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SunExpress Boeing 737-800 suffered a left main landing gear collapse while taxiing for departure at Antalya Airport, Türkiye yesterday. The good news? It happened during taxi. You don’t even want to imagine it occurring during takeoff or landing. A few things could be at play here: The main landing...

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Turbine Traveller

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63,355 views • 5 months ago •via X (Twitter)

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In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.
0:29

In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.

Mechanical Knowledge

467,411 views • 4 months ago

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance
1:17

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

aircraftmaintenancengineer

19,786 views • 1 month ago

United Airlines Flight 2477 (Boeing 737 MAX 8) has suffered a left main landing gear collapse after trying to taxi off runway 27 at IAH airport in Houston, Texas. It’s unclear whether the gear collapsed as a result running off the taxi way or it failed. Another bad day for United Airlines. Audio via LiveATC.net
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United Airlines Flight 2477 (Boeing 737 MAX 8) has suffered a left main landing gear collapse after trying to taxi off runway 27 at IAH airport in Houston, Texas. It’s unclear whether the gear collapsed as a result running off the taxi way or it failed. Another bad day for United Airlines. Audio via LiveATC.net

Thenewarea51

386,837 views • 2 years ago

On Apr. 30, 1966, the second XB-70 prototype, Air Vehicle 2 (AV 2), suffered a short circuit in the landing gear retraction system shortly after takeoff from Edwards Air Force Base. As a result of this malfunction, the nose gear was blown back into the partially retracted gear well door, and the tires were slashed. The malfunction caused hydraulic pressure to remain on three of the four main wheel brakes which, being locked when the XB-70 landed at 173 knots hours later, led to the burn-up of the Valkyrie's main landing gear tires.
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On Apr. 30, 1966, the second XB-70 prototype, Air Vehicle 2 (AV 2), suffered a short circuit in the landing gear retraction system shortly after takeoff from Edwards Air Force Base. As a result of this malfunction, the nose gear was blown back into the partially retracted gear well door, and the tires were slashed. The malfunction caused hydraulic pressure to remain on three of the four main wheel brakes which, being locked when the XB-70 landed at 173 knots hours later, led to the burn-up of the Valkyrie's main landing gear tires.

Aviation

541,719 views • 3 months ago

That was a spectacular emergency landing while dragging the wing on the Runway surface before coming to a rest. On Wednesday, a Beechcraft B200 Super King Air aircraft (N3PX) made an emergency landing at the Conroe North Houston Regional Airport after experiencing a landing gear failure. The pilot is being hailed for the skill and successful emergency landing, while the prompt response from the first responders was praised. All three people on board, two passengers and the pilot, remained safe. 🎥Conroe Police Department, Texas #aircraft #safety
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That was a spectacular emergency landing while dragging the wing on the Runway surface before coming to a rest. On Wednesday, a Beechcraft B200 Super King Air aircraft (N3PX) made an emergency landing at the Conroe North Houston Regional Airport after experiencing a landing gear failure. The pilot is being hailed for the skill and successful emergency landing, while the prompt response from the first responders was praised. All three people on board, two passengers and the pilot, remained safe. 🎥Conroe Police Department, Texas #aircraft #safety

FL360aero

52,846 views • 1 year ago

#WATCH | Air India Plane Crash | Noida, UP: Former Pilot Ehsan Khalid says, "... The Flight Data Recorder, Cockpit Voice Recorder and the ACARS data will tell exactly what may have happened. The visuals show that the aircraft went down while flying. Which means there was no mid-air explosion... The visuals show that the aircraft faced a loss of power... The loss of power can be due to engine malfunction, but it is very unlikely that both engines would lose power simultaneously... It is a very big engine, and it is rare that both engines lose power due to a bird hit in a one-minute duration... The pilot gave a mayday call. This means that the failure was seen in the cockpit... They went airborne while combating that failure... I don't understand why the landing gear was still down... The landing gear is raised as soon as the flight takes off... Since the landing gear was down, it is possible that a loss of engine was detected beforehand... There are many variables, and any speculation would be unjust... The biggest question is why the landing gear was not up. The flight was at a height of 600 feet... Whether it was one problem or multiple problems, no one can say anything yet..."
5:34

#WATCH | Air India Plane Crash | Noida, UP: Former Pilot Ehsan Khalid says, "... The Flight Data Recorder, Cockpit Voice Recorder and the ACARS data will tell exactly what may have happened. The visuals show that the aircraft went down while flying. Which means there was no mid-air explosion... The visuals show that the aircraft faced a loss of power... The loss of power can be due to engine malfunction, but it is very unlikely that both engines would lose power simultaneously... It is a very big engine, and it is rare that both engines lose power due to a bird hit in a one-minute duration... The pilot gave a mayday call. This means that the failure was seen in the cockpit... They went airborne while combating that failure... I don't understand why the landing gear was still down... The landing gear is raised as soon as the flight takes off... Since the landing gear was down, it is possible that a loss of engine was detected beforehand... There are many variables, and any speculation would be unjust... The biggest question is why the landing gear was not up. The flight was at a height of 600 feet... Whether it was one problem or multiple problems, no one can say anything yet..."

