I flew into DFW the day after. Clearly saw the wreckage coming in. It was a surreal experience. Same summer I witnessed in person the Blue Angels accident in Niagara Falls, NY. I don't enjoy flying like i did before that..
@@webbm320 Well it was. They were on a routine flight, approach to landing and flying through a Thunderstorm, generally something the crew had probably done a number of times previously without issue. But this storm was bad and the winds were atrocious. It took the bird out of the air and slammed it into the ground, still travelling horizontally at over 200kts. A blink of an eye.
@@horz6773 Yeah, in this case but there are others... A lot of people died b.c. they ignored this like Flying Tigers 66 and the pilots of the polish president.
I am a registered nurse working in the ED at Kaiser Fontana Medical Center in Fontana Ca and had a patient a few months back that was in for abdominal pain and after a huge workup that included normal labs, urine, an abdominal CT scan… All the testing turned out to be negative and she was diagnosed with nothing more than Gastritis which is always a good, not serious diagnosis. Upon pushing her out in a wheelchair to the outside curb where her family was to be there became a conversation that i will never forget. Upon pushing her out of the ED department for some reason we started talking about flying and a subsequent trip i was to be flying two weeks later to Hawaii with my wife…. She and I were just having a completely average conversation when she said that she was involved in a plain crash decades ago, i was of course interested being an aircraft enthusiast so I asked calmly the specifics of the crash thinking that it was a small prop plane until she then mentioned that it was Souix City Iowa and when I heard that my heart sank in my chest… it turns out that my patient of 5 hours or so was on that flight and was one of 29 persons or so that did survive. As I stayed at the curb waiting for her ride she had no problem explaining all the horrible details with no problem and of course a sense of sorrow…. It was interesting and shocking and I couldn’t believe what i was hearing thinking that was this really happening? She was in her late 70s. Her ride came and it was her son that was there helping me get her into the car and I asked him about the entire conversation and he backed up her story saying that in a joking was that she was always joked upon by the family for having 9 lives….. this was actually just one of 9 events within her lifetime that she overcome that included car crashes, cancer 3 separate times, a boating accident, a skiing accident and others…. It was a trip to say the least, we het her in the car and they drove away after thanking me….. ❤️
@@TheUtuber999 The Sioux City airport is just south of the town, between the Missouri river and the bluffs to the east, and is located on the flood plain. It was a plain crash.
True story: We had just picked my dad up at the airport that day and we drove through the storm cell that was pushing in front of the plane. We drove through the horrible rain and gusts and my dad almost pulled over, but he went ahead and it seems like, based on the series of events, the plane crashed right behind us maybe by about 30 seconds. I remember hearing a huge noise but we thought it was lightning and thunder.
Very seasoned crew in one of the most advanced aircraft ever built (especially for its time). Neither those nor the plane's sheer size were a match for a Texas windsheer.
Yes I am in East Texas and learned a hard lesson on I-10 during a very severe thunderstorm. I thought hail and tornadoes were what I had to worry about, but I had never heard of or experienced downdrafts or windshear up to that point. RIP Chevy Malibu. I won't even drive in a light shower now 🙂.
CAPT: tower delta rain feels good TWR: Delta one ninety one heavy rain 50 gust to 45 F/O: before landing check F/E: landing gear Capt: down three green TWR: american delta 50 knots uh 80 meters Capt:thirty three thirty three green light S/O: ( Altitude alarm ) TWR: ... F/O: lighting comin out that one Capt: what ? F/O: lighting comin out that one Capt: where? F/O: ahead of us
I think in the old days the pull up warning was way to near to impact for the pilots to even have time to engage. By the time they are aware that they are too low there’s almost zero chance of survival
From what I understand the were being shoved into the earth by sudden extreme microburst. They knew they were headed into the ground and despite all effort, couldn't do it.
@@anthonyscott1997 Wrong. You don't hear it on takeoff because there are switches in the throttle quadrant, landing gear control panel, and flaps that require each of those components to be in a determined position in order to activate the warning system, none of which are actuated in takeoff climb. Furthermore, all aircradt now have TCAS, which have input from 3 different altimeters.
@@kdub7195 and that too is wrong. you are telling a very incomplete story. the GPWS computer most certainly takes inputs for baro altitude, along with airspeed, flap and gear position, glideslope relationship and many more to determine how and when to alert. On takeoff GPWS Mode 3 is automatically armed and any reduction in Radio Altitude over 10% of total RA during climb between 50-700 ft will result in the "Don't Sink" alert (thats still a GPWS alert). This can and will become "Pull Up" if the sink continues even with flaps and gear up and the throttles in the normal takeoff positions.
This one is burned in my brain. It was a Friday. My flight was 2 planes ahead of 191 on 17 left followed by a corporate jet. We didn't hardly shake. That's how fast that wind shear sent things to hell for 191. We had just turned back northbound on the taxiway when every emergency vehicle DFW had came screaming out. It was raining so hard up at the water tanks near Highway 114 that hit our pilots couldn't even see the fire. The landing gear had killed a man driving on 114. They bounced in a field north of 114. Then they almost hit 114 as the main gear crushed that man. Less than 100 yards later they hit hard but far more survivable if the left wing had not ripped off hitting the first water tank.
@@alexanderw.1003 Yeah but Why? Is there any method or something? Or is there any explanation why sittin in the back helps you? I mean, the back engine could blew you up aint it?
PATSFAN420 I’m not being shallow I’m shocked at the shit quality of air traffic communication. And the very heavy drawl of his accent. Not sure what lines you’re reading between.
Grant Le Bon come on people a spade is a spade. If there were no subtitles there’s no way you could make out what he’s saying. I’ve heard Apollo tapes and they are completely audible
@@fredfrederickson Yeah, no. You're looking at it after decades of analysis and research. The pilots had seconds to analyse the situation. The microburst they got caught up in was invisible to them and not well understood at the time. The weather radar at DFW was poor at the time and the preceding planes landed without issue. This crew were just unlucky.
@@fredfrederickson they got hit with a microburst. The plane was lifted up slightly then violently shoved back to the ground. It caught them in landing too meaning they did not have the airspeed or altitude to recover from it
It would be difficult to find a more experienced flight deck crew. All ex-military aviators with combined 44,000 hours flight time with 8,700 hours in the TriStar.
0:19 "there's lightning coming out of that one" should have initiated a missed approach right then and there and requested different vectors from ATC. NEVER fly into a cloud displaying electrical activity. The microburst was the final blow, but the pilots' over-confidence really put them in a bad position.
This was before Doppler weather radar on the plane could give them alert to the impending downdraft. They knew about it, but they didn't realize the full danger ahead.
