Edit: Good news everyone! UA-cam just re-monetized the channel, so I will resume uploading videos soon. Thanks to you all and especially those who supported me on paypal.
They are treating their creators unfairly and terribly. Very sorry to hear this. Times are really hard right now because of that traitor Biden, or I would help you out. It's your own content FFS? What is YT even thinking?
@@skjoe1115..I watched Europeans surprised that many Americans don't fly to Europe. I've flown although we have a drive almost 3 hrs to the nearest airport. I like road trips. Is pilot ignoring that alarm.
I just came about your channel this evening. How long have you been on YT covering airline crashes? The reason I ask is because I want to know which crashes you have NOT covered, so I can suggest a few. I am a retired American Airlines customer service agent, (ticket counter), gate agent, & baggage agent, PLUS flight attendant.❤️ I have always loved aviation since I was a small girl. BTW, I was 5 years old when this crash happened. Thanks!
Inexcusable, and the other two crew members should have responded with force, not acquiescing to the Captain. I flew commercially for 40 years, and safety was always job one. Mission hacking was never a good idea, and we got paid by the minute. Takeoff warning horn, back to the gate, get it fixed of at least abort the takeoff, vacate the runway, and check EVERYTHING related to the takeoff warning system.
@@packet40 This was in 1968, ...what you've learned later incorporates experiences of these pilots. Cockpit resource management wasn't a thing in the 60's nor early 70's. It became a thing after Tenerife disaster in 1977. Questioning the Captain was not something a First Officer would reoutinely or ever do. Companies also put far more pressure on their pilots although today's standards are deteriorating. Safety became a priority because of experiences like United Airlines Flight 9963 and later Tenerife. Where you flying professionally before 1977? I bet not.
Was his career over? Does anyone know? BTW, I was a teenager when this happened and I was a babysitter for several pilots and their wives in a suburb of KC. I was honored to know them, no mishaps/crashes.
His career wouldn't have been overif thed had stayed at apron git a mechanic and checked it they wouldn't then have had alarm going off and that thedset flaps wrong if they had decided and not taken off with alarm sounding it might have helped
Maurizio bravo )) I like very much and( still like very much) the perfect design of the aircraft ! And of course every details of the reports !! GRAZIAS
It’s simple if you have reached V2 status/speed you have no option but to rotate aka takeoff and declare an emergency,means you are going so fast you will run out of runway…..
Capt. Hudson was probably right…”my career is over”. I’m sure he had a tough time explaining why he attempted takeoff with improper flap setting, not to mention continuing the takeoff with a warning buzzer sounding and the stick shaker vibrating. That poor 727 was trying hard to tell him “hey buddy, don’t take off” but he didn’t listen to it.
Sadly (and more pathetic) he's more concerned about his career - that he has possibly destroyed thanks to his actions/lack of inability - than the lives of others, including his own.
I’m a private Pilot and a USAF veteran. Why in the world would ANY Pilot continue a take off with alarms warning of danger, unless it was too late to stop? Also the larger the aircraft the more dangerous a malfunction is. The plane I flew could be landed on a large pasture field in an emergency.
They really screwed up didn't they, on 727 the config warning sounds as soon as you open the throttles, they called V1 but not V2, they should have aborted T/O.
They were lucky to be alive... The Captain shouldn't just have lost his career, as he stated, for the crash.. His decision to not abort during roll well before V1 showed he might have needed a new career change regardless if he snuck it up into the air long enough to get properly airborne... Good job on the animation!
I have spent many happy hours flying the B-727 -100's and -200's... in all 3 seats... it is a complex aircraft that absolutely needs 100% of your attention. The AI valve is a no go item, but having corrected itself, it was a non issue. I had one get stuck on out of Denver... use the check list, shut down the engine and returned to Stapleton... BUT... ignoring a take off warning horn???? That is a NEVER do that situation.... That's why these systems are in place... and then we merged in 2010... I retired in 2014 along with my pension...
I find it interesting that the aviation industry that spend lots of effort in the technical analysis and pride themselves on the human factors, but actually stop short of the root cause which in my background in oil and gas is where we really start to get to the nitty-gritty. LOL for example the probable cause was failing to abort the take off with a take off configure alarm okay great why did they ignore that?what was going on then ? if you don’t address that behavioural issue you actually have done nothing to prevent it happening again-the action is to reinforce following procedure.they already had the procedure where is addressing the root cause would fix it for example was it time constraint? Was it pressure to complete the flight for some other reason? What were the factors leading to them? Not wanting to stop? Was it ignorance?
I went back to watching another channel about airliner disasters for a couple days, but only because I had watched all of yours. I just clicked on this video and immediately knew I was back on your channel because the graphics are sooooo GOOD.
@flyingtigerline. Crazy I know, but in 1968 I flew Flying Tiger airlines to Vietnam. We had departed Oakland (SF) with one stop in Yokohama Japan (2 hrs.) Then on to VIETNAM. The stewardesses were all beautiful and all wore uniforms with mini skirts. 😊
100 series via the ventral stairs or perhaps the 200?? We used to install the tailstand(on the 200s..it was stored and secured on the ventral stairs) from the stairs once blocked in or before blockout...the smaller 100s did not have a tailstand only the "locking" ventral stairs. Loved working them...but not their small belly compartments(Federal/Fedex Express/Don#11301)
Goodness I read the title of the video thinking that it was a current news story. Whew, glad that there wasn’t another major plane crash. This one certainly would have been a tragic one. It happened quite a few years before I was born, yet I still remember hearing people talk about it from time to time. My parents often talked about another plane crash close to home that wiped out a neighborhood near L.A. Think that one was in the 80s.
