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The B-1 escape capsule would eventually be replaced with ejection seats - 3 prototypes configured and 1 fatality. On Aug 29, 1984, a B-1A Prototype stalled at low altitude due to fuel transfer error causing aft CG shift during wing sweep. Crew ejected the escape capsule at ~1,500 ft....

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Tim Farmer

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104,716 просмотров • 7 месяцев назад •via X (Twitter)

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WHEN HUMIDITY BROUGHT DOWN A STEALTH GIANT — THE $1.4BN B-2 CRASH On February 23, 2008, a Northrop Grumman B-2 Spirit crashed seconds after takeoff from Andersen Air Force Base — the most expensive air crash in history at the time. The cause wasn’t engine failure or pilot error. Moisture contamination in 3 of the aircraft’s 24 air data sensors caused them to transmit incorrect data to the flight control computers. The system miscalculated airspeed, altitude, and pitch attitude. As the jet rotated, the computers interpreted the data as if the nose were pointed downward and commanded an abrupt nose-up input. The aircraft over-rotated, exceeded its critical angle of attack, and stalled almost immediately after liftoff. The left wing struck the runway. Both pilots ejected safely, with one sustaining serious injuries. Worth noting, the Northrop B-2 Spirit bomber was valued at $1.4billion back in 2008, value has since risen (approx) $2 billion per aircraft. 📹: Stephen Trimble(YouTube)
1:17

WHEN HUMIDITY BROUGHT DOWN A STEALTH GIANT — THE $1.4BN B-2 CRASH On February 23, 2008, a Northrop Grumman B-2 Spirit crashed seconds after takeoff from Andersen Air Force Base — the most expensive air crash in history at the time. The cause wasn’t engine failure or pilot error. Moisture contamination in 3 of the aircraft’s 24 air data sensors caused them to transmit incorrect data to the flight control computers. The system miscalculated airspeed, altitude, and pitch attitude. As the jet rotated, the computers interpreted the data as if the nose were pointed downward and commanded an abrupt nose-up input. The aircraft over-rotated, exceeded its critical angle of attack, and stalled almost immediately after liftoff. The left wing struck the runway. Both pilots ejected safely, with one sustaining serious injuries. Worth noting, the Northrop B-2 Spirit bomber was valued at $1.4billion back in 2008, value has since risen (approx) $2 billion per aircraft. 📹: Stephen Trimble(YouTube)

Turbine Traveller

66,410 просмотров • 7 месяцев назад

On May 2, 1944, a B-24H Liberator bomber flew home from a mission over Italy with a massive piece of another airplane wrapped entirely around its nose. During a 15th Air Force bombing raid over Parma, the B-24 named "Big Fat Mama" (Serial 41-29453) collided mid-air with a fellow bomber, "Southern Gal" (Serial 42-52454). The impact was so violent that it sheared off "Southern Gal's" entire vertical tail stabilizer. The severed fin wedged itself tightly onto the nose section of "Big Fat Mama," completely blocking the bombardier's view and severely disrupting the plane's aerodynamics. The collision instantly split the fates of the two crews: The Crew of "Big Fat Mama": Believing the bomber was doomed during an initial steep dive, four crew members bailed out over enemy territory. Two were captured and spent the war as POWs, while two evaded capture with the help of Italian partisans. The remaining crew stayed at the controls, fighting the heavily damaged aircraft across the Mediterranean. Relying on sheer piloting skill, they executed a successful emergency landing at a U.S. fighter strip in Borgo-Poretta, Corsica. Everyone remaining on board survived. The Crew of "Southern Gal": Ripped of its tail surfaces and flight controls, the aircraft went into an uncontrollable spin and plunged to the ground near Villafranca Lunigiana. Trapped inside the rapidly falling fuselage, eight crew members were killed in action. Only two managed to escape the spinning aircraft; both parachuted safely into occupied territory but were quickly captured and spent the rest of the war as POWs. "Big Fat Mama" was subsequently repaired, returned to service, and flew for several more months before a runway accident at Pantanella Air Base in February 1945 permanently retired the legendary airframe.🫡
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On May 2, 1944, a B-24H Liberator bomber flew home from a mission over Italy with a massive piece of another airplane wrapped entirely around its nose. During a 15th Air Force bombing raid over Parma, the B-24 named "Big Fat Mama" (Serial 41-29453) collided mid-air with a fellow bomber, "Southern Gal" (Serial 42-52454). The impact was so violent that it sheared off "Southern Gal's" entire vertical tail stabilizer. The severed fin wedged itself tightly onto the nose section of "Big Fat Mama," completely blocking the bombardier's view and severely disrupting the plane's aerodynamics. The collision instantly split the fates of the two crews: The Crew of "Big Fat Mama": Believing the bomber was doomed during an initial steep dive, four crew members bailed out over enemy territory. Two were captured and spent the war as POWs, while two evaded capture with the help of Italian partisans. The remaining crew stayed at the controls, fighting the heavily damaged aircraft across the Mediterranean. Relying on sheer piloting skill, they executed a successful emergency landing at a U.S. fighter strip in Borgo-Poretta, Corsica. Everyone remaining on board survived. The Crew of "Southern Gal": Ripped of its tail surfaces and flight controls, the aircraft went into an uncontrollable spin and plunged to the ground near Villafranca Lunigiana. Trapped inside the rapidly falling fuselage, eight crew members were killed in action. Only two managed to escape the spinning aircraft; both parachuted safely into occupied territory but were quickly captured and spent the rest of the war as POWs. "Big Fat Mama" was subsequently repaired, returned to service, and flew for several more months before a runway accident at Pantanella Air Base in February 1945 permanently retired the legendary airframe.🫡

Aviation Archive - Tim Farmer

202,100 просмотров • 2 месяцев назад

This was such a close call that all simulations on it resulted in a crash [and would have likely been one of the worst in history had it been so] August 9 1978: Olympic Airways Flight 411, a B-747 with 418 aboard, had a near miss over Athens (Greece). Due to crew actions on takeoff, engine thrust was reduced drastically. The jet lost significant altitude and speed: it flew as low as 153 ft and at a speed of 158 kts before the crew recovered. Boeing inquiry stated the jet lost power after crew mistakenly turned off the engine´s water injection system, reducing thrust, which led to a loss of altitude and speed that put the plane near an irrecoverable stall. To get an idea of how close this came to a major disaster (a 747 loaded with fuel going down in a major city), all of Boeing´s simulations of the scenarios presented in the flight resulted in a crash. Video is an excerpt from an analysis by Mentour Pilot, well worth a check – you can see the full video on the link here
1:19

This was such a close call that all simulations on it resulted in a crash [and would have likely been one of the worst in history had it been so] August 9 1978: Olympic Airways Flight 411, a B-747 with 418 aboard, had a near miss over Athens (Greece). Due to crew actions on takeoff, engine thrust was reduced drastically. The jet lost significant altitude and speed: it flew as low as 153 ft and at a speed of 158 kts before the crew recovered. Boeing inquiry stated the jet lost power after crew mistakenly turned off the engine´s water injection system, reducing thrust, which led to a loss of altitude and speed that put the plane near an irrecoverable stall. To get an idea of how close this came to a major disaster (a 747 loaded with fuel going down in a major city), all of Boeing´s simulations of the scenarios presented in the flight resulted in a crash. Video is an excerpt from an analysis by Mentour Pilot, well worth a check – you can see the full video on the link here

Francisco Cunha

88,694 просмотров • 1 месяц назад

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "
0:34

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "

