impact, loss of control, and a crash that destroyed the aircraft and claimed the lives of both pilots. 📹: buybygb
0:33

The MD-11 has always had a critical design flaw. It was manageable until someone screwed up. To improve fuel efficiency and range, its horizontal stabilizer was made smaller than those of earlier DC-10 variants. While the design delivered performance benefits, it also reduced the aircraft's natural pitch stability, particularly at slower speeds during approach and landing. To help compensate, the MD-11 relied heavily on computerized stability augmentation systems. Many crews also preferred flying slightly faster approaches, which improved pitch stability but could make the aircraft more challenging to manage during touchdown due to its weight and sensitivity in roll and yaw. These characteristics became evident in several high-profile accidents. In 1997, a FedEx MD-11 arriving at Newark was reportedly operating under the belief that runway length was limited, prompting the crew to aim for an immediate touchdown. The aircraft landed hard, bounced, and became unstable. Instead of executing a go-around, attempts to salvage the landing resulted in another severe impact, collapsing the landing gear and destroying the aircraft in a post-crash fire. All five crew members survived. The accident highlighted a key lesson: when an MD-11 bounced significantly after touchdown, a go-around was often the safest option. That lesson resurfaced in tragic fashion in 2009 at Narita, Japan. During strong and gusty crosswinds, a FedEx MD-11 touched down hard and bounced. Believing the aircraft could still be recovered onto the runway, the crew attempted to continue the landing. The resulting control inputs led to an even harder impact, loss of control, and a crash that destroyed the aircraft and claimed the lives of both pilots. 📹: buybygb

Turbine Traveller

206,423 просмотров • 3 месяцев назад

The preliminary NTSB report on the United Airlines Flight 169 incident at Newark has been released. According to investigators, the crew encountered gusty headwinds and moderate turbulence on final approach to Runway 29. The captain disconnected the autopilot and autothrottles at about 880 feet and reduced thrust after the aircraft accelerated in the headwind. As the aircraft descended below 500 feet, the first officer repeatedly warned that the jet was becoming "slow" and later "still slow and a little low." Despite the decreasing airspeed, the approach continued and the captain responded to the automated 500-foot callout with "stable." Just seconds before touchdown, multiple crew members heard a loud "thump." After landing, the aircraft taxied normally to the gate, where the captain discovered significant damage to the aft fuselage. Investigators found three punctures, dents, and creases along the lower left rear fuselage. The damage was substantial enough to affect all three elements of the fuselage structure. The No. 1 left main landing gear tire also showed slash marks. The report also details damage to the truck involved in the collision, including windshield damage and punctures in the trailer's aluminum siding. Following the incident, United issued new operational guidance to pilots, warning against "ducking under" electronic or visual glide paths during the visual segment of an approach—a technique identified through its Safety Management System as contributing to dangerously low approach altitudes. The investigation remains ongoing.
0:22

The preliminary NTSB report on the United Airlines Flight 169 incident at Newark has been released. According to investigators, the crew encountered gusty headwinds and moderate turbulence on final approach to Runway 29. The captain disconnected the autopilot and autothrottles at about 880 feet and reduced thrust after the aircraft accelerated in the headwind. As the aircraft descended below 500 feet, the first officer repeatedly warned that the jet was becoming "slow" and later "still slow and a little low." Despite the decreasing airspeed, the approach continued and the captain responded to the automated 500-foot callout with "stable." Just seconds before touchdown, multiple crew members heard a loud "thump." After landing, the aircraft taxied normally to the gate, where the captain discovered significant damage to the aft fuselage. Investigators found three punctures, dents, and creases along the lower left rear fuselage. The damage was substantial enough to affect all three elements of the fuselage structure. The No. 1 left main landing gear tire also showed slash marks. The report also details damage to the truck involved in the collision, including windshield damage and punctures in the trailer's aluminum siding. Following the incident, United issued new operational guidance to pilots, warning against "ducking under" electronic or visual glide paths during the visual segment of an approach—a technique identified through its Safety Management System as contributing to dangerously low approach altitudes. The investigation remains ongoing.

Turbine Traveller

505,008 просмотров • 3 месяцев назад

Air Canada Boeing 737 MAX 8 veered off the taxiway after landing at Montreal Airport on Thursday, coming to a stop on the grass. ADS-B data indicates that the aircraft landed on runway 06L and at a ground speed of 55 knots the aircraft vacated the runway via taxiway B3. It failed to turn onto taxiway B and veered off into the grass. In a statement Air Canada officials said Flight AC774 arriving from Los Angeles around 4 p.m. exited the taxiway after landing. By 7:45 p.m., Air Canada confirmed all passengers and crew had disembarked the plane and been transported to the terminal via buses.
0:23

Air Canada Boeing 737 MAX 8 veered off the taxiway after landing at Montreal Airport on Thursday, coming to a stop on the grass. ADS-B data indicates that the aircraft landed on runway 06L and at a ground speed of 55 knots the aircraft vacated the runway via taxiway B3. It failed to turn onto taxiway B and veered off into the grass. In a statement Air Canada officials said Flight AC774 arriving from Los Angeles around 4 p.m. exited the taxiway after landing. By 7:45 p.m., Air Canada confirmed all passengers and crew had disembarked the plane and been transported to the terminal via buses.