You have to remember that at this time microbursts were unknown. The wx reported on the field wasn’t bad. The increasing performance was the key indicator but again this was unknown at that time. There was no windsheer warning system like there is now. This was not an overconfidence problem.
@@imaPangolin i also remember seeing the radar time lapse and this system came out of nowhere. If you'd like a cool insight into microbursts, watch captain van der bergh's windshear and microburst training on UA-cam. From 1996 but very cool and he addresses this exact accident, and that they technically could have gotten out of it.
Captain saw the airspeed suddenly increase and said "watch your speed" but the first officer responded with "it's at idle"...captain knew right then they were in a microburst, but it was too late to react. That's why he said "you're going to lose it all the sudden, there it is" as the stiff headwind turned in to a tailwind and the plane just dropped to the ground despite full power being applied.
It makes you wonder if it might have been better to leave the power settings at a more routine level instead of idling the levers. Because when the headwind switched to a tailwind, the required power would need to be that much higher than norms for as long as they were idle during the headwind phase. So their altitude and IAS would be higher during the headwind phase and drop substantially during the tailwind phase, but they would still theoretically end up on glide slope.
The pilots handled the situation perfectly however it was not enough to avoid the inevitable. Aviation started paying attention to microbursts and wind shear after this crash. Most airports and airliners have wind shear detectors now.
A colleague was driving on Hwy 114 that day, and witnessed pieces of the plane hurtling across the hwy...lucky to be alive. RIP to those who didn’t survive...
My father used to fly this same type of plane (L-1011) for Eastern Airlines. Simultaneously, my uncle was driving a semi past the highway and witnessed it happen. Weird world.
I was in pilot training a couple of hundred miles north of Dallas. The one thing I never understood is how they willingly flew into a thunderstorm, when even in our training we were told never to do that ? Even the co-pilot, who was flying at the time from what I hear, noticed there was lightning in the storm ahead. That should have been the trigger to abort the approach, wait 10 min and try again. Thunderstorms are fast moving storms, but the wind shear is incredible and that was also known at that time. This accident did not have to happen.
Planes were literally landing during that time. They actually followed a plane in that had no issues. The tower also didn’t provide sufficient information to the flight crew. Also, the sad part about this is, if the captain had been flying the planed, they probably would have survived. He seemed to have an idea what a microburst was, or at least had some introduction to the training of one
Professional? The first officer was trying to warn the captain “there’s lightening coming out of that one” but the captain proceeded with the landing anyway. Not very professional in my view.
@@johnfisher747 it had nothing to do with lightning. It was a unseeable wind sheer, that nobody could detect. The pilots were not at fault and were very professional.
@@johnfisher747 seeing lightning nearby and still landing is common to this day. It's the windshear that we avoid. Lightning happens all the time without windshear. Two different things. They CAN happen at the same time but it isn't anywhere near a guarantee. Unfortunately back then they didn't have windshear detection at the airports or on the aircraft like we do today. These guys didn't do anything wrong, they just had no way to know. No one knew how wicked windshear could be back then. Everyone else landed safely minutes prior and didn't report any loss or gain of airspeed. As one guy commented here, he was on the prior flight and it wasn't even a bumpy ride.
Umm actually at 1:53 the collision sound is actually the left engine hitting a 1971 Toyota Celica on a highway. Unfortunately William Mayberry, the single person in the car, instantly perished.
“There’s lightning coming out of that one”. Would be my Q to input power and go around that area. I’m sorry it took these peoples lives for all of us to learn about microbursts. RIP Delta 191
My cousin dated a girl, who lived next door to mechanic that repaired the car owned by a man who chewed tobaccgrowno on a farm in Costa Rica byba farmer who use to fish with the brother in law of the town asshole. That asshole was on the news that night promoting his cigars
Pilots must be trained to be calm even in the face of danger! Most of these cockpit recordings don’t even end with then in panic or screaming! Bless them!
All that matters is the aircraft and flying it. You're taught in training; Aviate, Navigate, Communicate. Above all else; FLY THE AIRPLANE. Those who give up never have a chance. Many have survived events because they kept fighting.
I lived in Irving less than two miles from that runway at that time, we were sitting around in the backyard that Friday evening and it didn't rain a drop there.
On this plane were Don Estridge, an American computer engineer who led development of the original IBM Personal Computer (PC), and thus is known as the "father of the PC revolution". His decisions dramatically changed the computer industry, resulting in a vast increase in sales of personal computers, thus creating an entire industry of hardware manufacturers of IBM PCs. Steve Jobs offered Estridge a multimillion-dollar job as president of Apple Computer but he declined. Estridge and wife Mary Ann were killed in the crash of Delta Air Lines Flight 191 at Dallas/Fort Worth International Airport on August 2, 1985. He was 48 years old. The Estridges were survived by their four daughters. At the time of his death, IBM ESD, which included the development and manufacturing of the IBM PC, PC DOS, PC LAN and TopView, had nearly 10,000 employees and had sold over a million PCs.
the co-pilot's remark before things began going south was "lighting", Captain: "Where", co-pilot: "In front of us." That's the last warning that was not heeded. Human error. Avoidable.
@@deans178 Lightning doesn't indicate wind sheer. Tower even reported favorable winds just previously. These men and their passengers were fooled into a trap.
by pulling the nose up to 20ﾟ and holding it meanwhile pushing the throttles to the full forward quadrant and left everything else Alone. The recovery would have not been in doubt. We learned a lot from this disaster. Never again race a microburst... Rest in peace!
I flew the L1011 for 10 years and after this accident windshear recovery was drummed into us. TOGA and firewall the thrust levers, keep pitching up to what attitude stops the sink rate and just hang on and never ever close to flight idle. We learnt alot from that accident.
I'll never forget that day. I was 15 and lived in neighboring Grapevine and traveled past the wreckage which was painfully visible from hwy 114 on a daily basis.
Remember that the l-1011 was Lockheed’s FIRST aircraft, they where used to making military aircraft, but this incident wasn’t caused by flaws, it was because back then, they never knew that pushing your plane WAY UP would kill your airspeed, I probably wouldn’t blame the pilots.
i remember that day; flying myself...awful stuff...I had a run in with shear landing in 727 full boat in MSY...coming in over Lake P. landing on 19 back course... rough, we continued; I decided to TOGA at 200', full thrust airplane continued descending and touched down. With all that thrust. MSY has had many accidents over the lake inbound. Never again.
Darn it! Everytime I hear this i just wish they would had given it full thrust immediately and maintain a lower angle of attack.these guys where the best during that time.even after the first ground contact they had hope.true airmen heroes
Isn't this the one where the tower says "Delta go around" about the time they crashed? I seem to remember something like that or maybe its an urban legand.
I remember being at my fathers condominium in the north part of San Antonio when this happened. I was 13 at the time, and the reporter referred to it as “Terror in Texas” when they did the special report that they sometimes do.