Francisco Cunha

24,859 просмотров • 4 месяцев назад

The original B-52 prototypes featured a fighter-style tandem cockpit and a history of design reversals that completely look different from the production models flying today. The XB-52 and YB-52 were the two original prototypes built by Boeing that launched the B-52 Stratofortress program, serving as the critical testbeds for America’s long-standing strategic bomber fleet. Though the XB-52 (49-230) was built first as the primary experimental airframe, a major pneumatic system explosion during ground testing in November 1951 severely damaged its wing trailing edge and delayed its deployment. As a result, the pre-production YB-52 (49-231) made the program's maiden flight on April 15, 1952, under the command of test pilot Tex Johnston, while the repaired XB-52 did not take flight until October 2, 1952. Both aircraft featured a distinct tandem cockpit canopy that sat the pilot and co-pilot in a single-file line. This arrangement was ultimately discarded for a side-by-side seating configuration on all subsequent production models at the request of Strategic Air Command chief General Curtis LeMay to improve crew coordination. Equipped with eight Pratt & Whitney YJ57-P-3 turbojet engines and dummy tail-gun fairings, both aircraft spent their lifespans in military flight-test programs until they were ultimately dismantled and scrapped in the mid-1960s.
0:43

The original B-52 prototypes featured a fighter-style tandem cockpit and a history of design reversals that completely look different from the production models flying today. The XB-52 and YB-52 were the two original prototypes built by Boeing that launched the B-52 Stratofortress program, serving as the critical testbeds for America’s long-standing strategic bomber fleet. Though the XB-52 (49-230) was built first as the primary experimental airframe, a major pneumatic system explosion during ground testing in November 1951 severely damaged its wing trailing edge and delayed its deployment. As a result, the pre-production YB-52 (49-231) made the program's maiden flight on April 15, 1952, under the command of test pilot Tex Johnston, while the repaired XB-52 did not take flight until October 2, 1952. Both aircraft featured a distinct tandem cockpit canopy that sat the pilot and co-pilot in a single-file line. This arrangement was ultimately discarded for a side-by-side seating configuration on all subsequent production models at the request of Strategic Air Command chief General Curtis LeMay to improve crew coordination. Equipped with eight Pratt & Whitney YJ57-P-3 turbojet engines and dummy tail-gun fairings, both aircraft spent their lifespans in military flight-test programs until they were ultimately dismantled and scrapped in the mid-1960s.

Aviation Archive - Tim Farmer

25,337 просмотров • 27 дней назад

This is probably one of the best known segments of gun camera footage depicting a B-17 interception and has been featured in countless documentaries, but the raw footage is worth examining in detail in its entirety. 0:00 As the Bf 110 pilot fires an initial burst, ineffective due to insufficient deflection, puffs smoke can be seen coming from the bomber's ventral ball and tail turrets as the gunners return fire. This fails to dissuade the attacking pilot who continues to approach his target. In the distance the main bomber formation can be seen. The combat box was no doubt an effective tactic in terms of maximizing firepower and protection, and there was a significant effort made to break up these formations, such as for example using Werfer-Granate 21 rockets. The Luftwaffe used a system of points to award decorations on the Western Front detailed below and it's worth noting that the "Herausschuss" - for example damaging a B-17 sufficiently that it would separate from the formation - is given the same value and shooting down a single-engined fighter, this gives some idea of its importance and what a challenge it was considered to be. Downing a four-engined bomber already separated from the formation was less laudable than separating it in the first place as can be seen below: - Abschuss (Destroyed) Single-engined plane destroyed: 1 point Twin-engined plane destroyed: 2 points Three-engined plane destroyed: 3 points Four-engined plane destroyed: 3 points - Herausschuss (Separation) Twin-engined plane damaged: 1 point Three- or four-engined plane damaged: 2 points - Endgueltige (Final Destruction) Final destruction of a damaged twin-engined plane: 0.5 point Final destruction of a damaged four-engined plane: 1 point For some reason, perhaps due to previous damage or mechanical trouble, this particular B-17 was unable to keep up with the rest of the squadron and has therefore found itself singled out for attack. Even as the footage starts there appears to be some damage around the top of the vertical stabilizer. 0:22 As the Bf 110 settles on the B-17's 6 o'clock, the tail gunner continues to return fire with no apparent effect. The attacking pilot also pulls the trigger and starts landing concentrated hits on the B-17 with debris flying off. This illustrates the mechanism by which the German high capacity "Minengeschoss" shells were effective. Unlike armor piercing incendiary projectiles that needed to strike critical components like engines, fuel tanks and crew members in order to being an aircraft down, these explosive shells would detonate within a few inches of penetrating the aircraft skin and blow off parts of the aircraft structure itself, either making it unflyable or tearing open fuel tanks beyond what self-sealing systems could protect against. Judging by the footage the shells are from 20mm cannon, with the high explosive rounds each containing almost 20 grams of high explosive. At the 30 second mark a shell impacts the wing outboard of the #4 engine and the size of the hole made by this single impact is clearly visible. There is a good number of strikes landing around the tail gun position but it still appears to fire briefly, then falls silent after a couple of further cannon shell impacts by about the 40 second mark. 0:53 The ventral ball turret starts to rotate with the guns pointing straight down as another burst of cannon fire hits the aircraft in the #3 engine nacelle and wing root. This is the position the ball turret would need to be in for the gunner to exit his post and enter the fuselage. It is possible that he was preparing to bail out. At the one minute mark a shell impacts the ball turret directly and blows off a panel. A small fire has also started in the trailing edge of the port wing. 1:08 Now at point blank range, the Bf 110 pilot continues to rake the bomber with cannon shells, walking his fire across the fuselage and port wing. The bombers engines appear to continue functioning and from this angle the shells would be detonating in the aircraft structure well before reaching them. As the Bf 110 closes in the damage to the B-17 becomes more apparent. The rear fuselage and starboard wing are riddled with holes and the starboard horizontal stabilizer is in tatters. The tail gunner's bullet resistant window appears to have been shattered by a direct hit. The port waist gun hangs upwards as it would if no one was holding it, although there does appear to be some movement on the starboard gun. With the attacking fighter having been able to approach to bomber at such close range with impunity, it is clear that the gunners are either dead or incapacitated. It's also worth nothing that the Bf 110's rear gunner would have been equipped with a MG 81 Z twin-barreled 7.92mm machine gun with a rate of fire of over 50 rounds per second, and he would doubtless have taken the opportunity to add to the B-17 crew's misery as his aircraft overtook the bomber. Unfortunately the exact date and location and therefore the identity of the crew involved appears to have been lost to history, but this remains one of the most harrowing gun camera clips ever filmed and a poignant illustration of the horrors young men faced in the skies over Europe during the Second World War.
1:24

