Plane is still at ORD by the burn pit, they just recently got all the insurance and other legal matters taken care of and the plane has been officially donated to the Chicago Fire Department for training purposes. A friend of mine who is a CFD firefighter out at ORD was recently onboard and said nothing on board was moved, the same newspapers were there and the pilots water bottles were still in the cockpit…
@@KonorSacks I would imagine so... probably made the plane safe first by removing the remaining fuel, then tow it to a back area, where it would have been emptied of personal belongings and cargo. In some of the pictures you can see the aft cargodoor is open with stairs next to it.
The last part reminds me of when I was talking to a friend of mine who is a firefighter about the building my company was about to demolish (a datacentre). He brought up that they very rarely get to perform live training exercises on industrial structures like that and asked me what my thoughts would be on allowing them to use the site prior to the demolition starting. Granted a bunch of the equipment did get moved but there was enough obsolete stuff that we would have had to pay to recycle otherwise to fill a couple of the floors and then they simulated a scenario involving a fire starting in Electrical Distribution Room 3, I think they rigged one of the 50 kVA UPS's batteries in there to go into runaway. Was interesting as I got to observe the exercise and even participate in a small way as I was allowed to play the role of giving the information that we would have known had the scenario been real (Where the fire panel indicated the fire, the location and contents of the diesel tanks for the backup generators as the site had a pair of 20kl tanks on site, and that two people were not accounted for as they had two firefighters acting as casualties inside). There is a new facility on the site now as that is why it was being demolished for a new larger facility to be constructed on the site but yeah fire departments also need access to old structures that are due to be demolished where available too, there are hazards and conditions that can't be well simulated in a structure that is not under genuine threat eg observing the signs of the structure itself being degraded by fire and assessing stability.
I had to evacuate an airplane once. It turned out to be a small electrical fire underneath the cabin and everyone could smell it. We landed. The cabin started getting Smokey, and the captain ordered an emergency evacuation. The plane never caught fire, but the calm professionalism on the crew made a huge difference. Thanks Kelsey....another great report!
As a private pilot in a small plane, I avoid the big airports like the plague. A GPS map approapply marked would sure reduce the pucker factored on a hazy day.
I read the AAL383 report -- the pilots were pretty much clueless to what was happening in the back, thru no fault of their own. The flight attendants saw the fire obviously, but every single one of them in the cabin basically forgot how to operate the phone/intercom (the AAL 767s had two variants but only trained for one variant, this was the other surprise surprise). Naturally given the massive fire the FAs started an evacuation without any communication to the cockpit whatsoever, until like a minute after the first slide deployed somebody banged on the cockpit door. A significant fraction of the passengers evacuated on the left side while the left engine was still running, it was sheer dumb luck that nobody was hurt that way. Eventually the pilots got wind that the evacuation was in progress, and told tower and shutdown the left engine as the evac was ongoing. And obviously despite the intercom blunders, the FAs did 98% of their job correctly to get all the passengers off more or less unharmed, despite most of those passengers carrying their carryons (dumb passengers as usual). All in all, it was definitely a "successful failure", to borrow the Apollo 13 term. Even with an engine blown up, and FAs unable to call the pilots, and an engine still running during an evacuation, no serious injuries occurred other than the usual slide injuries.
I've thought about the first thing I'd say if I ever had the privilege to meet Ford.. I landed on "Aren't you that guy that landed on the taxiway?".. It may not endear him to me, but it would be worth it.
I've taken off from a taxiway once, the runway was occupied by a private pilot taking their sweet time vacating so ATC cleared me for a departure from the taxiway. It helps that I was driving a helicopter (Cabri G2 for the planespotters) and can just sorta go up.