They responded as well as they could have; I wonder if it’s been investigated in a simulator if they might have made it if they had immediately applied go around power-would they still have made it?
Yes, I believe they would have. I’m pretty sure it’s been tested, but on pilots who knew it was coming. What they did here was pretty much the accepted technique at the time. The captain was monitoring closely enough to know what they were getting into, and called for a go around when the situation was obviously deteriorating (the major speed loss and turbulence you can actually hear on the recording, as well as the F/O asking what his ref speed was). It was a very dynamic and overwhelming situation recognized slightly too late, but he knew it was time to go. By then though, it was too late as they were in basically the core of the microburst.
Ben Different times. These guys had probably flown through “rain” on final thousands of times. This is a case of the phenomenon where you get away with something once, you do it again, but push it a little farther, then you get away with it again, and the cycle continues until it bites you. Weather information was very different back then, as well as how that information was perceived. Also, they didn’t fly “into a cb”, they flew under one.
Microbursts can be very sudden and without much warning, they can also be visible (wet) or invisible (dry). With a wet microburst you can see the column of precipitation, with a dry microburst you may see evidence closer to the ground (like dust being kicked up) and often virga just below the cloud. Virga does not always mean a microburst is present though. If they applied full power immediately they MIGHT have saved the aircraft but that's not a guarantee. Assuming the microburst is fully developed you first get a strong headwind which will increase your airspeed and lift while decreasing your groundspeed (the decrease in groundspeed keeps you in the microburst longer making your problems worse). When you get to the centre of the microburst there is no horizontal wind and you're now in a powerful downdraft which could be thousands of feet per minute, if you're on approach at say 1,600ft that doesn't leave you a lot of time or energy to recover, even if the engines are already at full power. When you hit that downdraft you WILL lose altitude. If you're low enough and the downdraft is strong enough it may not make a difference and could simply push you into the ground before you have a chance to clear the downdraft. The final kicker is when exiting the microburst you're hit with a strong tailwind resulting in increased groundspeed and decreased airspeed causing the aircraft to stall which is made worse by the fact the aircraft is already in a low energy state during the approach or even during take off (low speed, low altitude, high drag). At the time of this accident microbursts were not well understood, in the '70s and '80s there was a series of accidents including this one that lead to a much better understanding of microbursts and various systems and procedures to deal with them. These accidents are the reason why pilots give storms such a wide berth, it's just a shame the cost to learn those lessons is so incredibly high.
My mother and I both saw the remnants of the accident as well. It had been two days, but their was still stuff everywhere. I've always loved commercial Jets. But when I saw the tail section sitting there It was surreal. It never made me scared of flying though. So tragic. You have a state of the art aircraft, and a great airline and crew, but neither plane, or human error brought this airplane down. Wind shear or microbursts as they are called now is as we all know what brought this beautiful jet down. I guess that was the day before Doppler radar.
I lived in Ft Worth when this happened. I was watching a TV weather report; the reporter mentioned the storm near the airport showing on radar. I went outside to look, there was no storm visible from 20 miles away.
Delta and maybe everybody got very proactive on windshear training after this accident. I successfully flew through it in a simulator in a 727 some time afterwards. I knew I was going to get windshear but it wasn't until we were done that the instructor said that was the Dallas L1011 microburst. It was a hell of a ride and a near thing and I knew it was coming. Lots better training on avoidance and flying through it these days. The big emphasis is on avoidance but right behind is procedures to fly out of it.
Recently there'was a video posted on a channel called "Daily Dose of Aviation" of a large plane, low and flying over an airport (think it had just taken off), and you can watch wind shear push the thing down. You can see what wind sheer does and it's amazing. I don't know if you can post links in these comments, but, the video is easy to find. The plane had enough altitude that it was alright, but, these guys were powering down for landing and closer to the ground - they were screwed. Very sad.
Not just powered down for landing, they'd actually pulled the throttles back because they hit a wall of air that was rushing towards them. The captain recognized what was happening and told the first officer and engineer to get ready to push the throttles back up. Unfortunately, the only way he could have saved them at that point would have been immediately calling a missed approach and pushing the throttles up to TOGA. By the time anyone knew how severe the windshear was they were already being shoved down to the ground.
It was a small private jet landing.the microburst pushed it down hard.the pilot reacted in time full thrust and went around.but the wind pushed that plane nose down hard,no joke
And after this crash most airlines stopped using the 191 number because it was considered unlucky. At least 7 to 10 flights that had 191 in the number crashed.
@@peteconrad2077 It is a bit of a stretch. The sort-of/not-really third was JetBlue 191 in 2012, where the Captain had a mental breakdown and had to be restrained -- no crash. Since there have been thousands of airline flights over the decades that have had incidents at least as bad as the JetBlue, it's not surprising that a three-digit flight number has had multiple hits. There are likely other examples of flight numbers that have had similar coincidence of incidents/accidents.
Wasn't the procedure. Lightning doesn't necessarily indicate a bad situation. Microburst and wind sheer however does and the Tower had reported light winds just previous to their approach; giving the crew the thought they would have no problem with the landing. Unfortunately, Microburst and Wind Sheer conditions change rapidly and this accident propelled the industry to advance its' understanding on the phenomena.
Could you do American Airlines flight 383? I was 10 when my dad was killed in this crash in 1965 It originated in NY, was heading to Ohio and crashed in Kentucky.
Kind of wierd but the "whoop, whoop..pull up" reminds me of a song from a rapper named Trina. Not sure if she got the song from this but I just remembered her song "pull over that azz too fat, whoop, whoop. Pull over....." Random I know lol
@@ej7692 well, it is a bit shortsighted to have a picture of the wrong aircraft type, don’t you think? Not like there aren’t hundreds of the correct plane on google or anything. 🙄
Well, for this one I imagine cause it was a fairly old plane, all that. But, this is just a guess, but I'd imagine that they wanna hear everything. It's possible for the noise cancelling to lose a bit of info or wording from ATC, and if it's vital it could lead to a crash. But idk, that's really just a guess
only really became a thing in most airline cockpits via noise canceling headsets in the 2005-2015 timeframe. now nearly 100% of airline pilots wear noise canceling headsets.
Researchers believe the pilots encountered a microburst. In short if you are caught in one there will be a short portion in which you’ll have plenty of increasing airspeed with plenty of available energy - followed by the dark side where the wind shears off, lift is lost, airspeed rapidly decreases and it might very well feel like an elevator out of control. A downburst can exceed 6000 ft per min which can quickly overcome the climb capability of most aircraft at low energy. Obviously avoidance is key- microbursts are that dangerous. In spite of not having microburst warnings at that time, the alert captain recognized the impending loss of airspeed and articulated that to the first officer, then the captain said “push it up” ( the thrust levers ) because the only way out was to power out and hope to climb out of it but they were too low and too slow and the rest is history. After that crash a LLWAS with microburst detection and warning system was developed and has saved countless lives since.
the FO failed to pull up and use all available lift - he was too focused on airspeed, which means nothing in a micorbvurst as you cant do anything more about it once you are comitted
Odd how everyone witnessed this in one way or another .. their aunt’s friend was there, we just missed the storm, we were driving right under the plane ..