This is probably one of the best known segments of gun camera footage depicting a B-17 interception and has been featured in countless documentaries, but the raw footage is worth examining in detail in its entirety. 0:00 As the Bf 110 pilot fires an initial burst, ineffective due to insufficient deflection, puffs smoke can be seen coming from the bomber's ventral ball and tail turrets as the gunners return fire. This fails to dissuade the attacking pilot who continues to approach his target. In the distance the main bomber formation can be seen. The combat box was no doubt an effective tactic in terms of maximizing firepower and protection, and there was a significant effort made to break up these formations, such as for example using Werfer-Granate 21 rockets. The Luftwaffe used a system of points to award decorations on the Western Front detailed below and it's worth noting that the "Herausschuss" - for example damaging a B-17 sufficiently that it would separate from the formation - is given the same value and shooting down a single-engined fighter, this gives some idea of its importance and what a challenge it was considered to be. Downing a four-engined bomber already separated from the formation was less laudable than separating it in the first place as can be seen below: - Abschuss (Destroyed) Single-engined plane destroyed: 1 point Twin-engined plane destroyed: 2 points Three-engined plane destroyed: 3 points Four-engined plane destroyed: 3 points - Herausschuss (Separation) Twin-engined plane damaged: 1 point Three- or four-engined plane damaged: 2 points - Endgueltige (Final Destruction) Final destruction of a damaged twin-engined plane: 0.5 point Final destruction of a damaged four-engined plane: 1 point For some reason, perhaps due to previous damage or mechanical trouble, this particular B-17 was unable to keep up with the rest of the squadron and has therefore found itself singled out for attack. Even as the footage starts there appears to be some damage around the top of the vertical stabilizer. 0:22 As the Bf 110 settles on the B-17's 6 o'clock, the tail gunner continues to return fire with no apparent effect. The attacking pilot also pulls the trigger and starts landing concentrated hits on the B-17 with debris flying off. This illustrates the mechanism by which the German high capacity "Minengeschoss" shells were effective. Unlike armor piercing incendiary projectiles that needed to strike critical components like engines, fuel tanks and crew members in order to being an aircraft down, these explosive shells would detonate within a few inches of penetrating the aircraft skin and blow off parts of the aircraft structure itself, either making it unflyable or tearing open fuel tanks beyond what self-sealing systems could protect against. Judging by the footage the shells are from 20mm cannon, with the high explosive rounds each containing almost 20 grams of high explosive. At the 30 second mark a shell impacts the wing outboard of the #4 engine and the size of the hole made by this single impact is clearly visible. There is a good number of strikes landing around the tail gun position but it still appears to fire briefly, then falls silent after a couple of further cannon shell impacts by about the 40 second mark. 0:53 The ventral ball turret starts to rotate with the guns pointing straight down as another burst of cannon fire hits the aircraft in the #3 engine nacelle and wing root. This is the position the ball turret would need to be in for the gunner to exit his post and enter the fuselage. It is possible that he was preparing to bail out. At the one minute mark a shell impacts the ball turret directly and blows off a panel. A small fire has also started in the trailing edge of the port wing. 1:08 Now at point blank range, the Bf 110 pilot continues to rake the bomber with cannon shells, walking his fire across the fuselage and port wing. The bombers engines appear to continue functioning and from this angle the shells would be detonating in the aircraft structure well before reaching them. As the Bf 110 closes in the damage to the B-17 becomes more apparent. The rear fuselage and starboard wing are riddled with holes and the starboard horizontal stabilizer is in tatters. The tail gunner's bullet resistant window appears to have been shattered by a direct hit. The port waist gun hangs upwards as it would if no one was holding it, although there does appear to be some movement on the starboard gun. With the attacking fighter having been able to approach to bomber at such close range with impunity, it is clear that the gunners are either dead or incapacitated. It's also worth nothing that the Bf 110's rear gunner would have been equipped with a MG 81 Z twin-barreled 7.92mm machine gun with a rate of fire of over 50 rounds per second, and he would doubtless have taken the opportunity to add to the B-17 crew's misery as his aircraft overtook the bomber. Unfortunately the exact date and location and therefore the identity of the crew involved appears to have been lost to history, but this remains one of the most harrowing gun camera clips ever filmed and a poignant illustration of the horrors young men faced in the skies over Europe during the Second World War.

hw97karbine

393,633 просмотров • 11 месяцев назад

They were 90 seconds from launch when the rocket started burning beneath them. On the night of September 26, 1983, Vladimir Titov and Gennadi Strekalov sat sealed inside their Soyuz at Baikonur Cosmodrome in Kazakhstan, waiting to launch to the Salyut 7 space station. A faulty valve let pressurized nitrogen into a turbopump. With no fuel to resist it, the pump spun unloaded out of control and tore itself apart. Fuel subsequently spilled. A fire broke out at the base of the fully fueled vehicle. The flames quickly burned through the hardwired ground command lines that controllers used to trigger the launch escape system. Controllers had to fall back on a slower radio command that required simultaneous confirmation from two separate stations. It took roughly ten seconds after the fire was spotted for the abort order to finally go out. Precious seconds ticked by while the fire climbed. When the abort order finally went out, the escape tower’s solid motors ignited with roughly 176,000 pounds of thrust (about the power of four modern fighter jet engines) in a near-instantaneous burst. The capsule was ripped free just as the rocket exploded below them. The crew endured peak loads of 14–17 G’s as they were yanked off the rocket and nearly a kilometer into the night sky, then parachuted down a few kilometers from the pad. They walked away mostly unharmed. They sustained no major injuries but were badly bruised. When the recovery team reached them at the landing site, their first request was for cigarettes. They were also offered a shot of vodka to calm their nerves. The remains of the booster, loaded with kerosene and liquid oxygen, continued to burn for nearly 20 hours after the explosion. It remains the only time in history a crewed launch escape system has been used in a real pad emergency (and worked!). For years the Soviets said almost nothing about it. The full story only emerged later.
0:50

They were 90 seconds from launch when the rocket started burning beneath them. On the night of September 26, 1983, Vladimir Titov and Gennadi Strekalov sat sealed inside their Soyuz at Baikonur Cosmodrome in Kazakhstan, waiting to launch to the Salyut 7 space station. A faulty valve let pressurized nitrogen into a turbopump. With no fuel to resist it, the pump spun unloaded out of control and tore itself apart. Fuel subsequently spilled. A fire broke out at the base of the fully fueled vehicle. The flames quickly burned through the hardwired ground command lines that controllers used to trigger the launch escape system. Controllers had to fall back on a slower radio command that required simultaneous confirmation from two separate stations. It took roughly ten seconds after the fire was spotted for the abort order to finally go out. Precious seconds ticked by while the fire climbed. When the abort order finally went out, the escape tower’s solid motors ignited with roughly 176,000 pounds of thrust (about the power of four modern fighter jet engines) in a near-instantaneous burst. The capsule was ripped free just as the rocket exploded below them. The crew endured peak loads of 14–17 G’s as they were yanked off the rocket and nearly a kilometer into the night sky, then parachuted down a few kilometers from the pad. They walked away mostly unharmed. They sustained no major injuries but were badly bruised. When the recovery team reached them at the landing site, their first request was for cigarettes. They were also offered a shot of vodka to calm their nerves. The remains of the booster, loaded with kerosene and liquid oxygen, continued to burn for nearly 20 hours after the explosion. It remains the only time in history a crewed launch escape system has been used in a real pad emergency (and worked!). For years the Soviets said almost nothing about it. The full story only emerged later.

Space Chick Jen 👩🏻‍🚀

130,979 просмотров • 28 дней назад

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.
0:10

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

Inconvenient Truths — Jennifer Zeng Reports

433,155 просмотров • 2 месяцев назад

Two months after the first fight, Sapp was slated to fight Semmy Schilt at K-1 World Grand Prix 2002 Final quarter-finals, but an injury suffered by the latter granted Hoost his second chance as a replacement. Sapp declared he would finish him in one round again. The bout would be a more even affair, however, as although Sapp looked to use his familiar strategy, this time Hoost scored a knockdown through two well placed body blows and survived the first round. Hoost followed on this tactic at the second, but Sapp eventually stunned him and knocked him down in return via repeated arm clubs to the head. The fighters went back and forth for the rest of the assault, until a drained Sapp finally managed to corner Hoost and overwhelm him with unanswered haymakers. At this point, referee Nobuaki Kakuda stopped the fight and gave Sapp the win. Those last seconds were a new source of controversy, as while Hoost was receiving continuous punishment, the stoppage still happened before he fell down. A worn Sapp forfeited his place in the tournament due to exhaustion and an injured hand, being ironically replaced by Hoost himself, who went to win the cup.
2:58

Two months after the first fight, Sapp was slated to fight Semmy Schilt at K-1 World Grand Prix 2002 Final quarter-finals, but an injury suffered by the latter granted Hoost his second chance as a replacement. Sapp declared he would finish him in one round again. The bout would be a more even affair, however, as although Sapp looked to use his familiar strategy, this time Hoost scored a knockdown through two well placed body blows and survived the first round. Hoost followed on this tactic at the second, but Sapp eventually stunned him and knocked him down in return via repeated arm clubs to the head. The fighters went back and forth for the rest of the assault, until a drained Sapp finally managed to corner Hoost and overwhelm him with unanswered haymakers. At this point, referee Nobuaki Kakuda stopped the fight and gave Sapp the win. Those last seconds were a new source of controversy, as while Hoost was receiving continuous punishment, the stoppage still happened before he fell down. A worn Sapp forfeited his place in the tournament due to exhaustion and an injured hand, being ironically replaced by Hoost himself, who went to win the cup.