ANI

529,232 views • 1 year ago

🚨 JUST IN: UNITED AIRLINES BOEING 777 TAKES OFF WITH MAJOR FUEL LEAK This is happening WAY too frequently with both Boeing and United The 777 was taking off from Sydney, Australia in route to San Francisco when it was captured on video dumping fuel all over the runway, which is just another example of technical failures occurring recently on United’s Boeing fleet. We’ve also seen another United Airlines 777 lose a wheel during takeoff ago, and a United 737’s landing gear collapse while landing in Houston within the past three days alone. IS THIS A RESULT OF DEI HIRES?
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🚨 JUST IN: UNITED AIRLINES BOEING 777 TAKES OFF WITH MAJOR FUEL LEAK This is happening WAY too frequently with both Boeing and United The 777 was taking off from Sydney, Australia in route to San Francisco when it was captured on video dumping fuel all over the runway, which is just another example of technical failures occurring recently on United’s Boeing fleet. We’ve also seen another United Airlines 777 lose a wheel during takeoff ago, and a United 737’s landing gear collapse while landing in Houston within the past three days alone. IS THIS A RESULT OF DEI HIRES?

Nick Sortor

3,150,084 views • 2 years ago

🚨#BREAKING: A Boeing 737 Southwest Airlines had to Make a Emergency Landing after parts of the Engine Cowling Detaches 📌#Denver | #Colorado Currently, emergency crews and authorities are on the scene after a Boeing 737-800 Southwest Airlines Flight WN3695/SWA3695 departing from Denver International Airport bound for Houston, Texas, experienced an incident during takeoff. The pilots on board declared an emergency landing to air traffic control after reporting that a piece of engine cowling had detached and was dangling off. Video recorded by a passenger shows the detached engine cowling flapping during the flight. The aircraft safely returned to Denver International Airport, and no injuries have been reported. The FAA will be investigating the situation.
0:43

🚨#BREAKING: A Boeing 737 Southwest Airlines had to Make a Emergency Landing after parts of the Engine Cowling Detaches 📌#Denver | #Colorado Currently, emergency crews and authorities are on the scene after a Boeing 737-800 Southwest Airlines Flight WN3695/SWA3695 departing from Denver International Airport bound for Houston, Texas, experienced an incident during takeoff. The pilots on board declared an emergency landing to air traffic control after reporting that a piece of engine cowling had detached and was dangling off. Video recorded by a passenger shows the detached engine cowling flapping during the flight. The aircraft safely returned to Denver International Airport, and no injuries have been reported. The FAA will be investigating the situation.

R A W S A L E R T S

13,019,523 views • 2 years ago

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.
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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 views • 6 months ago

Alright, the BFU report on that Lufthansa 787 nose gear collapse at Frankfurt is out. And it’s exactly what I figured the second I saw the video. They were troubleshooting an MLG door control fault. Book says move the gear lever to UP to do the test. Problem? The nose downlock pin never went in. It was sitting in the avionics compartment . Main gear pins were fine.. nose one wasn’t. I’ve done this exact kind of job. On a B787-10. I had an SLG actuator fault after a hard landing. Had to pressure up the hydraulics and put the lever UP to deactivate it. Same thing on a B787-8 with an MLG control solenoid issue. Every single time the AMM and the DDG hammer the same warning: install the downlock pins first or you risk the gear retracting on you. You can’t just flip that lever up casually either.. there’s an override you push while you lift it. But once you do, if the pin’s missing… hydraulics do what hydraulics do. B787s have tons of redundancy in the air. On the ground during maintenance? That physical pin is the last line of defence. That’s why the main gear stayed put and the nose didn’t.
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Alright, the BFU report on that Lufthansa 787 nose gear collapse at Frankfurt is out. And it’s exactly what I figured the second I saw the video. They were troubleshooting an MLG door control fault. Book says move the gear lever to UP to do the test. Problem? The nose downlock pin never went in. It was sitting in the avionics compartment . Main gear pins were fine.. nose one wasn’t. I’ve done this exact kind of job. On a B787-10. I had an SLG actuator fault after a hard landing. Had to pressure up the hydraulics and put the lever UP to deactivate it. Same thing on a B787-8 with an MLG control solenoid issue. Every single time the AMM and the DDG hammer the same warning: install the downlock pins first or you risk the gear retracting on you. You can’t just flip that lever up casually either.. there’s an override you push while you lift it. But once you do, if the pin’s missing… hydraulics do what hydraulics do. B787s have tons of redundancy in the air. On the ground during maintenance? That physical pin is the last line of defence. That’s why the main gear stayed put and the nose didn’t.