A musician going by the name Cloudkicker made an album with all the song titles being sentences spoken in the final moments of the blackbox records, push it way up! is a song on the album taken from this blackbox recording. note this album is purely intrumental it doesn't include any spoken words from the blackbox recording just the song title names
October 2 1990, Aeroperu, Flight 603. Last words: We are going to invert! May 26 1991, Lauda Air, Flight 004. Last words: Here, wait a minute! Damn it! September 22 1995, U.S. Air Force 27. Last Words: We're goin' in. We're going down. March 3 1991, United Airlines, Flight 585. Last words: Oh, god. March 31 1993, Anchorage Alaska, Flight 46E. "I admit it now. I was scared." Other pilot: "We were all scared." (This plane landed safely) August 2 1985, Delta Air Lines, Flight 191. Last words: Push it way up! July 19 1989, United Airlines, Flight 232. Last words: ...it's just wide-open field. (Full phrase: At the end of the runway it's just wide-open field." September 25 1978, Pacific Southwest Airlines, Flight 182. Last words: It's bad. We're hit, man, we are hit. 21 Aug 1995, Atlantic Southeast Airlines, Flight 529. Last words: Amy, I love you. full track listings and the flights the words are attributed too
Passengers and Crew: 163
Fatalities: 136 plus one on the ground.
Survivors: 27
Two survivors were miraculously uninjured.
RIP
Wow really? Great to know some were ok
Woah two survivors were uninjured....Thats luck!
Poor bastard driving along the freeway was the one killed on the ground.
@@swingrfd Yea,getting T-boned by a GE Turbofan is a hellva way to go.
Two people not injured?? How??
I flew out of DFW the next day. As we took off and banked away to climb, we all got to see the wreckage. Surreal.
@Brian Demers dude who gives a fuck if someone lies online lmfao get over it
@Brian Demers not surprised by this comment considering your profile picture you fucking loser
@@greenmt1100 😂😂😂amen
@Brian Demers stfu btch
I flew into DFW the day after. Clearly saw the wreckage coming in. It was a surreal experience. Same summer I witnessed in person the Blue Angels accident in Niagara Falls, NY. I don't enjoy flying like i did before that..
Just incredible how quickly things went from
Total normal to chaos
Yes, 25 seconds - awful
Total normal is a stretch
@@webbm320 Well it was. They were on a routine flight, approach to landing and flying through a Thunderstorm, generally something the crew had probably done a number of times previously without issue. But this storm was bad and the winds were atrocious. It took the bird out of the air and slammed it into the ground, still travelling horizontally at over 200kts. A blink of an eye.
@@Keys879 Flying through a thunderstorm on short final is not totally normal, at least in today's day and age.
@@webbm320 correct, because of accidents such as this one. But there was a time....
10 days later Japan airlines flight 123
Still scary to think about that
Ik right
This was 1985 wasn’t jal 123 1987?
That pull up noise is haunting
For real
Nope. it's a sound that can save and in fact saved lifes.
@@e30kitty well in this situation it can't do anything cuz they can't pull up :'(
@@horz6773 Yeah, in this case but there are others... A lot of people died b.c. they ignored this like Flying Tigers 66 and the pilots of the polish president.
@@e30kitty Still haunting.
The dent in the water tank that this plane hit is still visible to this day. You can see it from HWY 114.
After this crash, NASA pilots intentionally flew into storms to better understand microburst wind shear. Fascinating stuff
i think test pilot is the riskiest aviation job. But the profession itself saves countless lives until today.
I am a registered nurse working in the ED at Kaiser Fontana Medical Center in Fontana Ca and had a patient a few months back that was in for abdominal pain and after a huge workup that included normal labs, urine, an abdominal CT scan… All the testing turned out to be negative and she was diagnosed with nothing more than Gastritis which is always a good, not serious diagnosis. Upon pushing her out in a wheelchair to the outside curb where her family was to be there became a conversation that i will never forget. Upon pushing her out of the ED department for some reason we started talking about flying and a subsequent trip i was to be flying two weeks later to Hawaii with my wife…. She and I were just having a completely average conversation when she said that she was involved in a plain crash decades ago, i was of course interested being an aircraft enthusiast so I asked calmly the specifics of the crash thinking that it was a small prop plane until she then mentioned that it was Souix City Iowa and when I heard that my heart sank in my chest… it turns out that my patient of 5 hours or so was on that flight and was one of 29 persons or so that did survive. As I stayed at the curb waiting for her ride she had no problem explaining all the horrible details with no problem and of course a sense of sorrow…. It was interesting and shocking and I couldn’t believe what i was hearing thinking that was this really happening? She was in her late 70s. Her ride came and it was her son that was there helping me get her into the car and I asked him about the entire conversation and he backed up her story saying that in a joking was that she was always joked upon by the family for having 9 lives….. this was actually just one of 9 events within her lifetime that she overcome that included car crashes, cancer 3 separate times, a boating accident, a skiing accident and others…. It was a trip to say the least, we het her in the car and they drove away after thanking me….. ❤️
Cool story. Thanks
What's a plain crash?
Awesome story. That crew worked the problem with precision and calmness like no other I have ever heard of.
That woman's guardian angel works triple-time shifts.
@@TheUtuber999 The Sioux City airport is just south of the town, between the Missouri river and the bluffs to the east, and is located on the flood plain. It was a plain crash.
True story: We had just picked my dad up at the airport that day and we drove through the storm cell that was pushing in front of the plane. We drove through the horrible rain and gusts and my dad almost pulled over, but he went ahead and it seems like, based on the series of events, the plane crashed right behind us maybe by about 30 seconds. I remember hearing a huge noise but we thought it was lightning and thunder.
When did it happened
Yep that’s pretty spooky.
Where there any survivors
@@brendanboiman yes 27 people survived
My mom must have been right behind y’all she was on 114 in driving school and the plane went right in front of her apparently.
Very seasoned crew in one of the most advanced aircraft ever built (especially for its time). Neither those nor the plane's sheer size were a match for a Texas windsheer.
American pilots are some of the best in the world .
the rule is not to fly into a cloud with lightning...basic. They ignored it.