The takeoff warning horn sounded shortly after commencing takeoff from runway 09R. The takeoff was continued as the crew tried to figure out what caused the warning. The horn ceased before reaching rotate speed. The stickshaker came on and thrust was added, but the aircraft failed to climb and the captain elected to discontinue the takeoff. The 727 settled back to the macadam shoulder off the right side of the runway and struck a ditch, coming to rest 1100 feet beyond the runway end and 300 feet right of the extended centerline. The flaps had been set at 2deg instead of the takeoff range of 5-25 degrees.
I subscribed just now as this channel is good. It’s an unexpected pleasure to find a new channel - or rather a channel with new material - which I’ve not yet subscribed to. Re the video, surely even many decades ago pilots were taught that a takeoff configuration warning meant the plane was not in a safe configuration for takeoff? I don’t know why they didn’t abort it immediately and save the plane. It’s equally incredible that a pilot can forget to check the flaps are set correctly before taking off.
If he did that then he wouldn't get any views. I came here ONLY because I thought it was recent. I'm gone now. He should do a video about the Hindenburg and pretend it just happened.
@@robertyoung3992😂 Right? Not too many “Lady’s” ( or ladies ) riding with the cargo in back! But…I get Ivan’s comment. Once the plane came to a rest, Captain Fuckit stated “My career’s over” & so he figured he’d have one final broadcast on the public address system….
The scariest landing I ever had was in a 727 during a massive thunderstorm in Youngstown OH. We were going in sideways. I could see out my window the center of the runway just before touchdown. Up, down, left, right, but at least always going somewhat forward.
I lived in northwest Chicago before joining Northwest Airlines as a flight attendant in 1976. I don't remember this accident but thank God the plane didn't take off and all passengers and crew survived.
I didn't recall this when it happened (I was 14) and a subsequent eventual airline career never brought it to my attention either. It did mesh with my sense of safety in that ignoring safety systems due to human factors errors could be an accident waiting to happen. Great video quality and I had to chuckle briefly at the background radio chatter that was based on present-day ORD.
Absolutely. However the chances of surviving an airline crash is about zero. AND of course YOU have absolutely NO CONTROL over the situation. However I also do NOT ride in a vehicle if I'M NOT THE DRIVER because most people can NOT drive for shit.
Yeah...Boeing & FAA can go to hell. They've both lost credibility & public trust. The cozy relationship between those two was exposed in the Air Max MCAS debacle & now a door goes flying out the jet mid-flight in another Max aircraft. Follow-up from the same airline of the Max that the door flew off mid-flight on the other Max models in their fleet revealed many bolts or whatever they're called were not properly secured & loose. This points to poor or non-existent quality control @ Boeing. All in the name of profit. I'd never trust a word out of either of those organizations.
They need to put a technology in these planes, that if the flaps aren't set right the plane doesn't go anywhere. I've watched a lot of plane crash videos over the years, and the crashes were caused by the wrong flap configuration or they forget to put the flaps out at all. Wrong or no flaps planes can't get off the ground. BANG.
Been living in Chicago since 1961 and never heard of this incident! But it reminds me of the Delta L1011 flying into the everglades when pilots got toooo involved with the faulty landing gear deployment light mishap!
If that photo IS the actual aircraft involved in this accident the flaps had to be at 5 degrees or greater as the leading edge flaps/slats were all extended. At flaps “2” you only get slats 2,3,6 and 7 and the rest (L.E Flaps 1,2,3,4 and Slats 1,4,5,8) would be retracted. PS, this is from 7 years in all crew positions on the B-727, 4-1/2 as Captain.
That’s interesting. One can only assume the investigators spotted this anomaly. Could the leading edge devices have dropped as a result of the ‘impacts’ as it careered over the grass and across the ditch I wonder?
We used to call it a configuration alarm and you are right as the photo appears to be a 727-100 and all Kruger flaps and L/E slats are down so I'm at a loss as to why they couldn't get airborne.
That is a QC version. PAX by day, cargo by night. Engines are JT8D-7. Correct UAL checklist response after that was "5,5, Green Light, Card and the detent.." Translated: Flaps 5 selected, flaps 5 indicated on the gauge, green light for flaps and leading edge devices, and the flap setting is in agreement with the takeoff data card.
The aircraft was not "converted" to carry cargo, it was built to carry either passengers or cargo. The seats were palletized and were easily removed to load freight.
With an alarm going off they still choose to take off. I'm no pilot but even I know that alarm was telling them something wasn't right. They should have refused takeoff and then rechecked everything first.