24hourMMA

158,499 просмотров • 5 месяцев назад

Hepatitis B is a tiny virus with just 4 genes. But it kills hundreds of thousands globally per year, mostly by infecting babies and causing liver disease or cancer over the following decades. In a new episode of HARD DRUGS, we tell the story of the hepatitis B vaccine, which became the first of many milestones: It was the first viral protein subunit vaccine, the first recombinant vaccine, and the first vaccine to prevent a type of cancer. Key stats: • Hepatitis B virus has just 4 genes, some of which overlap, making it one of the most genetically compact human pathogens • It has a very unusual life cycle for a DNA virus: it forms a stable mini-chromosome (cccDNA) inside liver cell nuclei, and uses reverse transcription, similar to HIV. • It integrates itself into your liver cells' DNA, causes repeated cycles of cell damage and repair, and inflammation that eventually leads to cancer. • During infection, the virus produces ~500 quadrillion (5 x 10¹⁷) copies of its surface antigen in the bloodstream. They act as decoys, soaking up our antibodies and helping the virus evade immunity, and it sticks around in our cells for decades. Over time, it causes one of the most common and deadliest liver diseases and cancers: ~300 million people worldwide are living with chronic hepatitis B ~600,000 people die from hepatitis B each year, mostly from cirrhosis and liver cancer While only ~5–10% of adults infected develop chronic infection, ~90% of infants infected at birth do. Around a third of those infants will eventually die from liver failure, cirrhosis, or liver cancer. But there's a vaccine against it: the hepatitis B vaccine. It is so efficient that it helps us block the virus by training us to recognize just one protein (the surface antigen) quickly, before it can overwhelm us. The first hepatitis B vaccine (1981) was made from human plasma, through multiple brutal inactivation steps that kill other microbes and contaminants. The second hepatitis B vaccine (1986) was the first recombinant DNA vaccine ever, made by factories of yeast cells churning out the antigen in bulk. The payoff has been enormous. Large cluster randomized trials have shown that hepatitis B vaccination reduces liver cancer rates by 85% and deaths by 70%. Universal vaccination of newborns has led to massive drops in hepatitis cases, liver failure, and liver cancer in younger generations. As the first viral protein subunit vaccine, it was built upon a series of breakthroughs in immunology, advances in virology and vaccinology. In this episode, we trace the discovery of hepatitis, hepatitis B virus, the development of vaccines, and their impact. And we explore how we even got to subunit vaccines at all: the great battle of immunology, the discovery of antibodies and their incredible diversity, and how that understanding could be used to test, study, and build better vaccines. If you want to understand how modern vaccines actually came to be, or why hepatitis B vaccination still matters today, this one’s for you. Timestamps: 0:00:00 Introducing the hepatitis B vaccine 0:15:46 The mysterious trail of jaundice outbreaks and the search for an invisible liver pathogen 0:28:03 How a tiny virus causes cirrhosis and liver cancer, and the struggle to identify it 0:53:19 How Maurice Hilleman developed the safest, purest vaccine in history 1:17:36 Turning the hep B vaccine recombinant 1:29:14 The impact of hep B vaccination 1:39:27 How we got here: the 19th century battle for the soul of immunology 2:01:34 How the body builds an infinite library of defenses 2:19:25 Why scientists thought immunology was solved in the 1960s 2:30:57 How better immunology led to precise subunit vaccines 2:45:33 Conclusion
2:58:46

Hepatitis B is a tiny virus with just 4 genes. But it kills hundreds of thousands globally per year, mostly by infecting babies and causing liver disease or cancer over the following decades. In a new episode of HARD DRUGS, we tell the story of the hepatitis B vaccine, which became the first of many milestones: It was the first viral protein subunit vaccine, the first recombinant vaccine, and the first vaccine to prevent a type of cancer. Key stats: • Hepatitis B virus has just 4 genes, some of which overlap, making it one of the most genetically compact human pathogens • It has a very unusual life cycle for a DNA virus: it forms a stable mini-chromosome (cccDNA) inside liver cell nuclei, and uses reverse transcription, similar to HIV. • It integrates itself into your liver cells' DNA, causes repeated cycles of cell damage and repair, and inflammation that eventually leads to cancer. • During infection, the virus produces ~500 quadrillion (5 x 10¹⁷) copies of its surface antigen in the bloodstream. They act as decoys, soaking up our antibodies and helping the virus evade immunity, and it sticks around in our cells for decades. Over time, it causes one of the most common and deadliest liver diseases and cancers: ~300 million people worldwide are living with chronic hepatitis B ~600,000 people die from hepatitis B each year, mostly from cirrhosis and liver cancer While only ~5–10% of adults infected develop chronic infection, ~90% of infants infected at birth do. Around a third of those infants will eventually die from liver failure, cirrhosis, or liver cancer. But there's a vaccine against it: the hepatitis B vaccine. It is so efficient that it helps us block the virus by training us to recognize just one protein (the surface antigen) quickly, before it can overwhelm us. The first hepatitis B vaccine (1981) was made from human plasma, through multiple brutal inactivation steps that kill other microbes and contaminants. The second hepatitis B vaccine (1986) was the first recombinant DNA vaccine ever, made by factories of yeast cells churning out the antigen in bulk. The payoff has been enormous. Large cluster randomized trials have shown that hepatitis B vaccination reduces liver cancer rates by 85% and deaths by 70%. Universal vaccination of newborns has led to massive drops in hepatitis cases, liver failure, and liver cancer in younger generations. As the first viral protein subunit vaccine, it was built upon a series of breakthroughs in immunology, advances in virology and vaccinology. In this episode, we trace the discovery of hepatitis, hepatitis B virus, the development of vaccines, and their impact. And we explore how we even got to subunit vaccines at all: the great battle of immunology, the discovery of antibodies and their incredible diversity, and how that understanding could be used to test, study, and build better vaccines. If you want to understand how modern vaccines actually came to be, or why hepatitis B vaccination still matters today, this one’s for you. Timestamps: 0:00:00 Introducing the hepatitis B vaccine 0:15:46 The mysterious trail of jaundice outbreaks and the search for an invisible liver pathogen 0:28:03 How a tiny virus causes cirrhosis and liver cancer, and the struggle to identify it 0:53:19 How Maurice Hilleman developed the safest, purest vaccine in history 1:17:36 Turning the hep B vaccine recombinant 1:29:14 The impact of hep B vaccination 1:39:27 How we got here: the 19th century battle for the soul of immunology 2:01:34 How the body builds an infinite library of defenses 2:19:25 Why scientists thought immunology was solved in the 1960s 2:30:57 How better immunology led to precise subunit vaccines 2:45:33 Conclusion