Funny story, although I am confused (a regrettably common condition). Why do you even need a runway? We've all seen helipads on skyscrapers, yachts, and hospitals, and let's face it, they don't have a huge amount of run-off. Do you just drag it out there on the asphalt, making some Formula 1 Singapore GP style sparks for show?! (I mean, that would be fun.) Or is it just airspace management? 🤔
@@Cameron655 Runways are surrounded by something called a Strip. The Strip is an area of airspace guaranteed to have no obstacles or intrusions which allows aircraft to take off and land safely and provides enough space to perform emergency maneuvers. Runways are also rated for a higher pavement loading than taxiways. Technically speaking you can take off from any area that you can drive on but landing creates a huge impact which won't affect a runway but may damage a taxiway. It is always safest to perform maneuvers on a runway. Airports like to treat all aircraft the same so if there is no specific procedure for helicopters then they will be treated the same as a plane. In the case of the Cabri, driving around an airport can be done in one of two ways; It can be propped up on a pair of wheels and pushed around by hand (normally only used on the Apron) or you can perform a hover taxi in which you take off into a hover and then move around slowly.
@@Cameron655 It's safer for a heli to get into a ground effect while still having some forward speed, rather than to start hovering at altitude and dropping down vertically. If the engine dies and the heli has to autorotate down, forward speed is king. Sure, the same gradual descent and then transition to hover can be done above a taxiway, but I guess it's a bit more comfortable knowing that you can approach the runway at any speed and not worrying about coming in too fast, too close to other traffic or not exactly on centerline. But I'm not a pilot, just a heli sim player. Also, some heavy helis have wheels and like to land and take off like an airplane for the same safety reasons.
Why isn't anyone calling out Kelsey for that burn about wondering "if the pilot was going to Canada"? ONE near miss by an Air Canada pilot, and look at the grief we get! :-) Seriously, another great vid, thanks!!
It doesn’t have anything to do with this video, but I just saw a comment on another channel that I think you will like. “Every approach is a go around with an option to land.”
I loved your line; I have done that myself... just after 15 minutes. As a Military Instructor and a college teacher I often say to my students ... "I'm telling you not to do that, because I have and it won't work" ... life experiences mean everything... be safe
👍👍👍👍👍 One day while at work on the airfield we had a landing come in where the landing gear collapsed. The belly of the plane heated up that the asphalt melted in a 30' area/circle. The runway had to be closed down till a safe and completed patch could be done. It to about two weeks, if I remember correctly. Another time a hot brakes/wheel incident made it to the designated area specifically designed for such emergencies. It is a large concrete area so their was no asphalt damage anywhere, runway, taxiway nor tarmack.
Kelsey, this last segment hits very close to home. Watching the footage of the takeoff roll, you can see the moment the engine failed (exploded). A little known part of the story is that a big chunk of the uncontained turbine wheel was found way across the field and on the roof of the FAA building. At least that’s the story we were told.
I’d heard that it was a UPS building but the distance it was thrown doesn’t surprise me. I have the privilege of working as part of the ground crews at my local airport in the UK and the pleasure of working with and around both pilots and engineers, and having a few as friends. Jet engines can be scary even when you don’t know how they work or conditions they create even when working normally. So yeah I agree and also have to admit that second incident seeing the moment when the engine failed hits way too close to home. During pushbacks when I’m connected with the pilots via a headset plugged into the aircraft (usually 737 or A320 variants) one of the steps I have to follow is to have the pilot confirm that the engine is set to idle. You know. The engine almost directly behind me. Even with industrial ear defenders I still know when they’re turning it on and every so often I find myself gritting my teeth or clamping down on the feeling of wanting to run. Admittedly it’s usually because I’ve recently seen something that’s spooked me a bit-like that video. The last time was a few weeks ago when word reached us that a ramper over in the US had died after being sucked into a jet engine. She did the same job I do and in my airport at least, female rampers are rare. Okay technically I’m actually ACS (aircraft services) which involves cleaning the interiors of planes including the cockpit once you’re trained and certified for it, and operating the water and lavatory trucks. I sort of ended up hybridising to most ramp duties because I tend to get bored easily during the gaps between the planes that we’re to clean and the shift seems to go faster when I’m busy doing something. So yeah learning that someone died doing the job I do was unsettling and made me much more careful when I’m around jet engines. This is the result even if we don’t know how it happened yet. The details hadn’t been released yet when I last heard anything about it. My best guesses are that someone didn’t follow the SOPs and tragedy was the unfortunate result. Barring freak accidents or mechanical failure, the airfield is a safe place to work if you follow the SOPs and remain alert. Mind you, these incidents also serve us a renewed respect for the power of jet engines.