Fahad Naim

19,424 views • 1 month ago

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)
0:49

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)

Turbine Traveller

295,316 views • 2 months ago

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

206,274 views • 2 months ago

It was 4 years ago-on April 7, 2022-when a Boeing 757 operated by DHL Aero Expreso (reg: HP-2010DAE) broke in two after an emergency return to Juan Santamaría International Airport. Shortly after departure for Guatemala City, the crew reported hydraulic system issues and requested an immediate return. Upon landing around 10:30 a.m., the aircraft veered off Runway 25 and split into two, triggering a major emergency response. The final report (CR-ACC-CO-002-2022) later revealed a complex chain of events involving hydraulic failure and abnormal thrust lever movement during the landing roll-at a phase where deceleration
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It was 4 years ago-on April 7, 2022-when a Boeing 757 operated by DHL Aero Expreso (reg: HP-2010DAE) broke in two after an emergency return to Juan Santamaría International Airport. Shortly after departure for Guatemala City, the crew reported hydraulic system issues and requested an immediate return. Upon landing around 10:30 a.m., the aircraft veered off Runway 25 and split into two, triggering a major emergency response. The final report (CR-ACC-CO-002-2022) later revealed a complex chain of events involving hydraulic failure and abnormal thrust lever movement during the landing roll-at a phase where deceleration

Turbine Traveller

119,408 views • 4 months ago

SU25 - Soviet Aviation Engineering and Adaptations The Soviets understood that it would be extremely difficult to win the technological race against the West, so they sought to offset this disadvantage through practical adaptations. Soviet engineering emphasized simplicity, robustness, and the ability to operate in hostile environments as harsh winters and limited infrastructure. In the case of the Su-25, it features reinforced landing gear with low-pressure tires, elevated engine air intakes with protections against foreign object debris (FOD), heavy underside armor to withstand impacts, and STOL capability, allowing operations from runways as short as 300–500 m in poor conditions such as dirt or mud. Beyond the Su-25 ground-operating characteristics, which have largely been inherited by the modern Su-34, many MiG series aircraft could be equipped with skis on the landing gear for takeoff and landing on snow or ice, a capability regularly used in Arctic operations.
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SU25 - Soviet Aviation Engineering and Adaptations The Soviets understood that it would be extremely difficult to win the technological race against the West, so they sought to offset this disadvantage through practical adaptations. Soviet engineering emphasized simplicity, robustness, and the ability to operate in hostile environments as harsh winters and limited infrastructure. In the case of the Su-25, it features reinforced landing gear with low-pressure tires, elevated engine air intakes with protections against foreign object debris (FOD), heavy underside armor to withstand impacts, and STOL capability, allowing operations from runways as short as 300–500 m in poor conditions such as dirt or mud. Beyond the Su-25 ground-operating characteristics, which have largely been inherited by the modern Su-34, many MiG series aircraft could be equipped with skis on the landing gear for takeoff and landing on snow or ice, a capability regularly used in Arctic operations.

Patricia Marins

29,369 views • 6 months ago

One person is dead and four others are injured after a Learjet 35A veers off the runway after landing at Scottsdale Airport and crashes into another aircraft, according to the Federal Aviation Authority. "According to initial reports, the Learjet’s left main landing gear failed upon landing, leading to the collision," the City of Scottsdale said in a statement, which also confirmed that the flight was inbound from Austin, Texas. Two individuals were in critical condition, and they were sent to local trauma centers, he said. Another person was sent to a local hospital, and a fourth refused treatment at the scene. The Mötley Crüe singer Vince Neil was identified as the owner of the Learjet. In a statement posted to X on Monday, representatives for Neil confirmed that he was not aboard the jet at the time of the incident.
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One person is dead and four others are injured after a Learjet 35A veers off the runway after landing at Scottsdale Airport and crashes into another aircraft, according to the Federal Aviation Authority. "According to initial reports, the Learjet’s left main landing gear failed upon landing, leading to the collision," the City of Scottsdale said in a statement, which also confirmed that the flight was inbound from Austin, Texas. Two individuals were in critical condition, and they were sent to local trauma centers, he said. Another person was sent to a local hospital, and a fourth refused treatment at the scene. The Mötley Crüe singer Vince Neil was identified as the owner of the Learjet. In a statement posted to X on Monday, representatives for Neil confirmed that he was not aboard the jet at the time of the incident.