Breaking Aviation News & Videos

309,766 просмотров • 2 месяцев назад

A case of “get there itis” August 23 2005: TANS Perú Flight 204, a B-737, crashes in Pucallpa (Peru), 40 of 98 aboard die. On approach, the jet impacted swamplands in a CFIT, 3.8 mi from the runway. Report pointed to pilot actions, namely the decision to proceed with the landing attempt in poor weather, stating it was safer to divert. Inquiry noted that the crew failed to follow SOP in adverse weather. The captain assumed control of the aircraft, but the trainee pilot did not immediately monitor the instruments, leaving the crew unaware of the rapid descent during the critical seconds when the accident might have been avoided. Investigation of the crash site was hampered by looters, who removed various items from the wreck as scrap. A US$500 reward was offered and successfully led to the return of the flight data recorder. According to Aviation Safety Network, it was among the deadliest accidents of 2005 and the second major crash involving a TANS Perú aircraft in just over two years. Video – Mayday ACI “Blind Landing”
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A case of “get there itis” August 23 2005: TANS Perú Flight 204, a B-737, crashes in Pucallpa (Peru), 40 of 98 aboard die. On approach, the jet impacted swamplands in a CFIT, 3.8 mi from the runway. Report pointed to pilot actions, namely the decision to proceed with the landing attempt in poor weather, stating it was safer to divert. Inquiry noted that the crew failed to follow SOP in adverse weather. The captain assumed control of the aircraft, but the trainee pilot did not immediately monitor the instruments, leaving the crew unaware of the rapid descent during the critical seconds when the accident might have been avoided. Investigation of the crash site was hampered by looters, who removed various items from the wreck as scrap. A US$500 reward was offered and successfully led to the return of the flight data recorder. According to Aviation Safety Network, it was among the deadliest accidents of 2005 and the second major crash involving a TANS Perú aircraft in just over two years. Video – Mayday ACI “Blind Landing”

Francisco Cunha

188,772 просмотров • 1 месяц назад

PRIVATE JET CRASH AT LA ROMANA AIRPORT – PILOT & CO-PILOT KILLED IN FIERY EMERGENCY LANDING 🔥 A US-registered Gulfstream G200 business jet (registration N318JF) crashed and exploded in a massive fireball while attempting an emergency landing at La Romana International Airport (LRM) in the Dominican Republic on Sunday, June 7, 2026. The jet had just departed La Romana bound for Austin, Texas when the crew declared a severe emergency shortly after takeoff (around 16 nautical miles out). Reports point to possible engine failure or major mechanical/hydraulic issues. The pilots turned back for an emergency return. On final approach to runway 29, the aircraft came in hot, slammed hard onto the runway, wheels reportedly blew off on impact, bounced, skidded, and erupted into flames with thick black smoke visible for miles. Tragically, both the pilot and co-pilot were killed. There were no passengers on board. The aircraft was completely destroyed. Shocking video footage circulating online captures the horrifying moment — the jet hitting the runway violently before turning into a blazing inferno. The jet, a 2004 model operated by Aibonito Aviation LLC, had recently arrived from Puerto Rico and refueled before the fatal flight. Dominican authorities, including the Civil Aviation Institute (IDAC), firefighters, and emergency teams responded quickly. A full investigation is now underway to determine the exact cause of the mechanical failure and the crash. This is the latest in a string of high-profile aviation incidents. Our thoughts are with the families of the two crew members who lost their lives.
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PRIVATE JET CRASH AT LA ROMANA AIRPORT – PILOT & CO-PILOT KILLED IN FIERY EMERGENCY LANDING 🔥 A US-registered Gulfstream G200 business jet (registration N318JF) crashed and exploded in a massive fireball while attempting an emergency landing at La Romana International Airport (LRM) in the Dominican Republic on Sunday, June 7, 2026. The jet had just departed La Romana bound for Austin, Texas when the crew declared a severe emergency shortly after takeoff (around 16 nautical miles out). Reports point to possible engine failure or major mechanical/hydraulic issues. The pilots turned back for an emergency return. On final approach to runway 29, the aircraft came in hot, slammed hard onto the runway, wheels reportedly blew off on impact, bounced, skidded, and erupted into flames with thick black smoke visible for miles. Tragically, both the pilot and co-pilot were killed. There were no passengers on board. The aircraft was completely destroyed. Shocking video footage circulating online captures the horrifying moment — the jet hitting the runway violently before turning into a blazing inferno. The jet, a 2004 model operated by Aibonito Aviation LLC, had recently arrived from Puerto Rico and refueled before the fatal flight. Dominican authorities, including the Civil Aviation Institute (IDAC), firefighters, and emergency teams responded quickly. A full investigation is now underway to determine the exact cause of the mechanical failure and the crash. This is the latest in a string of high-profile aviation incidents. Our thoughts are with the families of the two crew members who lost their lives.

Russian Market

18,788 просмотров • 3 месяцев назад