Saloni

32,424 просмотров • 9 месяцев назад

New footage shows the moments just before a Cessna 150 collided with a Pennsylvania State Police Bell 407 helicopter at Carlisle Airport on August 19, 2026. According to preliminary information, the PSP helicopter, N873ST, had arrived from Capital City Airport to conduct flight instruction exercises and was making a straight-in approach to Runway 28. Meanwhile, the Cessna 150H, N23330, entered the airport traffic pattern. The helicopter crew saw the Cessna both on TCAS and visually. Radio communications followed, with the helicopter instructor asking the Cessna pilot to extend his downwind. The pilot acknowledged and said he was number two for landing. But the sequence that followed was catastrophic. Security camera footage showed the Cessna crossing the runway threshold about 30 seconds after the helicopter. The aircraft flew low along the runway without touching down, with its wings rocking left and right and making several lateral and vertical movements. The helicopter had meanwhile transitioned into a hover taxi and moved about 50 ft north of the runway over a grass field. Its nose remained pointed toward the departure end of Runway 28. Critically, the helicopter crew said the approaching Cessna was behind them and outside their field of view. The Cessna then pitched up and climbed to roughly 1½ wingspans above the runway. Its right wing dropped and the aircraft turned before descending. Moments later, with the helicopter hovering off the runway, the Cessna rolled level, rapidly pitched up and collided with the rear of the Bell 407, striking the tail rotor and main rotor blades. Just eight seconds had passed since the helicopter exited the runway surface. The impact tore away the helicopter's main rotor blades and tail boom. The Cessna broke into multiple major sections and was destroyed. The Cessna pilot was fatally injured. Both commercial pilots aboard the Pennsylvania State Police helicopter were seriously injured. Post-accident examinations found no evidence of pre-impact mechanical failures that would have prevented normal operation of either aircraft. The wreckage and onboard avionics capable of recording digital data were recovered for further examination. The investigation continues.
0:27

New footage shows the moments just before a Cessna 150 collided with a Pennsylvania State Police Bell 407 helicopter at Carlisle Airport on August 19, 2026. According to preliminary information, the PSP helicopter, N873ST, had arrived from Capital City Airport to conduct flight instruction exercises and was making a straight-in approach to Runway 28. Meanwhile, the Cessna 150H, N23330, entered the airport traffic pattern. The helicopter crew saw the Cessna both on TCAS and visually. Radio communications followed, with the helicopter instructor asking the Cessna pilot to extend his downwind. The pilot acknowledged and said he was number two for landing. But the sequence that followed was catastrophic. Security camera footage showed the Cessna crossing the runway threshold about 30 seconds after the helicopter. The aircraft flew low along the runway without touching down, with its wings rocking left and right and making several lateral and vertical movements. The helicopter had meanwhile transitioned into a hover taxi and moved about 50 ft north of the runway over a grass field. Its nose remained pointed toward the departure end of Runway 28. Critically, the helicopter crew said the approaching Cessna was behind them and outside their field of view. The Cessna then pitched up and climbed to roughly 1½ wingspans above the runway. Its right wing dropped and the aircraft turned before descending. Moments later, with the helicopter hovering off the runway, the Cessna rolled level, rapidly pitched up and collided with the rear of the Bell 407, striking the tail rotor and main rotor blades. Just eight seconds had passed since the helicopter exited the runway surface. The impact tore away the helicopter's main rotor blades and tail boom. The Cessna broke into multiple major sections and was destroyed. The Cessna pilot was fatally injured. Both commercial pilots aboard the Pennsylvania State Police helicopter were seriously injured. Post-accident examinations found no evidence of pre-impact mechanical failures that would have prevented normal operation of either aircraft. The wreckage and onboard avionics capable of recording digital data were recovered for further examination. The investigation continues.

Turbine Traveller

264,307 просмотров • 18 дней назад

(WARNING: content may disturb viewers) On This day: in 2005 Mandala Airlines Flight 091, a Boeing 737, crashes in Sumatra (Indonesia). Seconds after taking off from Polonia Int, Airport. The jet stalled and went down in a heavily populated area. 103 of 111 aboard are killed, along with another 47 on the ground die. The crash deeply shocked the people of North Sumatra, as Governor Rizal Nurdin and his predecessor, Raja Inal Siregar, were among those on board. Both were killed in the accident. Inquirty determined that the crew failed to configure the flaps and slats for take-off, pointing out a breach of SOP. It was also noted that the takeoff-configuration warning was not heard, which might also have failed, robbing the crew of another way to see their mistake. Video is AP Footage of the crash aftermath Other accidents from September 5 1999: Necon Air Flight 128, a BAe 748, crashes in Kathmandu (Nepal), all 15 aboard die. On approach to Tribhuvan airport, aircraft hit a 100 ft high communications tower and went down 9 mi from runway. Poor visibility (namely fog) was apparently a factor. 1954: KLM Flight 633, a Constellation, crashes off Shannon (Ireland) 28 of 56 aboard die. Plane impacted sea shortly after takeoff. Cause: crew actions, namely misinterpretation of instruments and inadvertent landing gear re-extension causing loss of climb performance. 1958: Loide Flight 652, a C-46, crashes in Paraíba (Brazil), 13 of 18 aboard die. On 3rd approach attempt in bad weather, plane hit ground in CFIT. Inquiry noted pilot actions, namely breach of SOP during the maneuver. Incorrect meteorological forecast was also a factor. Among the survivors was famous Brazilian Comedian Renato Aragão, then a young law student. 1946: a TLA DC-3 [“NC57850”] crashes in Nevada (US). 20 of 21 aboard die. On approach in dense fog, plane hit ground 2.4 mi from runway. Cause: crew continuing maneuver after losing visual contact with airport. Pilot unfamiliarity with terrain was also a factor. Flight (a charter) was operated by TLA – Trans Luxury Airlines 1945: a RAF C-47 [Registration “KN532”] crashes in Myingyan (Myanmar). All 31 aboard die. Enroute in a medevac flight, flight entered a monsoon thunderstorm. Shortly after plane had control issues, which caused the port wing to detach from aircraft. Aircraft was operated by No.48 Squadron 1945: a RAF C-47 [Registration “KP235”] crashes in Istres (France). 17 of 24 aboard die. On take-off run at night and in poor weather conditions, aircraft stalled out of control and hit ground near airfield. Aircraft was to start a transport mission to the Middle East.
1:30

(WARNING: content may disturb viewers) On This day: in 2005 Mandala Airlines Flight 091, a Boeing 737, crashes in Sumatra (Indonesia). Seconds after taking off from Polonia Int, Airport. The jet stalled and went down in a heavily populated area. 103 of 111 aboard are killed, along with another 47 on the ground die. The crash deeply shocked the people of North Sumatra, as Governor Rizal Nurdin and his predecessor, Raja Inal Siregar, were among those on board. Both were killed in the accident. Inquirty determined that the crew failed to configure the flaps and slats for take-off, pointing out a breach of SOP. It was also noted that the takeoff-configuration warning was not heard, which might also have failed, robbing the crew of another way to see their mistake. Video is AP Footage of the crash aftermath Other accidents from September 5 1999: Necon Air Flight 128, a BAe 748, crashes in Kathmandu (Nepal), all 15 aboard die. On approach to Tribhuvan airport, aircraft hit a 100 ft high communications tower and went down 9 mi from runway. Poor visibility (namely fog) was apparently a factor. 1954: KLM Flight 633, a Constellation, crashes off Shannon (Ireland) 28 of 56 aboard die. Plane impacted sea shortly after takeoff. Cause: crew actions, namely misinterpretation of instruments and inadvertent landing gear re-extension causing loss of climb performance. 1958: Loide Flight 652, a C-46, crashes in Paraíba (Brazil), 13 of 18 aboard die. On 3rd approach attempt in bad weather, plane hit ground in CFIT. Inquiry noted pilot actions, namely breach of SOP during the maneuver. Incorrect meteorological forecast was also a factor. Among the survivors was famous Brazilian Comedian Renato Aragão, then a young law student. 1946: a TLA DC-3 [“NC57850”] crashes in Nevada (US). 20 of 21 aboard die. On approach in dense fog, plane hit ground 2.4 mi from runway. Cause: crew continuing maneuver after losing visual contact with airport. Pilot unfamiliarity with terrain was also a factor. Flight (a charter) was operated by TLA – Trans Luxury Airlines 1945: a RAF C-47 [Registration “KN532”] crashes in Myingyan (Myanmar). All 31 aboard die. Enroute in a medevac flight, flight entered a monsoon thunderstorm. Shortly after plane had control issues, which caused the port wing to detach from aircraft. Aircraft was operated by No.48 Squadron 1945: a RAF C-47 [Registration “KP235”] crashes in Istres (France). 17 of 24 aboard die. On take-off run at night and in poor weather conditions, aircraft stalled out of control and hit ground near airfield. Aircraft was to start a transport mission to the Middle East.