Yes I am in East Texas and learned a hard lesson on I-10 during a very severe thunderstorm. I thought hail and tornadoes were what I had to worry about, but I had never heard of or experienced downdrafts or windshear up to that point. RIP Chevy Malibu. I won't even drive in a light shower now 🙂.
@@johnsmith-rs2vk I'm taking that to mean, 'US Pilots' . . .
@@RedArrow73 Yes absolutly . Sorry .
Pull Up = Game Over
Imagine all the plane change the Pull up voice to game over, scaryyy:0
indeed
That awfull sound
Not really
@@fritzburbank935 that daniel guy deleted his comment, what does he say?
CAPT: tower delta rain feels good
TWR: Delta one ninety one heavy rain 50 gust to 45
F/O: before landing check
F/E: landing gear
Capt: down three green
TWR: american delta 50 knots uh 80 meters
Capt:thirty three thirty three green light
S/O: ( Altitude alarm )
TWR: ...
F/O: lighting comin out that one
Capt: what ?
F/O: lighting comin out that one
Capt: where?
F/O: ahead of us
I think in the old days the pull up warning was way to near to impact for the pilots to even have time to engage. By the time they are aware that they are too low there’s almost zero chance of survival
From what I understand the were being shoved into the earth by sudden extreme microburst. They knew they were headed into the ground and despite all effort, couldn't do it.
ua-cam.com/video/FxXwqAm1a-Y/v-deo.html
Watch this for more info.
It has to do with airspeed and pitch, not altitude. While taking off you don't hear warning signals.
@@anthonyscott1997 Wrong. You don't hear it on takeoff because there are switches in the throttle quadrant, landing gear control panel, and flaps that require each of those components to be in a determined position in order to activate the warning system, none of which are actuated in takeoff climb. Furthermore, all aircradt now have TCAS, which have input from 3 different altimeters.
@@kdub7195 and that too is wrong. you are telling a very incomplete story. the GPWS computer most certainly takes inputs for baro altitude, along with airspeed, flap and gear position, glideslope relationship and many more to determine how and when to alert. On takeoff GPWS Mode 3 is automatically armed and any reduction in Radio Altitude over 10% of total RA during climb between 50-700 ft will result in the "Don't Sink" alert (thats still a GPWS alert). This can and will become "Pull Up" if the sink continues even with flaps and gear up and the throttles in the normal takeoff positions.
This one is burned in my brain. It was a Friday. My flight was 2 planes ahead of 191 on 17 left followed by a corporate jet. We didn't hardly shake. That's how fast that wind shear sent things to hell for 191. We had just turned back northbound on the taxiway when every emergency vehicle DFW had came screaming out. It was raining so hard up at the water tanks near Highway 114 that hit our pilots couldn't even see the fire. The landing gear had killed a man driving on 114. They bounced in a field north of 114. Then they almost hit 114 as the main gear crushed that man. Less than 100 yards later they hit hard but far more survivable if the left wing had not ripped off hitting the first water tank.
All but one of the people who survived with minor or no injuries were in the rear smoking section. One time being a smoker saved your life.
No one survived stop making things up
Somehow, 3 passengers escaped without injury. All surviving passengers were in the back of the aircraft
It’s where I always sit
@@0icekold7 why???
@@VIRALVIDEOSYTofficial Because in the back of the aircraft you have the highest probability to survive a crash.
@@alexanderw.1003 Yeah but Why? Is there any method or something? Or is there any explanation why sittin in the back helps you? I mean, the back engine could blew you up aint it?
@@fhlpmah Planes always go down head first. Probably because the plane is more stabilised in the back.
Who the hell can understand a word from billy bob at ATC??’!!
@@TheMusicHeals.kjhjhhg Billy bob, is that you?
I'm glad I'm not the only. I'm like fuck, if you can understand that you're physic.
PATSFAN420 I’m not being shallow I’m shocked at the shit quality of air traffic communication. And the very heavy drawl of his accent. Not sure what lines you’re reading between.
Grant Le Bon come on people a spade is a spade. If there were no subtitles there’s no way you could make out what he’s saying. I’ve heard Apollo tapes and they are completely audible
mah daddy can!
It’s so sad the pilots did their best RIP all that died😔😔
It is sad but they should have known better than to put themselves in that situation, if they did their best the plane would have landed safely.
@@fredfrederickson Yeah, no. You're looking at it after decades of analysis and research. The pilots had seconds to analyse the situation. The microburst they got caught up in was invisible to them and not well understood at the time. The weather radar at DFW was poor at the time and the preceding planes landed without issue. This crew were just unlucky.
@@fredfrederickson they got hit with a microburst. The plane was lifted up slightly then violently shoved back to the ground. It caught them in landing too meaning they did not have the airspeed or altitude to recover from it
Don't fly into a thunderstorm.
@@viewfromthehillswift6979 they cant avoid it, they are on final approach
It would be difficult to find a more experienced flight deck crew. All ex-military aviators with combined 44,000 hours flight time with 8,700 hours in the TriStar.
0:19 "there's lightning coming out of that one" should have initiated a missed approach right then and there and requested different vectors from ATC. NEVER fly into a cloud displaying electrical activity. The microburst was the final blow, but the pilots' over-confidence really put them in a bad position.
This was before Doppler weather radar on the plane could give them alert to the impending downdraft. They knew about it, but they didn't realize the full danger ahead.
@@epicscout9826 yea at altitude. Not on an approach when you have no cushion to work with.
You have to remember that at this time microbursts were unknown. The wx reported on the field wasn’t bad. The increasing performance was the key indicator but again this was unknown at that time. There was no windsheer warning system like there is now. This was not an overconfidence problem.
Eric Harmon we still don’t have Doppler radar on most airliners.
@@imaPangolin i also remember seeing the radar time lapse and this system came out of nowhere. If you'd like a cool insight into microbursts, watch captain van der bergh's windshear and microburst training on UA-cam. From 1996 but very cool and he addresses this exact accident, and that they technically could have gotten out of it.
Captain saw the airspeed suddenly increase and said "watch your speed" but the first officer responded with "it's at idle"...captain knew right then they were in a microburst, but it was too late to react. That's why he said "you're going to lose it all the sudden, there it is" as the stiff headwind turned in to a tailwind and the plane just dropped to the ground despite full power being applied.
How can this happen to a mammoth plane? Scary stuff!!!
@@thommysides4616 Because man proposes, God disposes.
@@bobbywoods684 God is a voyeur and a sadist.
the FO failed to utilize available AoA - there was plenty of energy left in the wing.
It makes you wonder if it might have been better to leave the power settings at a more routine level instead of idling the levers. Because when the headwind switched to a tailwind, the required power would need to be that much higher than norms for as long as they were idle during the headwind phase. So their altitude and IAS would be higher during the headwind phase and drop substantially during the tailwind phase, but they would still theoretically end up on glide slope.