Breaking Aviation News & Videos

121,745 views • 1 year ago

EX-RUSSIAN PILOT FACES $1.5M LAWSUIT AFTER 2023 URAL AIRLINES EMERGENCY FIELD LANDING Russian pilot Sergei Belov faces a 118.9 million ruble (~$1.5M) lawsuit for damage caused during a 2023 emergency field landing in the Novosibirsk region, according to court filings revealed on January 22. The claim covers damage to the right landing gear bay door, three fan blades of the right engine, six wheels, and four brakes, with costs based on repairs. Belov piloted Ural Airlines Flight U6-1383, an Airbus A320 that lost its Green hydraulic system en route from Sochi to Omsk. The crew diverted to Novosibirsk for its longer runway but failed to notice the landing gear could not retract, increasing drag and fuel consumption. With fuel critically low, the crew declared an emergency and landed in a field 185 km west of Novosibirsk. All passengers survived; the aircraft was later dismantled. A later-retracted investigation cited crew errors, miscalculated fuel planning, poor workload distribution, and inadequate fuel monitoring, while tracing the hydraulic failure to wear of a flexible hose. The case raises a key question for global aviation: Should pilots face personal financial liability for complex systemic failures, or are they now being blamed and sued for decisions made during in-flight emergencies? ✈️⚖️
0:45

EX-RUSSIAN PILOT FACES $1.5M LAWSUIT AFTER 2023 URAL AIRLINES EMERGENCY FIELD LANDING Russian pilot Sergei Belov faces a 118.9 million ruble (~$1.5M) lawsuit for damage caused during a 2023 emergency field landing in the Novosibirsk region, according to court filings revealed on January 22. The claim covers damage to the right landing gear bay door, three fan blades of the right engine, six wheels, and four brakes, with costs based on repairs. Belov piloted Ural Airlines Flight U6-1383, an Airbus A320 that lost its Green hydraulic system en route from Sochi to Omsk. The crew diverted to Novosibirsk for its longer runway but failed to notice the landing gear could not retract, increasing drag and fuel consumption. With fuel critically low, the crew declared an emergency and landed in a field 185 km west of Novosibirsk. All passengers survived; the aircraft was later dismantled. A later-retracted investigation cited crew errors, miscalculated fuel planning, poor workload distribution, and inadequate fuel monitoring, while tracing the hydraulic failure to wear of a flexible hose. The case raises a key question for global aviation: Should pilots face personal financial liability for complex systemic failures, or are they now being blamed and sued for decisions made during in-flight emergencies? ✈️⚖️

Turbine Traveller

29,203 views • 6 months ago

🚨#BREAKING: Watch a Private Jet Veers Off Runway, Colliding with Another Jet Killing One and Injuring Multiple Others 📌#Scottsdale | #Arizona Watch as a private jet owned by Mötley Crüe singer Vince Neil crashed into a parked jet at Scottsdale Municipal Airport in Scottsdale, Arizona. At least one person is dead after the two jets collided on the runway. According to the FAA, a Learjet 35A veered off the runway after landing and struck a Gulfstream 200 business jet on the ramp. Airport officials reported that the Learjet’s left main landing gear appeared to have failed during landing, leading to the collision. When fire crews arrived, one person was already deceased, while three others were treated for various injuries at a nearby hospital.
0:48

🚨#BREAKING: Watch a Private Jet Veers Off Runway, Colliding with Another Jet Killing One and Injuring Multiple Others 📌#Scottsdale | #Arizona Watch as a private jet owned by Mötley Crüe singer Vince Neil crashed into a parked jet at Scottsdale Municipal Airport in Scottsdale, Arizona. At least one person is dead after the two jets collided on the runway. According to the FAA, a Learjet 35A veered off the runway after landing and struck a Gulfstream 200 business jet on the ramp. Airport officials reported that the Learjet’s left main landing gear appeared to have failed during landing, leading to the collision. When fire crews arrived, one person was already deceased, while three others were treated for various injuries at a nearby hospital.