Francisco Cunha - ✈️ Aviation et al

105,491 просмотров • 18 дней назад

B-17F Flying Fortress 42-30867 drifts out of formation pursued by a Luftwaffe fighter while the crew bails out on October 9th 1943 This segment of Luftwaffe gun camera footage is unique in that it is possibly the only surviving clip where the aircraft under attack is identifiable by its squadron codes. In the last frames the code N-TU is visible suggesting this was 351st Bomb Group 510th Bomb Squadron Boeing B-17F Flying Fortress 42-30867. The 351st Bomb Group's mission narrative indicates that this was the aircraft's second combat mission having been delivered to the 510th two weeks earlier, and it was one of five of the group's aircraft to be lost that day: Mission No. 47 – October 9, 1943 The Group was briefed to attack the Arado Aircraft Factory at Anklam, Germany. The crews were very concerned when confronted by the mission details. It was the longest flight to date, with expected moderate to heavy flak concentrations. After the briefing, Sgt. Pete Zibas, the engineer on Lt. Garcia’s aircraft, recalls the gunners clamoring for an additional four cans of ammunition per gun. Twenty-one planes were led by Colonel Burns, Captain Carraway, and Lt. Norris with Lt. Stackhouse navigating and Lt. Winter as bombardier. The formation crossed the North Sea at 4,000 feet and prior to climbing to bombing altitude, the fuel was cross-fed into the main tanks and the bomb bay tanks jettisoned. As this operation was being carried out in Flight Officer Warring’s ship, 42-3152, fire broke out, but the crew managed to extinguish the flames and the ship continued in formation. Shortly after crossing the Danish coast, the first fighter attacks commenced. Thirty to fifty ME 109s pressed home many close attacks. The first plane to be hit was the second element lead, 42-30790, flown by Captain Morse. A burst of 20mm exploded in the left wing setting it on fire. Captain Morse dropped his wheels and left the formation under control. All the crew bailed out safely. At the start of the bomb run the enemy fighters broke off their attacks, leaving the formation to suffer the attentions of the Anklam flak gunners. Smoke from the bombs of the preceding combat wing obscured the target and as a consequence most of the bombs fell in the center of the city. Flight Officer Warring was still experiencing mechanical difficulties. He was force to jettison his bombs after the target when the bomb bay doors had to be hand-cranked open. The formation turned for home and flew straight into the Luftwaffe’s assembled forces. ME 110s and a few JU 88s stood off and fired rockets into the formation. Lt. Maser’s aircraft, 42-29603, left the formation with its ailerons shot out and number three engine on fire. All ten crewmen bailed out from the stricken aircraft, but only nine survived. What happened to Sgt. Gorsuch, the ball turret gunner, is not known. Sgt. Gorsuch was on his 25th mission, having substituted for the regular crew member, Sgt. Nadeau, who had been wounded on a previous mission. At the same time Lt. Christman, in 42-30867, and the luckless Flight Officer Warring went down. Despite injuries to several of Flight Officer Warring’s crew, they all managed to bail out. Eight members of Lt. Christman’s crew survived. Sgt. Blais and Butterbach were killed in the fighter attack. The fighter attacks persisted for some three and a half-hours after leaving the target. In the final stages, ME 109s and FW 190s from coastal fields joined in the attacks. It is believed that it was these fighters that shot down 42-29868, flown by Lt. Turley. Only Lt. Williams, the copilot, and Sgt. Curtis, the top turret gunner, survived the crash into the North Sea. They were picked up by the Germans near the Danish coast. When the Group landed at Polebrook it was found that Lt. Nardi’s ship, 42-29877, had returned with an unexploded rocket wedged in the main spar. Of the crew on board 42-30867, Radio Operator David Pressel, Ball Turret Gunner John Butterbach and Tail Gunner Edmond Blais were killed in action. The rest of the crew consisting of Pilot Lloyd Christman, Copilot: James Laird, Navigator Eldred Hancy, Bombardier John Hemm, Flight Engineer Commodore Sharp and Waist Gunners James White and William Klink baled out successfully and were taken prisoner. Of the 16 aircraft from the group assigned to the mission that made it back to base, all suffered some form of battle damage, a lot of it from detonations of Werfer-Granate 21 rockets that were used by Luftwaffe fighters to break up the "combat box" defensive formations. Six men on board the returning aircraft were wounded in action, one of them seriously. With almost a quarter of the unit shot down, this is typical of the unsustainable loss rate suffered by the Eighth Air Force while flying without fighter escort during the time the Luftwaffe was still a force to be reckoned with. I was unable to determine the identity of the Luftwaffe pilot awarded this particular victory however from the footage itself it appears that the attacking aircraft is a twin-engined fighter, likely a Messerschmitt Bf 110. There were several Zerstörergeschwader and even Nachtjagdgeschwader operating the type that claimed B-17 bombers on this day and the Missing Air Crew Report for 42-30867 does not give a precise location of the loss. #guncamera #guncam #b17 #flyingfortress #ww2 #wwii
0:31