The pilots handled the situation perfectly however it was not enough to avoid the inevitable. Aviation started paying attention to microbursts and wind shear after this crash. Most airports and airliners have wind shear detectors now.
Can I get a list of the ones that don't? Asking for a friend.
A colleague was driving on Hwy 114 that day, and witnessed pieces of the plane hurtling across the hwy...lucky to be alive. RIP to those who didn’t survive...
My father used to fly this same type of plane (L-1011) for Eastern Airlines. Simultaneously, my uncle was driving a semi past the highway and witnessed it happen. Weird world.
You should listen to the song, "Master Jack" by four Jacks and a Jill. It fits what you said here.
When I was in the service in the 70's flying here and there, the L-1011 was my absolute favorite plane.
This happened on my dogs birthday. Crazy world.
My dad was associated with Eastern and we flee on the L-1011 many time. It was a large and marvelous plane.
I was in pilot training a couple of hundred miles north of Dallas. The one thing I never understood is how they willingly flew into a thunderstorm, when even in our training we were told never to do that ? Even the co-pilot, who was flying at the time from what I hear, noticed there was lightning in the storm ahead. That should have been the trigger to abort the approach, wait 10 min and try again. Thunderstorms are fast moving storms, but the wind shear is incredible and that was also known at that time.
This accident did not have to happen.
Planes were literally landing during that time. They actually followed a plane in that had no issues. The tower also didn’t provide sufficient information to the flight crew. Also, the sad part about this is, if the captain had been flying the planed, they probably would have survived. He seemed to have an idea what a microburst was, or at least had some introduction to the training of one
Delta airlines flight 191 first flew in 1976 registered as N726DA at the time the aircraft was 9 years old
Those pilots were very calm. Can't fault their professional demeanor
Professional? The first officer was trying to warn the captain “there’s lightening coming out of that one” but the captain proceeded with the landing anyway. Not very professional in my view.
@@johnfisher747 it had nothing to do with lightning. It was a unseeable wind sheer, that nobody could detect. The pilots were not at fault and were very professional.
@@johnfisher747 seeing lightning nearby and still landing is common to this day. It's the windshear that we avoid. Lightning happens all the time without windshear. Two different things. They CAN happen at the same time but it isn't anywhere near a guarantee. Unfortunately back then they didn't have windshear detection at the airports or on the aircraft like we do today. These guys didn't do anything wrong, they just had no way to know. No one knew how wicked windshear could be back then. Everyone else landed safely minutes prior and didn't report any loss or gain of airspeed. As one guy commented here, he was on the prior flight and it wasn't even a bumpy ride.
1:53 crash landing then 1:56 Impact onto a water tank near the runway near DFW due to windshear and microburst
Umm actually at 1:53 the collision sound is actually the left engine hitting a 1971 Toyota Celica on a highway. Unfortunately William Mayberry, the single person in the car, instantly perished.
@@slowskybby I know that still counts as a collision
@@slowskybbyumm actually 🤓☝️
“There’s lightning coming out of that one”.
Would be my Q to input power and go around that area. I’m sorry it took these peoples lives for all of us to learn about microbursts.
RIP Delta 191
Just hearing that TOGA was spine chilling knowing that wind sheer had them pinned.
Agreed. The captain knew what to do and what was going on but it was too late.
Whenever I see something like this, I think about all the innocent passengers who have no clue whats going on, until their lives end abruptly
Maybe it's better that way. May they all rest in peace.
Or maybe they have a pretty good idea, but powerless to do anything about it.
My Father was one of the survivors, and after listening to this, I AM SO HAPPY
Sure
my sister was a stewardess....
My cousin dated a girl, who lived next door to mechanic that repaired the car owned by a man who chewed tobaccgrowno on a farm in Costa Rica byba farmer who use to fish with the brother in law of the town asshole. That asshole was on the news that night promoting his cigars
Pilots must be trained to be calm even in the face of danger! Most of these cockpit recordings don’t even end with then in panic or screaming! Bless them!
All that matters is the aircraft and flying it. You're taught in training; Aviate, Navigate, Communicate. Above all else; FLY THE AIRPLANE. Those who give up never have a chance. Many have survived events because they kept fighting.
@@Keys879 They are also trained not to fly into a storm producing lightning. Abort and go around....
1:44. help pilotos!!!!!
1:53.impact
1:57. impact final
I lived in Irving less than two miles from that runway at that time, we were sitting around in the backyard that Friday evening and it didn't rain a drop there.
On this plane were Don Estridge, an American computer engineer who led development of the original IBM Personal Computer (PC), and thus is known as the "father of the PC revolution". His decisions dramatically changed the computer industry, resulting in a vast increase in sales of personal computers, thus creating an entire industry of hardware manufacturers of IBM PCs. Steve Jobs offered Estridge a multimillion-dollar job as president of Apple Computer but he declined. Estridge and wife Mary Ann were killed in the crash of Delta Air Lines Flight 191 at Dallas/Fort Worth International Airport on August 2, 1985. He was 48 years old. The Estridges were survived by their four daughters. At the time of his death, IBM ESD, which included the development and manufacturing of the IBM PC, PC DOS, PC LAN and TopView, had nearly 10,000 employees and had sold over a million PCs.
Are you saying Steve Jobs had him killed with Apple's weather manipulating device? AKA HAARP? Spooky.
Wind shear will do that. If there's such a thing as a "no-fault" plane crash, this is it.
the co-pilot's remark before things began going south was "lighting", Captain: "Where", co-pilot: "In front of us." That's the last warning that was not heeded. Human error. Avoidable.
@@deans178 Lightning doesn't indicate wind sheer. Tower even reported favorable winds just previously. These men and their passengers were fooled into a trap.
In less than one minute....
by pulling the nose up to 20ﾟ and holding it meanwhile pushing the throttles to the full forward quadrant and left everything else Alone. The recovery would have not been in doubt. We learned a lot from this disaster. Never again race a microburst... Rest in peace!
it takes some seconds for engines to spool up espesh back then it doesnt sound like they had enough margin to get into TOGA mode
@@davemarine01 what do you mean by “margin to get into TOGA”? What margin?
@Totally Serious a very odd term to use for it.
@@peteconrad2077 I assume he means before the plane is to low to recover
I flew the L1011 for 10 years and after this accident windshear recovery was drummed into us. TOGA and firewall the thrust levers, keep pitching up to what attitude stops the sink rate and just hang on and never ever close to flight idle. We learnt alot from that accident.
20 years Air France flight 358
I was hauling rock in for a new runway when this happened.
My cousin, a Delta pilot, told me that the old way of thinking was that they could power out of any storm but then learned that, no, you can’t.
I'll never forget that day. I was 15 and lived in neighboring Grapevine and traveled past the wreckage which was painfully visible from hwy 114 on a daily basis.