R A W S A L E R T S

1,198,599 views • 1 year ago

“Probable Cause: The pilot's operation of the airplane while intoxicated, which resulted in a loss of airplane control on landing” (and at the wrong airport) July 18 2019: a private Citation II crashes in Nevada (US), no casualties. Jet left the runway on landing at Mesquite, lost its undercarriage, and was destroyed in a fire. The aircraft was on a ferry flight, and it was not intended to land at Mesquite: the pilot was later arrested on suspicion of flying while drunk (later confirmed) (Below is an exact quote of the accident report: I can imagine that when this came out, the pilot was busy printing CVs) “After authorities arrived on site, the pilot was arrested for operating an aircraft under the influence of alcohol. The pilot was found to have a blood alcohol level of .288, which exceeded the FAA's allowable limit of .040. This likely contributed to the pilot landing at the incorrect airport and his subsequent loss of airplane control during landing” More info here, from the NTSB report "The flight departed Pasco-Tri-Cities Airport, Washington, at about 16:25 on a ferry flight to Las Vegas-Henderson Sky Harbor Airport, Nevada. While approaching Class B airspace, air traffic control noted the pilot’s slurred speech and repeatedly asked if the oxygen system was working. About 85 miles from the destination, the pilot reported having a nearby airport in sight and requested a visual approach several times, despite being instructed to continue southwest. The airplane soon dropped off radar, landed at the unintended airport instead, and touched down hard about halfway down the runway before sliding to a stop on the left side, with the fuselage and wings largely destroyed by post-impact fire".
1:55

“Probable Cause: The pilot's operation of the airplane while intoxicated, which resulted in a loss of airplane control on landing” (and at the wrong airport) July 18 2019: a private Citation II crashes in Nevada (US), no casualties. Jet left the runway on landing at Mesquite, lost its undercarriage, and was destroyed in a fire. The aircraft was on a ferry flight, and it was not intended to land at Mesquite: the pilot was later arrested on suspicion of flying while drunk (later confirmed) (Below is an exact quote of the accident report: I can imagine that when this came out, the pilot was busy printing CVs) “After authorities arrived on site, the pilot was arrested for operating an aircraft under the influence of alcohol. The pilot was found to have a blood alcohol level of .288, which exceeded the FAA's allowable limit of .040. This likely contributed to the pilot landing at the incorrect airport and his subsequent loss of airplane control during landing” More info here, from the NTSB report "The flight departed Pasco-Tri-Cities Airport, Washington, at about 16:25 on a ferry flight to Las Vegas-Henderson Sky Harbor Airport, Nevada. While approaching Class B airspace, air traffic control noted the pilot’s slurred speech and repeatedly asked if the oxygen system was working. About 85 miles from the destination, the pilot reported having a nearby airport in sight and requested a visual approach several times, despite being instructed to continue southwest. The airplane soon dropped off radar, landed at the unintended airport instead, and touched down hard about halfway down the runway before sliding to a stop on the left side, with the fuselage and wings largely destroyed by post-impact fire".

Francisco Cunha

25,147 views • 23 days ago

It's always fascinating to watch the outflow valve (OFV) close during takeoff. This marks the beginning of the aircraft’s pre-pressurisation cycle. While it does provide a smoother transition to pressurised flight and improves passenger comfort, its main purpose goes beyond that. The primary reason for closing the outflow valve at takeoff is to prevent a slight pressure bump that occurs during aircraft rotation. At high angles of attack, an air cushion effect forms over the aft outflow valve, which can cause a momentary reverse airflow - potentially pushing air back into the cabin through the OFV. This pre-pressurization prevents FOD from being blown into the cabin, and this is also the reason the airplane lands with a slightly pressurized cabin. #FunFact
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It's always fascinating to watch the outflow valve (OFV) close during takeoff. This marks the beginning of the aircraft’s pre-pressurisation cycle. While it does provide a smoother transition to pressurised flight and improves passenger comfort, its main purpose goes beyond that. The primary reason for closing the outflow valve at takeoff is to prevent a slight pressure bump that occurs during aircraft rotation. At high angles of attack, an air cushion effect forms over the aft outflow valve, which can cause a momentary reverse airflow - potentially pushing air back into the cabin through the OFV. This pre-pressurization prevents FOD from being blown into the cabin, and this is also the reason the airplane lands with a slightly pressurized cabin. #FunFact

Arjun Singh

23,735 views • 4 months ago