B-17F Flying Fortress 42-30867 drifts out of formation pursued by a Luftwaffe fighter while the crew bails out on October 9th 1943 This segment of Luftwaffe gun camera footage is unique in that it is possibly the only surviving clip where the aircraft under attack is identifiable by its squadron codes. In the last frames the code N-TU is visible suggesting this was 351st Bomb Group 510th Bomb Squadron Boeing B-17F Flying Fortress 42-30867. The 351st Bomb Group's mission narrative indicates that this was the aircraft's second combat mission having been delivered to the 510th two weeks earlier, and it was one of five of the group's aircraft to be lost that day: Mission No. 47 – October 9, 1943 The Group was briefed to attack the Arado Aircraft Factory at Anklam, Germany. The crews were very concerned when confronted by the mission details. It was the longest flight to date, with expected moderate to heavy flak concentrations. After the briefing, Sgt. Pete Zibas, the engineer on Lt. Garcia’s aircraft, recalls the gunners clamoring for an additional four cans of ammunition per gun. Twenty-one planes were led by Colonel Burns, Captain Carraway, and Lt. Norris with Lt. Stackhouse navigating and Lt. Winter as bombardier. The formation crossed the North Sea at 4,000 feet and prior to climbing to bombing altitude, the fuel was cross-fed into the main tanks and the bomb bay tanks jettisoned. As this operation was being carried out in Flight Officer Warring’s ship, 42-3152, fire broke out, but the crew managed to extinguish the flames and the ship continued in formation. Shortly after crossing the Danish coast, the first fighter attacks commenced. Thirty to fifty ME 109s pressed home many close attacks. The first plane to be hit was the second element lead, 42-30790, flown by Captain Morse. A burst of 20mm exploded in the left wing setting it on fire. Captain Morse dropped his wheels and left the formation under control. All the crew bailed out safely. At the start of the bomb run the enemy fighters broke off their attacks, leaving the formation to suffer the attentions of the Anklam flak gunners. Smoke from the bombs of the preceding combat wing obscured the target and as a consequence most of the bombs fell in the center of the city. Flight Officer Warring was still experiencing mechanical difficulties. He was force to jettison his bombs after the target when the bomb bay doors had to be hand-cranked open. The formation turned for home and flew straight into the Luftwaffe’s assembled forces. ME 110s and a few JU 88s stood off and fired rockets into the formation. Lt. Maser’s aircraft, 42-29603, left the formation with its ailerons shot out and number three engine on fire. All ten crewmen bailed out from the stricken aircraft, but only nine survived. What happened to Sgt. Gorsuch, the ball turret gunner, is not known. Sgt. Gorsuch was on his 25th mission, having substituted for the regular crew member, Sgt. Nadeau, who had been wounded on a previous mission. At the same time Lt. Christman, in 42-30867, and the luckless Flight Officer Warring went down. Despite injuries to several of Flight Officer Warring’s crew, they all managed to bail out. Eight members of Lt. Christman’s crew survived. Sgt. Blais and Butterbach were killed in the fighter attack. The fighter attacks persisted for some three and a half-hours after leaving the target. In the final stages, ME 109s and FW 190s from coastal fields joined in the attacks. It is believed that it was these fighters that shot down 42-29868, flown by Lt. Turley. Only Lt. Williams, the copilot, and Sgt. Curtis, the top turret gunner, survived the crash into the North Sea. They were picked up by the Germans near the Danish coast. When the Group landed at Polebrook it was found that Lt. Nardi’s ship, 42-29877, had returned with an unexploded rocket wedged in the main spar. Of the crew on board 42-30867, Radio Operator David Pressel, Ball Turret Gunner John Butterbach and Tail Gunner Edmond Blais were killed in action. The rest of the crew consisting of Pilot Lloyd Christman, Copilot: James Laird, Navigator Eldred Hancy, Bombardier John Hemm, Flight Engineer Commodore Sharp and Waist Gunners James White and William Klink baled out successfully and were taken prisoner. Of the 16 aircraft from the group assigned to the mission that made it back to base, all suffered some form of battle damage, a lot of it from detonations of Werfer-Granate 21 rockets that were used by Luftwaffe fighters to break up the "combat box" defensive formations. Six men on board the returning aircraft were wounded in action, one of them seriously. With almost a quarter of the unit shot down, this is typical of the unsustainable loss rate suffered by the Eighth Air Force while flying without fighter escort during the time the Luftwaffe was still a force to be reckoned with. I was unable to determine the identity of the Luftwaffe pilot awarded this particular victory however from the footage itself it appears that the attacking aircraft is a twin-engined fighter, likely a Messerschmitt Bf 110. There were several Zerstörergeschwader and even Nachtjagdgeschwader operating the type that claimed B-17 bombers on this day and the Missing Air Crew Report for 42-30867 does not give a precise location of the loss. #guncamera #guncam #b17 #flyingfortress #ww2 #wwii

hw97karbine

42,199 просмотров • 1 год назад

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.
2:43

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.

Imtiaz Mahmood

46,009 просмотров • 5 месяцев назад

United Airlines Flight 811 (Boeing 747-122, registration N4713U) on February 24, 1989. It was a scheduled international flight from Los Angeles to Sydney, Australia, with stops in Honolulu, Hawaii, and Auckland, New Zealand. After an uneventful stop in Honolulu, the aircraft (with 337 passengers and 18 crew) took off around 1:52–1:53 a.m. local time, bound for Auckland. About 16–17 minutes after takeoff, while climbing through roughly 22,000–23,000 feet over the Pacific (around 60–100 miles south of Honolulu), the forward lower-lobe cargo door on the right side suddenly opened and separated. This caused an explosive decompression. The door swung outward with great force, tearing away a large section of the adjacent fuselage skin (roughly 10–20+ feet in key dimensions) and part of the cabin structure/floor above it. Nine passengers seated in the affected business-class rows (primarily seats in rows involving positions near the damage, such as around rows 8–12 on the right side) were ejected from the aircraft along with their seats and were lost at sea; their bodies were never recovered. Debris also damaged the two right-side engines (Nos. 3 and 4), which lost power or caught fire and had to be shut down, plus some flap and wing leading-edge damage. Several other people (including cabin crew) were injured. Captain David Cronin and the flight crew declared an emergency, turned back toward Honolulu, dumped fuel, and managed a successful emergency landing at Honolulu International Airport roughly 20–40 minutes after the event (landing around 2:30–2:33 a.m.). The remaining 346 people on board evacuated safely via slides. The aircraft sustained substantial damage but was later repaired and returned to service (re-registered as N4724U). Cause The National Transportation Safety Board (NTSB) determined the probable cause was the sudden in-flight opening of the forward cargo door, leading to the explosive decompression. This was attributed primarily to a faulty switch or wiring in the door control system that allowed electrical actuation of the latches toward the unlatched position after the door had been closed (and before or during the flight). A design deficiency in the cargo door’s locking mechanisms made them susceptible to deformation, allowing the door to unlatch even after proper latching and locking. A prior 1987 cargo-door incident on a Pan Am 747 and delayed corrective actions by Boeing and the FAA were also cited as contributing factors. An initial NTSB report leaned toward possible ground-crew latching issues (as the door was lost at sea and recovery took time), but recovery of the door from deep water (~14,000 feet) and further evidence (including a later related incident) led to the revised 1992 finding focused on the electrical/wiring fault and design weaknesses. The event is often remembered for the dramatic structural failure and successful return of the heavily damaged aircraft under difficult conditions (including storms in the area and the need to land overweight with limited systems). It prompted design and maintenance changes related to 747 cargo doors.
4:19

United Airlines Flight 811 (Boeing 747-122, registration N4713U) on February 24, 1989. It was a scheduled international flight from Los Angeles to Sydney, Australia, with stops in Honolulu, Hawaii, and Auckland, New Zealand. After an uneventful stop in Honolulu, the aircraft (with 337 passengers and 18 crew) took off around 1:52–1:53 a.m. local time, bound for Auckland. About 16–17 minutes after takeoff, while climbing through roughly 22,000–23,000 feet over the Pacific (around 60–100 miles south of Honolulu), the forward lower-lobe cargo door on the right side suddenly opened and separated. This caused an explosive decompression. The door swung outward with great force, tearing away a large section of the adjacent fuselage skin (roughly 10–20+ feet in key dimensions) and part of the cabin structure/floor above it. Nine passengers seated in the affected business-class rows (primarily seats in rows involving positions near the damage, such as around rows 8–12 on the right side) were ejected from the aircraft along with their seats and were lost at sea; their bodies were never recovered. Debris also damaged the two right-side engines (Nos. 3 and 4), which lost power or caught fire and had to be shut down, plus some flap and wing leading-edge damage. Several other people (including cabin crew) were injured. Captain David Cronin and the flight crew declared an emergency, turned back toward Honolulu, dumped fuel, and managed a successful emergency landing at Honolulu International Airport roughly 20–40 minutes after the event (landing around 2:30–2:33 a.m.). The remaining 346 people on board evacuated safely via slides. The aircraft sustained substantial damage but was later repaired and returned to service (re-registered as N4724U). Cause The National Transportation Safety Board (NTSB) determined the probable cause was the sudden in-flight opening of the forward cargo door, leading to the explosive decompression. This was attributed primarily to a faulty switch or wiring in the door control system that allowed electrical actuation of the latches toward the unlatched position after the door had been closed (and before or during the flight). A design deficiency in the cargo door’s locking mechanisms made them susceptible to deformation, allowing the door to unlatch even after proper latching and locking. A prior 1987 cargo-door incident on a Pan Am 747 and delayed corrective actions by Boeing and the FAA were also cited as contributing factors. An initial NTSB report leaned toward possible ground-crew latching issues (as the door was lost at sea and recovery took time), but recovery of the door from deep water (~14,000 feet) and further evidence (including a later related incident) led to the revised 1992 finding focused on the electrical/wiring fault and design weaknesses. The event is often remembered for the dramatic structural failure and successful return of the heavily damaged aircraft under difficult conditions (including storms in the area and the need to land overweight with limited systems). It prompted design and maintenance changes related to 747 cargo doors.