This was one of several United accidents during the 60’s and 70’s which showed a recurring pattern of poor CRM. They jolted United out of their complacency and the result was United’s CRM training program, which served as the model for the industry. It could even be argued that United’s CRM issues went all the way back to the United 227 crash at SLC in 1965. While the 727 was dropping like a brick on landing approach, descending at 2100 feet per minute, the F/O was uncomfortable with the excessive rate of descent. But he kept his mouth shut until Captain Kehmeier let the 727 fly itself into the ground 300’ short of the runway. The two words “GO AROUND” would have saved 40+ lives.
Two questions? Are those ATC recordings the actual recordings or a re-enacted version? If there are audio warnings of a unsafe takeoff configuration, why won’t the plane override the pilots inputs ?
This happened way way back in 1968. This was a cargo flight with 3 crew members and no passengers. Fortunately everyone survived. Move along, nothing to see here…..
The takeoff configuration warning is there for a reason. So many early accidents happened from pilots ignoring thar warning, or in one case deactivating the system on DC9s by pulling the fuse. The DC9 would have nuisance activations of the takeoff configuration alarm during taxi because of the high thrust required to get moving, so pilots would pull the fuse to shut the system up, and it bit one crew hard when they took off in the wrong configuration and got no warning.
Your videos are absolutely stunning in their realism, and so well done with the explanations! They are a joy to watch. Thank you! As an old time flight sim guy, can I ask what flight simulator you are using for these videos?
Remember back in 99 at Sydney airport seeing an Olympic Airways plane struggling to climb after lift off and I've just realised it was a 727 as they flew them and it was a tail jet plane
It's amazing how many 727 captains turn up in the comments. I'm convinced you could make a video on the Wright Flyer and there would be a handful of pitiful individuals who would claim: "I flew that for years. Great airplane."
You can google the findings (Google "Victor J Hudson United) -- it's noted that the manual at the time did not specifically require aborting a takeoff on alarm before V1, and also noted that other pilots had done the same on occasion... not sure Hudson ultimately took the fall for this.
It is amazing how few hours the First Officer and Flight Engineer had. 1280 total hours for the first officer...303 total hours for the engineer. In today's world the FO like the Captain would have to have an ATP license which comes only after 1500 hours. This isn't a great rule, but it is a rule. I got my ATP while flying FO for a commuter as a commercial rated, twin, IFR pilot. Building hours as FO. I was hired with barely 500 hrs TT. Got an ATP at about 800 or so hours. All while flying passengers. I don't know that the 1500 hr rule makes better pilots. Nothing to do with this video just musings...
Wait, the flight engineer only had 300 hours total time? That can’t be right can it? And I think the aircraft was actually a -100QC. Great animation! This is a mishap that I wasn’t aware of. Great work.
According to the ASN Database, it was configured as a 727-22C. Also, it's quite possible that, in 1968, a flight engineer would've only had 300 hours of flight time - especially if paired with a senior pilot who had more than 10000 total hours with 1000 hours on a relatively new type.
So...time to design thermal indicator so it cannot be accidentally moved after it has been set. The indicator also should light up for each number.🙄🙄🙄 This flight could have been fatal if they started to lift off and then slammed to the ground.😖😖😖
The video is. in error when it said the airplane was delivered as a passenger airplane and converted to cargo. The airplane was a B727 QC which means quick change. The airplane would be flown as a passenger airplane during the day and converted to a freighter at night. The interior was built in sections and loaded and unloaded through the large cargo door just aft of normal. passenger door in the left front of. the airplane. It was a good idea but I believe there were some problems as sections of the interior got worn causing delays installing and removing the interior.
When the alarm chime stopped just as they were rolling for takeoff, they probably though that any problem was like the anti-ice valve...just something wonky since it looked like everything else was nominal (but apparently couldn't see the flap indicator well).
I flew the B727 freighter and often out of ORD. I remember being told about this accident. Word was they thought it was the APU door hadn’t closed all the way. The earlier 727’s had a door on top of the wing that was later replaced by louvers. The captain opened his window when they came to a stop. The FE was the first out and went out the captain’s window, the FO was next out via the captain’s window then the captain. They saw an opening and took it.😂
Am I the only one here who thinks alarms on the takeoff run should be an automatic rejected takeoff?? Good grief! Let's take the alarm out of the equation. You try and rotate and the stick shaker goes off. Again reject the takeoff. That airplane does not want to fly. Even if it gets off the ground into ground effect it's not going to end well. No accident happens without several contributing factors and there were silver points where they could have stopped this. I know it's hard to second-guess the guys in the seat but good grief!
I was so glad to learn they evacuated the plane safely. I'm not a pilot, but after the return-to-apron because of the de-ice setting, I like to think I'd be especially intolerant of further alarms. In other words, I like to think I would have aborted the take-off right away when that alarm sounded during the ground roll. So. First an alarm goes off during taxi and delays take off. Then, _another_ alarm goes off during the takeoff roll. So, naturally the captain says something like "fxxk it, lets take off anyway." If I'd been there I would have replied "Sure, let's go ahead and --- wait, what? No way!" Also, was the 727 at maximum take-off weight? That explains why it wouldn't lift off from missing only three degrees of flaps. Should there be such a narrow safety margin? If you get your flaps wrong by just three little degree marks, well then sorry buddy, you're fxxkxd? Maybe more redundancies and backups could have been designed in. (And again, I'm not a pilot, so maybe a 3° flap discrepancy means huge differences. Doesn't seem like it should though.) Thank god they survived ok. It would be interesting to learn if they continued flying after that, if they had some sort of disciplinary action for messing up the flaps, and how their careers went from there, assuming they chose to keep flying.