I haven't read about the story of Delta Airlines Flight 191 but what I know is this plane, Lockheed L1011 TriStar is very sophisticated at that time.
Remember that the l-1011 was Lockheed’s FIRST aircraft, they where used to making military aircraft, but this incident wasn’t caused by flaws, it was because back then, they never knew that pushing your plane WAY UP would kill your airspeed, I probably wouldn’t blame the pilots.
Doppler radar now help pilots avoid these microbursts
I'm just here for the comments from all the experts who know how they would have avoided this in the same situation.
Take the bus
i remember that day; flying myself...awful stuff...I had a run in with shear landing in 727 full boat in MSY...coming in over Lake P. landing on 19 back course... rough, we continued; I decided to TOGA at 200', full thrust airplane continued descending and touched down. With all that thrust. MSY has had many accidents over the lake inbound. Never again.
Darn it! Everytime I hear this i just wish they would had given it full thrust immediately and maintain a lower angle of attack.these guys where the best during that time.even after the first ground contact they had hope.true airmen heroes
The First Officer should never have reduced the engines to idle. Listen to how many times the Captain says to push up the throttles.
I’m not so sure these guys were doing their best.
Isn't this the one where the tower says "Delta go around" about the time they crashed? I seem to remember something like that or maybe its an urban legand.
it was, but the call basically occurred at the same time as the crash and they were already attempting to go around.
not sure about the tower saying that, it says on the original video that a TWA aircraft said that
No altitude means no time….they were extremely unlucky and no pilot in the world could have saved them, a terrible and brutal situation they were in!
I remember being at my fathers condominium in the north part of San Antonio when this happened. I was 13 at the time, and the reporter referred to it as “Terror in Texas” when they did the special report that they sometimes do.
Was based in Austin then as UPI bureau chief, but I was visiting family back in Alabama the day it happened. Huge story.
They responded as well as they could have; I wonder if it’s been investigated in a simulator if they might have made it if they had immediately applied go around power-would they still have made it?
Yes, I believe they would have. I’m pretty sure it’s been tested, but on pilots who knew it was coming. What they did here was pretty much the accepted technique at the time. The captain was monitoring closely enough to know what they were getting into, and called for a go around when the situation was obviously deteriorating (the major speed loss and turbulence you can actually hear on the recording, as well as the F/O asking what his ref speed was). It was a very dynamic and overwhelming situation recognized slightly too late, but he knew it was time to go. By then though, it was too late as they were in basically the core of the microburst.
Spyke0511 1 thank you for this information! May they all Rest In Peace
Flying into a Cb? Maybe avoid those, especially on final.
Ben Different times. These guys had probably flown through “rain” on final thousands of times. This is a case of the phenomenon where you get away with something once, you do it again, but push it a little farther, then you get away with it again, and the cycle continues until it bites you. Weather information was very different back then, as well as how that information was perceived. Also, they didn’t fly “into a cb”, they flew under one.
Microbursts can be very sudden and without much warning, they can also be visible (wet) or invisible (dry). With a wet microburst you can see the column of precipitation, with a dry microburst you may see evidence closer to the ground (like dust being kicked up) and often virga just below the cloud. Virga does not always mean a microburst is present though. If they applied full power immediately they MIGHT have saved the aircraft but that's not a guarantee. Assuming the microburst is fully developed you first get a strong headwind which will increase your airspeed and lift while decreasing your groundspeed (the decrease in groundspeed keeps you in the microburst longer making your problems worse). When you get to the centre of the microburst there is no horizontal wind and you're now in a powerful downdraft which could be thousands of feet per minute, if you're on approach at say 1,600ft that doesn't leave you a lot of time or energy to recover, even if the engines are already at full power. When you hit that downdraft you WILL lose altitude. If you're low enough and the downdraft is strong enough it may not make a difference and could simply push you into the ground before you have a chance to clear the downdraft. The final kicker is when exiting the microburst you're hit with a strong tailwind resulting in increased groundspeed and decreased airspeed causing the aircraft to stall which is made worse by the fact the aircraft is already in a low energy state during the approach or even during take off (low speed, low altitude, high drag). At the time of this accident microbursts were not well understood, in the '70s and '80s there was a series of accidents including this one that lead to a much better understanding of microbursts and various systems and procedures to deal with them. These accidents are the reason why pilots give storms such a wide berth, it's just a shame the cost to learn those lessons is so incredibly high.
may they all rest in peace
in pieces....
Those monster Rolls Royce engines growling is such a haunting sound before the chaos.
Whats also sad is the man killed on the highway was going home to his family to celebrate his birthday
My mother and I both saw the remnants of the accident as well. It had been two days, but their was still stuff everywhere. I've always loved commercial Jets. But when I saw the tail section sitting there It was surreal. It never made me scared of flying though. So tragic. You have a state of the art aircraft, and a great airline and crew, but neither plane, or human error brought this airplane down. Wind shear or microbursts as they are called now is as we all know what brought this beautiful jet down. I guess that was the day before Doppler radar.
UA-cam: Proving once again that out of boredom you will literally click on anything.
I lived in Ft Worth when this happened. I was watching a TV weather report; the reporter mentioned the storm near the airport showing on radar. I went outside to look, there was no storm visible from 20 miles away.
There is a series on the Smithsonian channel and it is called... Air Disasters. This is one of the episodes I have seen.
True Story! This is the first time i've heard this. Thank you.
I remember driving my pickup truck on 635 in Coppell seeing the smoke.
Wow, these are tough to listen to.. RIP all.
1:44 whoop whoop pull up
Delta and maybe everybody got very proactive on windshear training after this accident. I successfully flew through it in a simulator in a 727 some time afterwards. I knew I was going to get windshear but it wasn't until we were done that the instructor said that was the Dallas L1011 microburst. It was a hell of a ride and a near thing and I knew it was coming. Lots better training on avoidance and flying through it these days. The big emphasis is on avoidance but right behind is procedures to fly out of it.
Microburst must be seen 2 be believed . Extreme downdrafts and lightning. Scary storm.
Yes, and it makes a sonic boom, just like in the old days when pilots would break the sound barrier overhead. Very loud and confusing.
@@Mdeaccosta No. It doesn't.
Normally VCR recordings are not made public... It might even be illegal, don't know.
When you here oh shit you know it bad.
They clearly never knew back then that pushing your plane WAY UP would kill you airspeed, but this incident was mostly caused by microburst.
No they meant throttles
I flew out of DFW the day after the accident and saw the crash site. I knew someone who died on this flight, very sad.
The whoop whoop caught me off guard
You need air thickener around the airplanes whenever a dire situation like this happen.