Shannon 🇺🇸I stand with America

253,115 просмотров • 1 месяц назад

A number of you have asked about the call at the end of the 1st Half of the Bethel Football game at NCC Football in which there was a potential fumble/TD wiped off the board for Bethel that eventually led to no score by the Royals. The full play and a breakdown of issues with the call are in the video below. To be clear, though: 1) It appears that the receiver did not possess the ball at or past the NCC 8, which was needed for the 1st Down (the officials gave the ball to Bethel at the 8 after the overturn, awarding a 1st down). 2) It seems like the wing official was marking forward progress but may not have blown his whistle. It is unclear how he affected the overturn decision in the first place. What is clear is that the officials on the field awarded a fumble and TD, meaning they did not rule forward progress had been stopped. As a result, this aspect of the play is NOT reviewable by rule, as it is a judgment call in real time. 3) No TD should have been awarded before the review in the first place, as the ball clearly was fumbled to the lineman, and fumbles on 4th down in college football can only be advanced by the fumbling player. The ball would have been marked at the spot of the fumble in that case. 4) The officials missed a clear Roughing the Passer call, as the NCC defender went for the Bethel QB's legs while he was in his passing stance. This would have been a half-the-distance and automatic-first-down foul. If this play was called correctly in the first place, it should have been called dead with forward progress stopped at the 8 1/2 yard line and the Roughing foul pushing the ball to the 4 1/4 yard line, 1st & Goal Bethel, with the clock stopped due to penalty. No matter what, though, the Roughing penalty would have ensured Bethel had the ball closer to the goal with 16 seconds left (when forward progress stoppage should have been called). In The (D3FB) Huddle #d3fb
1:18

A number of you have asked about the call at the end of the 1st Half of the Bethel Football game at NCC Football in which there was a potential fumble/TD wiped off the board for Bethel that eventually led to no score by the Royals. The full play and a breakdown of issues with the call are in the video below. To be clear, though: 1) It appears that the receiver did not possess the ball at or past the NCC 8, which was needed for the 1st Down (the officials gave the ball to Bethel at the 8 after the overturn, awarding a 1st down). 2) It seems like the wing official was marking forward progress but may not have blown his whistle. It is unclear how he affected the overturn decision in the first place. What is clear is that the officials on the field awarded a fumble and TD, meaning they did not rule forward progress had been stopped. As a result, this aspect of the play is NOT reviewable by rule, as it is a judgment call in real time. 3) No TD should have been awarded before the review in the first place, as the ball clearly was fumbled to the lineman, and fumbles on 4th down in college football can only be advanced by the fumbling player. The ball would have been marked at the spot of the fumble in that case. 4) The officials missed a clear Roughing the Passer call, as the NCC defender went for the Bethel QB's legs while he was in his passing stance. This would have been a half-the-distance and automatic-first-down foul. If this play was called correctly in the first place, it should have been called dead with forward progress stopped at the 8 1/2 yard line and the Roughing foul pushing the ball to the 4 1/4 yard line, 1st & Goal Bethel, with the clock stopped due to penalty. No matter what, though, the Roughing penalty would have ensured Bethel had the ball closer to the goal with 16 seconds left (when forward progress stoppage should have been called). In The (D3FB) Huddle #d3fb

Frank Rossi

28,468 просмотров • 9 месяцев назад

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.
1:59

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

Puddle Jumper 🦨

248,771 просмотров • 1 год назад

Azerbaijan Airlines Flight J28243 tragic Crash : What do we know so far ? - No official (preliminary) details have been released by a competent authority on the details of circumstances of the crash. - Azerbaijan Airlines Flight J28243, operated by an Embraer ERJ-190 aircraft (4K-AZ65), crashed near Aktau Airport, Kazakhstan. - The 2013 built Embraer E190AR aircraft powered by GE CF34-10E6 engines, was flying from Baku (GYD) to Grozny. - The flight departed Baku at 03:55 UTC enroute to Grozny. - GPS jamming disrupted ADS-B signals at 04:40 UTC, briefly resumed at 06:07 UTC before the crash at 06:28 UTC. - At least 38 occupants lost life in the crash, including the two pilots. At least 32 others survived the accident. - As per the sources and evidences available so far, the pilots attempted to land at Grozny (GRV) two times but failed. - Later, during the third attempt, there was an external explosion and a piece of shrapnel penetrated the fuselage. - Shrapnel also damaged one of the left flap fairings along with aircraft's empennage, horizontal and vertical stabilizers. - The aircraft did not crash due to the external explosion, which could be an anti-aircraft fire, but flew over the Caspian Sea and pilots tried their best to control the attitude of the aircraft. - During the last 74 minutes of the flight, the vertical speed oscillated between positive and negative values more than 105 times (values range from -8300 to +8300 feet per minute), which indicated control issues. - Azerbaijan Airlines Statement : "Today is a tragic day for AZAL. We extend our deepest condolences with profound sorrow to the families and loved ones of the passengers and crew members who lost their lives in the crash of the Embraer-190 aircraft near the city of Aktau. We pray for God's mercy upon them. Their pain is our pain. We wish a speedy recovery to the injured." Flight: 🎥 Credit: Gokhan Karalar M.D. @gokhankaralar #aircraft #accident
2:22

Azerbaijan Airlines Flight J28243 tragic Crash : What do we know so far ? - No official (preliminary) details have been released by a competent authority on the details of circumstances of the crash. - Azerbaijan Airlines Flight J28243, operated by an Embraer ERJ-190 aircraft (4K-AZ65), crashed near Aktau Airport, Kazakhstan. - The 2013 built Embraer E190AR aircraft powered by GE CF34-10E6 engines, was flying from Baku (GYD) to Grozny. - The flight departed Baku at 03:55 UTC enroute to Grozny. - GPS jamming disrupted ADS-B signals at 04:40 UTC, briefly resumed at 06:07 UTC before the crash at 06:28 UTC. - At least 38 occupants lost life in the crash, including the two pilots. At least 32 others survived the accident. - As per the sources and evidences available so far, the pilots attempted to land at Grozny (GRV) two times but failed. - Later, during the third attempt, there was an external explosion and a piece of shrapnel penetrated the fuselage. - Shrapnel also damaged one of the left flap fairings along with aircraft's empennage, horizontal and vertical stabilizers. - The aircraft did not crash due to the external explosion, which could be an anti-aircraft fire, but flew over the Caspian Sea and pilots tried their best to control the attitude of the aircraft. - During the last 74 minutes of the flight, the vertical speed oscillated between positive and negative values more than 105 times (values range from -8300 to +8300 feet per minute), which indicated control issues. - Azerbaijan Airlines Statement : "Today is a tragic day for AZAL. We extend our deepest condolences with profound sorrow to the families and loved ones of the passengers and crew members who lost their lives in the crash of the Embraer-190 aircraft near the city of Aktau. We pray for God's mercy upon them. Their pain is our pain. We wish a speedy recovery to the injured." Flight: 🎥 Credit: Gokhan Karalar M.D. @gokhankaralar #aircraft #accident

FL360aero

275,760 просмотров • 1 год назад