Edit: Good news everyone! UA-cam just re-monetized the channel, so I will resume uploading videos soon. Thanks to you all and especially those who supported me on paypal.
This seems to be a theme lately with them
They are treating their creators unfairly and terribly. Very sorry to hear this. Times are really hard right now because of that traitor Biden, or I would help you out. It's your own content FFS? What is YT even thinking?
Anybody could post something like this and make millions! Get real.
@@skjoe1115..I watched Europeans surprised that many Americans don't fly to Europe. I've flown although we have a drive almost 3 hrs to the nearest airport. I like road trips. Is pilot ignoring that alarm.
I just came about your channel this evening. How long have you been on YT covering airline crashes? The reason I ask is because I want to know which crashes you have NOT covered, so I can suggest a few.
I am a retired American Airlines customer service agent, (ticket counter), gate agent, & baggage agent, PLUS flight attendant.❤️ I have always loved aviation since I was a small girl. BTW, I was 5 years old when this crash happened.
Thanks!
Can't believe they tried to take off with an alarm going off during a critical phase of flight. They were lucky to have survived that.
Thats not a phase of flight, theyre on the ground still.
@@08turboSS When I say flight I mean the process from beginning to end. Not just the time in the air.
Exactly ..wtf
Yeah, ignoring a warning indicator during takeoff roll is career ending move. Glad the pilot and his crew lived to talk about it.
Inexcusable, and the other two crew members should have responded with force, not acquiescing to the Captain. I flew commercially for 40 years, and safety was always job one. Mission hacking was never a good idea, and we got paid by the minute. Takeoff warning horn, back to the gate, get it fixed of at least abort the takeoff, vacate the runway, and check EVERYTHING related to the takeoff warning system.
@@packet40 Agreed!
@@packet40 This was in 1968, ...what you've learned later incorporates experiences of these pilots. Cockpit resource management wasn't a thing in the 60's nor early 70's. It became a thing after Tenerife disaster in 1977. Questioning the Captain was not something a First Officer would reoutinely or ever do. Companies also put far more pressure on their pilots although today's standards are deteriorating. Safety became a priority because of experiences like United Airlines Flight 9963 and later Tenerife. Where you flying professionally before 1977? I bet not.
Capt: "My career is over." At least fortunately for him, his life wasn't over.
I guess the skies weren't friendly to United that day.
Was his career over? Does anyone know? BTW, I was a teenager when this happened and I was a babysitter for several pilots and their wives in a suburb of KC. I was honored to know them, no mishaps/crashes.
His career wouldn't have been overif thed had stayed at apron git a mechanic and checked it they wouldn't then have had alarm going off and that thedset flaps wrong if they had decided and not taken off with alarm sounding it might have helped
@@bunglejoy3645 Didn't one of them say F it.
Hard to believe anyone would say that😢
Alarms should never be ignored.
TWO PROBLEMS before takeoff REQUIRES A return to let engineers inspect the plane….
What about false alarms?
Alarms should never be ignored.You don't know if the alarms are false, until they are checked out.
That’s right !
And as many videos I’ve seen, I’ve watched more than a few who ignored warnings.
I worked in a coal fired power plant for 27 years. We didn't ignore alarms.
No one with good sense would ignore alarms
@@chasg8183 Yeah, right? And in an airplane? My goodness, what was the crew thinking.
✈️✈️✈️✈️✈️✈️✈️✈️✈️
@@sludge8506 We had 3 hydrogen cooled generators. Made me always think of The Hindenburg.
@@billybob042665 Sounds like a trip.
Pilots trying to take off with a loud alarm blaring in the cockpit, baffles me.
What’s the vector victor !? pretty much like an aeroplane or a spoof movie Isn’t it? Not real life
Maurizio bravo )) I like very much and( still like very much) the perfect design of the aircraft ! And of course every details of the reports !! GRAZIAS
It’s simple if you have reached V2 status/speed you have no option but to rotate aka takeoff and declare an emergency,means you are going so fast you will run out of runway…..
@@josephlambe2796 The warnings were way before that.
@@josephlambe2796the beeping started long before V1 or V2. The takeoff could have been aborted.
Can’t for the life of me understand why the pilots ignored warnings and continued their takeoff
Yea that's what the alarms are for.
Stupid pilot. Many of them.
Capt. Hudson was probably right…”my career is over”. I’m sure he had a tough time explaining why he attempted takeoff with improper flap setting, not to mention continuing the takeoff with a warning buzzer sounding and the stick shaker vibrating. That poor 727 was trying hard to tell him “hey buddy, don’t take off” but he didn’t listen to it.
The captain was worried about his career being over, I’m like dude your plane’s on fire, you better get out. Worry about the career later.
Yea really. He should have said my career is over, but my life is not!
Sadly (and more pathetic) he's more concerned about his career - that he has possibly destroyed thanks to his actions/lack of inability - than the lives of others, including his own.