Recently there'was a video posted on a channel called "Daily Dose of Aviation" of a large plane, low and flying over an airport (think it had just taken off), and you can watch wind shear push the thing down. You can see what wind sheer does and it's amazing. I don't know if you can post links in these comments, but, the video is easy to find. The plane had enough altitude that it was alright, but, these guys were powering down for landing and closer to the ground - they were screwed. Very sad.
Not just powered down for landing, they'd actually pulled the throttles back because they hit a wall of air that was rushing towards them. The captain recognized what was happening and told the first officer and engineer to get ready to push the throttles back up.
Unfortunately, the only way he could have saved them at that point would have been immediately calling a missed approach and pushing the throttles up to TOGA. By the time anyone knew how severe the windshear was they were already being shoved down to the ground.
It was a small private jet landing.the microburst pushed it down hard.the pilot reacted in time full thrust and went around.but the wind pushed that plane nose down hard,no joke
when you here the AFC synthetic voice saying "Pull Up"....its too damn late....rip to all that died!!
You might want to add details of the flight in the description.
Beyond horrifying and disturbing
That thick Texan accent from the controller is somehow haunting.
Delta stands for Don't Expect Luggage To Arrive.
*PLEASE* start putting info on the accident in the description, it would make your channel SO much better
And after this crash most airlines stopped using the 191 number because it was considered unlucky.
At least 7 to 10 flights that had 191 in the number crashed.
The only other one I’m aware of is the American
@@peteconrad2077 It is a bit of a stretch. The sort-of/not-really third was JetBlue 191 in 2012, where the Captain had a mental breakdown and had to be restrained -- no crash. Since there have been thousands of airline flights over the decades that have had incidents at least as bad as the JetBlue, it's not surprising that a three-digit flight number has had multiple hits. There are likely other examples of flight numbers that have had similar coincidence of incidents/accidents.
1:52 why is impact part cutted
People in 1985 did not know what microburst was. This is unbelievable.
Why is it unbelievable?
Once the first officer saw lightning coming out of the cell, they should have initiated a full power go around, and set up a new approach!!
Wasn't the procedure. Lightning doesn't necessarily indicate a bad situation. Microburst and wind sheer however does and the Tower had reported light winds just previous to their approach; giving the crew the thought they would have no problem with the landing. Unfortunately, Microburst and Wind Sheer conditions change rapidly and this accident propelled the industry to advance its' understanding on the phenomena.
Could you do American Airlines flight 383?
I was 10 when my dad was killed in this crash in 1965
It originated in NY, was heading to Ohio and crashed in Kentucky.
I'm so sorry to hear. :(
Even though it was a long time ago, I give my condolences.
@@iwenttobunnings7868 Thanks. I was thinking about him today.
Tomorrow would have been my dad's 98th birthday
Kind of wierd but the "whoop, whoop..pull up" reminds me of a song from a rapper named Trina. Not sure if she got the song from this but I just remembered her song "pull over that azz too fat, whoop, whoop. Pull over....."
Random I know lol
So many experts on YT
Why do the folks on the radios always sound like they are from down South?
Sorry, I thought this was AA 191 O'Hare circa 1979.
The thumbnail should be of a Delta L-1011-1. Not a -500 series.
Really?????
@@ej7692 well, it is a bit shortsighted to have a picture of the wrong aircraft type, don’t you think? Not like there aren’t hundreds of the correct plane on google or anything. 🙄
I SEE JAPEN AIRLINES BEHIND
Its jal 123
You would think ATC and cockpits would use the world's best noise cancellation technology !
actually really, why dont they just do that i mean im sure that wont cost a lot r?
Well, for this one I imagine cause it was a fairly old plane, all that. But, this is just a guess, but I'd imagine that they wanna hear everything. It's possible for the noise cancelling to lose a bit of info or wording from ATC, and if it's vital it could lead to a crash. But idk, that's really just a guess
@@Tommymad1 quite right. The last think you want on a CVR is noise cancelling.
only really became a thing in most airline cockpits via noise canceling headsets in the 2005-2015 timeframe. now nearly 100% of airline pilots wear noise canceling headsets.
@@canyonblue737-8 and the ones that don’t will be suing their airlines on the next 10-20 years.
Researchers believe the pilots encountered a microburst. In short if you are caught in one there will be a short portion in which you’ll have plenty of increasing airspeed with plenty of available energy - followed by the dark side where the wind shears off, lift is lost, airspeed rapidly decreases and it might very well feel like an elevator out of control. A downburst can exceed 6000 ft per min which can quickly overcome the climb capability of most aircraft at low energy. Obviously avoidance is key- microbursts are that dangerous.
In spite of not having microburst warnings at that time, the alert captain recognized the impending loss of airspeed and articulated that to the first officer, then the captain said “push it up” ( the thrust levers ) because the only way out was to power out and hope to climb out of it but they were too low and too slow and the rest is history.
After that crash a LLWAS with microburst detection and warning system was developed and has saved countless lives since.
Wait for the storm to pass bye.
The plane will ran of time
I see jal 123 too rest in peace, both planes
Do you have the one from milwaukee Midwest express crash from the mid 80s?
the FO failed to pull up and use all available lift - he was too focused on airspeed, which means nothing in a micorbvurst as you cant do anything more about it once you are comitted
Odd how everyone witnessed this in one way or another .. their aunt’s friend was there, we just missed the storm, we were driving right under the plane ..
I was just thinking the same thing.
God rest their souls
All previous conversation pertained to vacation homes and ski boats.
A musician going by the name Cloudkicker made an album with all the song titles being sentences spoken in the final moments of the blackbox records, push it way up! is a song on the album taken from this blackbox recording. note this album is purely intrumental it doesn't include any spoken words from the blackbox recording just the song title names
October 2 1990, Aeroperu, Flight 603. Last words: We are going to invert!
May 26 1991, Lauda Air, Flight 004. Last words: Here, wait a minute! Damn it!
September 22 1995, U.S. Air Force 27. Last Words: We're goin' in. We're going down.
March 3 1991, United Airlines, Flight 585. Last words: Oh, god.
March 31 1993, Anchorage Alaska, Flight 46E. "I admit it now. I was scared." Other pilot: "We were all scared." (This plane landed safely)
August 2 1985, Delta Air Lines, Flight 191. Last words: Push it way up!
July 19 1989, United Airlines, Flight 232. Last words: ...it's just wide-open field. (Full phrase: At the end of the runway it's just wide-open field."
September 25 1978, Pacific Southwest Airlines, Flight 182. Last words: It's bad. We're hit, man, we are hit.
21 Aug 1995, Atlantic Southeast Airlines, Flight 529. Last words: Amy, I love you.
full track listings and the flights the words are attributed too
Album name is Beacons.
Hey, my engine just fell off. No prob Bob!