I’m a private Pilot and a USAF veteran. Why in the world would ANY Pilot continue a take off with alarms warning of danger, unless it was too late to stop? Also the larger the aircraft the more dangerous a malfunction is. The plane I flew could be landed on a large pasture field in an emergency.
This was my thought,that they were too far into to abort the take off,once they rotate they are commited
They really screwed up didn't they, on 727 the config warning sounds as soon as you open the throttles, they called V1 but not V2, they should have aborted T/O.
He probably had developed the habit of ignoring warnings during his career because most turn out to be nuisances.
Sometimes corporate measures a pilot on his on time performance. One can only look at Braniff which put pressure on pilots to meet on time goals.
@sandralogue1774 The alarm went off long before they rotated, but they just ignored it.
No way I would've taken off with the problems they were having.
"Just ignore those alarms."
- United 9963
- Chernobyl Reactor 4 Control Room
Good thing nothing bad happened in either situation.
Not quite the same, lol, but yeah...
They were lucky to be alive... The Captain shouldn't just have lost his career, as he stated, for the crash.. His decision to not abort during roll well before V1 showed he might have needed a new career change regardless if he snuck it up into the air long enough to get properly airborne... Good job on the animation!
Poo poo
Did he, in fact, lose his career? Does anyone know?
I have spent many happy hours flying the B-727 -100's and -200's... in all 3 seats... it is a complex aircraft that absolutely needs 100% of your attention. The AI valve is a no go item, but having corrected itself, it was a non issue. I had one get stuck on out of Denver... use the check list, shut down the engine and returned to Stapleton... BUT... ignoring a take off warning horn???? That is a NEVER do that situation.... That's why these systems are in place... and then we merged in 2010... I retired in 2014 along with my pension...
Well, you must be such a big guy to spend those happy hours flying in all three seats. I bet it was uncomfortable, trying to move the throttles.😂
But seriously, well done and all the best for your retirement the 727 was a beautiful aircraft. I think I only flew on a 757
I find it interesting that the aviation industry that spend lots of effort in the technical analysis and pride themselves on the human factors, but actually stop short of the root cause which in my background in oil and gas is where we really start to get to the nitty-gritty. LOL for example the probable cause was failing to abort the take off with a take off configure alarm okay great why did they ignore that?what was going on then ? if you don’t address that behavioural issue you actually have done nothing to prevent it happening again-the action is to reinforce following procedure.they already had the procedure where is addressing the root cause would fix it for example was it time constraint? Was it pressure to complete the flight for some other reason? What were the factors leading to them? Not wanting to stop? Was it ignorance?
The 757 is the 2nd worst aircraft I have ever commanded... the 737 is the hands down worst...@@malcolmwhite6588
My favourite aircraft Aussie Bob 😊
I went back to watching another channel about airliner disasters for a couple days, but only because I had watched all of yours. I just clicked on this video and immediately knew I was back on your channel because the graphics are sooooo GOOD.
Thanks!
Try Green Dot Aviation and Mentour Pilot. You won’t be disappointed.
@flyingtigerline. Crazy I know, but in 1968 I flew Flying Tiger airlines to Vietnam. We had departed Oakland (SF) with one stop in Yokohama Japan (2 hrs.) Then on to VIETNAM. The stewardesses were all beautiful and all wore uniforms with mini skirts. 😊
Looks like the boys in the cockpit decided not to trust their warnings. Probably not a good idea
The graphics are extraordinary.
Those were beautifully balanced looking aircraft, bring them back!
Back in the glory days, I flew as a passenger in a United 727, LAX-PDX-SEA-YVR. We deplaned in YVR via the back stairs under the tail!
The same way D. B. Cooper deplaned. Oh, wait, not quite the same. 🤪🤪🤪🤪
Yeah, Cooper had a parachute as I recall.@@sludge8506
100 series via the ventral stairs or perhaps the 200?? We used to install the tailstand(on the 200s..it was stored and secured on the ventral stairs) from the stairs once blocked in or before blockout...the smaller 100s did not have a tailstand only the "locking" ventral stairs.
Loved working them...but not their small belly compartments(Federal/Fedex Express/Don#11301)
Goodness I read the title of the video thinking that it was a current news story. Whew, glad that there wasn’t another major plane crash. This one certainly would have been a tragic one. It happened quite a few years before I was born, yet I still remember hearing people talk about it from time to time. My parents often talked about another plane crash close to home that wiped out a neighborhood near L.A. Think that one was in the 80s.
That might likely be the Cerritos Air Crash. Horrific.
@@jeffbekeris that was the Cerritos crash, I live in the Next City over and was on leave with the NAVY, I remember it very well
The takeoff warning horn sounded shortly after commencing takeoff from runway 09R. The takeoff was continued as the crew tried to figure out what caused the warning. The horn ceased before reaching rotate speed. The stickshaker came on and thrust was added, but the aircraft failed to climb and the captain elected to discontinue the takeoff. The 727 settled back to the macadam shoulder off the right side of the runway and struck a ditch, coming to rest 1100 feet beyond the runway end and 300 feet right of the extended centerline. The flaps had been set at 2deg instead of the takeoff range of 5-25 degrees.
Did this end the Captains' career?
I do not know; Captain Victor S Hudson jr 10050 hrs of flight time suffered a back injury as a result of the crash@@Oceangirl_505
Yes,we saw that in the video🙄
Gotta trust those alarm bells! Or any other warning lights or unusual sound.
A visually beautiful and realistic presentation.
Many thanks!
Ditto
I'm surprised Ricky didn't come on the radio and say, "Lucy, you got some 'splainin' to do!"
That poor bird. She tried to warn him three times and the captain wouldn't listen.
The visuals are very convincing.
I still would have went back to get the Mechanics to check it out to the ramp
To my eye, the 727 is the most beautiful passenger aircraft to ever grace the sky.
Well, the first problem is that there's no pilot in that plane!
Picky, picky. 😂😂
Maybe he dropped a cigarette on the cockpit deck.
I subscribed just now as this channel is good. It’s an unexpected pleasure to find a new channel - or rather a channel with new material - which I’ve not yet subscribed to.
Re the video, surely even many decades ago pilots were taught that a takeoff configuration warning meant the plane was not in a safe configuration for takeoff? I don’t know why they didn’t abort it immediately and save the plane. It’s equally incredible that a pilot can forget to check the flaps are set correctly before taking off.
My career is over!!!!! Ya think??????
Amazing graphics. That was the golden age of aviation in my book. The 727.
Maybe you should put the incident date in your headline description?!
He kind of does the airplane was built in 1967-10 months old, so if you noticed that you can extrapolate from there the approximate date
I thought the same thing until I saw 727. That has been out of passenger service for a while.
If he did that then he wouldn't get any views. I came here ONLY because I thought it was recent. I'm gone now. He should do a video about the Hindenburg and pretend it just happened.
@@patrickfreeman8257 pretty much did wasn’t that Hindenburg in July 2021 ?😂
@@patrickfreeman8257 seriously, still have my views I don’t mind the old ones
Lady's and Gentlemen, thanks for flying United...
it was a cargo flight
@@robertyoung3992😂 Right? Not too many “Lady’s” ( or ladies ) riding with the cargo in back! But…I get Ivan’s comment. Once the plane came to a rest, Captain Fuckit stated “My career’s over” & so he figured he’d have one final broadcast on the public address system….
Ivan must be a real "Lady's" man. 🙃😇
The scariest landing I ever had was in a 727 during a massive thunderstorm in Youngstown OH. We were going in sideways. I could see out my window the center of the runway just before touchdown. Up, down, left, right, but at least always going somewhat forward.
So did Captain Hudson end up losing his career after this mishap?
Awesome vid as always❤
Yes, I need to know as well.
😢😢😢😢😢😢😮😮😮😮😮😮❤❤❤❤❤❤😢😢😢😢😮😮😮😮😮❤❤❤❤❤❤❤❤😢😢😢😢😢😢😢😢😢
@@Oceangirl_505 Why do you need to know grasshopper?
let's just assume he ended up flying a plane fulla rubber dog shit out of Hong Kong
I lived in northwest Chicago before joining Northwest Airlines as a flight attendant in 1976. I don't remember this accident but thank God the plane didn't take off and all passengers and crew survived.
There were no passengers. It was a cargo flight.
three crew members al survived by jumping out the windows.@@davidquinn6161
I didn't recall this when it happened (I was 14) and a subsequent eventual airline career never brought it to my attention either. It did mesh with my sense of safety in that ignoring safety systems due to human factors errors could be an accident waiting to happen. Great video quality and I had to chuckle briefly at the background radio chatter that was based on present-day ORD.
'When we crash our wives will have something on the CVR' famous last words out of Atlanta jockeys.
'We Abort for 3 things: The Fire Light illuminates, Any 'Master' Warning Light, or....the 'Airplane Talks'.
But have you not heard? Flying is safer than driving..................according to Boeing and the FAA.
Absolutely. However the chances of surviving an airline crash is about zero. AND of course YOU have absolutely NO CONTROL over the situation. However I also do NOT ride in a vehicle if I'M NOT THE DRIVER because most people can NOT drive for shit.
There's been plenty of survivable crashes
@@leecowell8165300+ passengers in Japan would disagree with you.
Yeah...Boeing & FAA can go to hell. They've both lost credibility & public trust. The cozy relationship between those two was exposed in the Air Max MCAS debacle & now a door goes flying out the jet mid-flight in another Max aircraft. Follow-up from the same airline of the Max that the door flew off mid-flight on the other Max models in their fleet revealed many bolts or whatever they're called were not properly secured & loose. This points to poor or non-existent quality control @ Boeing. All in the name of profit. I'd never trust a word out of either of those organizations.
What do you know commie?@@Corinne-v9c
They need to put a technology in these planes, that if the flaps aren't set right the plane doesn't go anywhere. I've watched a lot of plane crash videos over the years, and the crashes were caused by the wrong flap configuration or they forget to put the flaps out at all. Wrong or no flaps planes can't get off the ground. BANG.
They've done it. How'd that work out on the 737 MAX?
Not the same@@PhilipDeLamarter
Been living in Chicago since 1961 and never heard of this incident! But it reminds me of the Delta L1011 flying into the everglades when pilots got toooo involved with the faulty landing gear deployment light mishap!
The L1011 crash was Eastern 401
That crash will always haunt me!
If that photo IS the actual aircraft involved in this accident the flaps had to be at 5 degrees or greater as the leading edge flaps/slats were all extended. At flaps “2” you only get slats 2,3,6 and 7 and the rest (L.E Flaps 1,2,3,4 and Slats 1,4,5,8) would be retracted. PS, this is from 7 years in all crew positions on the B-727, 4-1/2 as Captain.
PPS. I agree, no way continue a takeoff with the TO Warning screaming. Should’ve rejected takeoff at first sound!
Couldn't be the actual plane because #1 It's a sim. #2 - it was a cargo flight.
That’s interesting. One can only assume the investigators spotted this anomaly. Could the leading edge devices have dropped as a result of the ‘impacts’ as it careered over the grass and across the ditch I wonder?
We used to call it a configuration alarm and you are right as the photo appears to be a 727-100 and all Kruger flaps and L/E slats are down so I'm at a loss as to why they couldn't get airborne.
Did you ever fly for Fedex? We had them(72s) for 35 years...a real workhorse!
Congrats Mauricio on this new channel,i like how it sounds “situation becomes critical”
That is a QC version. PAX by day, cargo by night. Engines are JT8D-7. Correct UAL checklist response after that was "5,5, Green Light, Card and the detent.." Translated: Flaps 5 selected, flaps 5 indicated on the gauge, green light for flaps and leading edge devices, and the flap setting is in agreement with the takeoff data card.
The 727 had a very advanced, high performance wing. It was a pilot’s airplane.
Much like the Northwest 255 accident in Detroit where flaps were missed on the checklist and the warning system was disabled.
The aircraft was not "converted" to carry cargo, it was built to carry either passengers or cargo. The seats were palletized and were easily removed to load freight.
Nice job with the period-correct UA logo and cockpit!
I just love the plane, crewless, pushing back without a tug! Incredible!
I just thank God their safe ❤️🙏
It's they're not their.
That poor 727, the most beautiful airliner ever made, was warning these guys not to do it. She was screaming you're gonna kill us all.
With an alarm going off they still choose to take off. I'm no pilot but even I know that alarm was telling them something wasn't right. They should have refused takeoff and then rechecked everything first.
My uncles ex-girlfriend’s cousin’s plumber’s mother’s best friend’s sister’s ex-employer’s son’s best friend almost took a job with UAL😊
At approximately 20,000 hours of B727 time she always got me there and back. Respect the warning systems and you will always be fine.
Freezing temps? Fully loaded with gear? Better stay in bed than try to mess with the laws of physics! * Cav *
This was one of several United accidents during the 60’s and 70’s which showed a recurring pattern of poor CRM. They jolted United out of their complacency and the result was United’s CRM training program, which served as the model for the industry. It could even be argued that United’s CRM issues went all the way back to the United 227 crash at SLC in 1965. While the 727 was dropping like a brick on landing approach, descending at 2100 feet per minute, the F/O was uncomfortable with the excessive rate of descent. But he kept his mouth shut until Captain Kehmeier let the 727 fly itself into the ground 300’ short of the runway. The two words “GO AROUND” would have saved 40+ lives.
I remember the 707, 727, and 747. Such amazing reliable jets. Then there is the 737..... prelude to many disasters and deaths
This video was extremely well done.
“My career is over.” When you treat flying with the seriousness of making french fries, you should be making french fries.
Two questions? Are those ATC recordings the actual recordings or a re-enacted version?
If there are audio warnings of a unsafe takeoff configuration, why won’t the plane override the pilots inputs ?
Great graphics and story.
This is some pretty high quality video for the date.
This happened way way back in 1968. This was a cargo flight with 3 crew members and no passengers. Fortunately everyone survived. Move along, nothing to see here…..
Thanks for repeating what’s in the video!
The takeoff configuration warning is there for a reason. So many early accidents happened from pilots ignoring thar warning, or in one case deactivating the system on DC9s by pulling the fuse. The DC9 would have nuisance activations of the takeoff configuration alarm during taxi because of the high thrust required to get moving, so pilots would pull the fuse to shut the system up, and it bit one crew hard when they took off in the wrong configuration and got no warning.
Another excellent video with fantastic graphics 👍
To say that this is worthy of an Olympic sized yikes is a massive understatement
Your videos are absolutely stunning in their realism, and so well done with the explanations! They are a joy to watch. Thank you! As an old time flight sim guy, can I ask what flight simulator you are using for these videos?
Yep never t/off with any warning alarm activated should have abort...on flight chk...
Great graphics--well done sir.
Fantastic story telling and graphics
The graphics are amazing!
There are no FAA licensed passenger carrying B- 727's in the US.
My dad drove a frameless dump in Chicago when that happened and hauled it back to O’Hare then the dump.Stayed busy along time.
These are quite well done.
Thank you for producing them
They are educational
May I request the PWA 737 crash at Cranbrook Canada 1978.
Thank you
Incredible quality video, Subscribed.
Thanks!
Remember back in 99 at Sydney airport seeing an Olympic Airways plane struggling to climb after lift off and I've just realised it was a 727 as they flew them and it was a tail jet plane
Glad everyone made it out. I was only over two months old.
It's amazing how many 727 captains turn up in the comments. I'm convinced you could make a video on the Wright Flyer and there would be a handful of pitiful individuals who would claim: "I flew that for years. Great airplane."
There is alot of old timers out there, I was one the 747 flight test program in 1969
I flew it in '28...
The question to be asked is how many times has this captain ignored alarms during his career? I bet plenty of times.
You can google the findings (Google "Victor J Hudson United) -- it's noted that the manual at the time did not specifically require aborting a takeoff on alarm before V1, and also noted that other pilots had done the same on occasion... not sure Hudson ultimately took the fall for this.
Baffles me that a loud alarm isn’t paired with precise info about the reason for it.
Look at the technologically advanced 1977 boeing 727. After 30 million hours still going.
It is amazing how few hours the First Officer and Flight Engineer had. 1280 total hours for the first officer...303 total hours for the engineer. In today's world the FO like the Captain would have to have an ATP license which comes only after 1500 hours. This isn't a great rule, but it is a rule. I got my ATP while flying FO for a commuter as a commercial rated, twin, IFR pilot. Building hours as FO. I was hired with barely 500 hrs TT. Got an ATP at about 800 or so hours. All while flying passengers. I don't know that the 1500 hr rule makes better pilots. Nothing to do with this video just musings...
Wait, the flight engineer only had 300 hours total time? That can’t be right can it? And I think the aircraft was actually a -100QC. Great animation! This is a mishap that I wasn’t aware of. Great work.
According to the ASN Database, it was configured as a 727-22C. Also, it's quite possible that, in 1968, a flight engineer would've only had 300 hours of flight time - especially if paired with a senior pilot who had more than 10000 total hours with 1000 hours on a relatively new type.
The videos are so live like, Awesome
They are going to have to stop this! I’m never going to get my niece on a plane for our cruise in April.
Well don’t watch them
@@MsRocker961 did you have a bad day to respond to my message like that!
So...time to design thermal indicator so it cannot be accidentally moved after it has been set. The indicator also should light up for each number.🙄🙄🙄 This flight could have been fatal if they started to lift off and then slammed to the ground.😖😖😖
This was March 21, 1968.
Yeah, guys like this love Bullshit
Seeing all this videos about crashes and accidents, I am now being really scared of flying again!
The video is. in error when it said the airplane was delivered as a passenger airplane and converted to cargo. The airplane was a B727 QC which means quick change. The airplane would be flown as a passenger airplane during the day and converted to a freighter at night. The interior was built in sections and loaded and unloaded through the large cargo door just aft of normal. passenger door in the left front of. the airplane. It was a good idea but I believe there were some problems as sections of the interior got worn causing delays installing and removing the interior.
I grew up in Chicago and remember the 2 crashes near midway and the American crash at Ohare but never heard of this
Was It the anti ice freeze machine valve? Wow! That is so unbelievable
When the alarm chime stopped just as they were rolling for takeoff, they probably though that any problem was like the anti-ice valve...just something wonky since it looked like everything else was nominal (but apparently couldn't see the flap indicator well).
I flew the B727 freighter and often out of ORD. I remember being told about this accident. Word was they thought it was the APU door hadn’t closed all the way. The earlier 727’s had a door on top of the wing that was later replaced by louvers. The captain opened his window when they came to a stop. The FE was the first out and went out the captain’s window, the FO was next out via the captain’s window then the captain. They saw an opening and took it.😂
Bad cockpit management.... why didn't the FO and FE say anything?
They forgot to mention. The captain is flipping hamburgers on a cruise ship for a living.
Thank god the pilots were safe! Omg! What a horrible nightmare 😮
Is this old cuz i work at o'hare night shift and we havent had no crashes here.
Exactness in communication not too important to either of you.
Am I the only one here who thinks alarms on the takeoff run should be an automatic rejected takeoff?? Good grief! Let's take the alarm out of the equation. You try and rotate and the stick shaker goes off. Again reject the takeoff. That airplane does not want to fly. Even if it gets off the ground into ground effect it's not going to end well. No accident happens without several contributing factors and there were silver points where they could have stopped this. I know it's hard to second-guess the guys in the seat but good grief!
Spectacularly realistic!
I was so glad to learn they evacuated the plane safely. I'm not a pilot, but after the return-to-apron because of the de-ice setting, I like to think I'd be especially intolerant of further alarms. In other words, I like to think I would have aborted the take-off right away when that alarm sounded during the ground roll.
So. First an alarm goes off during taxi and delays take off. Then, _another_ alarm goes off during the takeoff roll. So, naturally the captain says something like "fxxk it, lets take off anyway." If I'd been there I would have replied "Sure, let's go ahead and --- wait, what? No way!"
Also, was the 727 at maximum take-off weight? That explains why it wouldn't lift off from missing only three degrees of flaps. Should there be such a narrow safety margin? If you get your flaps wrong by just three little degree marks, well then sorry buddy, you're fxxkxd? Maybe more redundancies and backups could have been designed in. (And again, I'm not a pilot, so maybe a 3° flap discrepancy means huge differences. Doesn't seem like it should though.)
Thank god they survived ok. It would be interesting to learn if they continued flying after that, if they had some sort of disciplinary action for messing up the flaps, and how their careers went from there, assuming they chose to keep flying.