@@mikoto7693 To be fair, they released the report and she was warned 2 times in safety meetings that the apu was broken and the plane would be running its engines until connected to ground power. Plane had its safety beacon flashing and she was even blown over when she walked behind the engine and then still walked in front........
@@notsofresh8563 Aye, I read the preliminary report not long after it came out…. And I don’t quite know what to say because you aren’t really supposed to speak I’ll of the dead. Thankfully I’ve done more research and commented with US rampers and have concluded that the safety cultures are nothing alike. Perhaps the best example is that we’re near enough forced (by training, company rules and each other) to wait for the incoming aircraft to fully park in the zone designated for us ground crew to stand in, and we absolutely do not move until the red anti collision lights turn off. Only then do we swarm the plane to do our assigned tasks. (The marshal is the exception because he needs to position himself to guide the pilot in.) Chocks, cones, GPU, cargo door, loaders ect. If anyone tries to move before the red lights go out, usually a very new hire within a his/her first week then one or more of us will forcefully shout at that person to return to the group. But I should also point out that we don’t have many jet bridges at our airport and they aren’t used very often. And inop APUs are even rarer, on top of that I think they’re assigned or encouraged to a different aircraft stand if they’re due for a jet bridge with an inop APU to avoid this sort of situation but I’m not 100% on that. Sometimes colleagues will tell you inaccurate information. As for safety briefings yes we have them when an aircraft is coming in with an inop APU because it’s such an unusual occurrence and means a different SOP since it usually needs a huffer when it’s ready to taxi out for the next flight. But to get back to the dead ramper… besides the ineffective safety culture I have to admit I truly don’t understand what she could have been thinking. I’ve felt many jet blasts from a safe distance when a 737, A320 and aircraft up to A330 and 787 are taxiing up towards the runway and I’m talking there or four bus lengths away. Though I feel it pushing against my body and it sends my security pass on my lanyard flying over my shoulder it’s not enough to even require me to adjust my footing but still… it gives me an idea of the strength even at taxi. But here’s the thing. In all my experience on the ground crews none of us have experienced jet blast strong enough to even need us to change footwork or widen stance or something. To feel even that much would mean something has gone very wrong. To experience jet blast strong enough to knock one of us off our feet, or nearly off our feet would be downright terrifying because that means something has gone horribly wrong and we’re going to respond to this like our life is in jeopardy. Look around, determine safest escape routes and nope the f**k on out of there. I’m not joking nor exaggerating here. I mean every word. Being hit by jet blast even if it didn’t hurt anyone would be immediately considered a serious incident and every ramper or anyone else working around the plane would drop what they were doing (provided it was safe to do so) and retreat posthaste to the nearest safe area. Our supervisors and Airside Ops (think of them kinda like airside law enforcement of sorts) would be immediately alerted and sent to us to assist and manage the situation. I’m not fully sure of the rest, but I’m pretty sure that the control tower would be alerted and likely radio the pilots of the plane emitting the jet blast to kill the engines immediately. (Which they can do by flipping levers that will cut fuel to said engines.) This probably wouldn’t last long. Just enough for Airside Ops to confirm everything is now safe then everyone but the ramper who got themselves blown over would pick up where they left off. If it were an accident then the ramper wouldn’t face punishment. They’d probably get sent home and have their security pass suspended for 24 hours while an investigation takes place to figure out what went wrong, and then probably be made to retake their safety training course and test, reminded about the danger of what they did and returned to work. But I can guarantee you that there’s no way a ramper would experience jet blast like that and just carry on like nothing had happened even if their colleagues had to force her to stop walking and retreat. And I’d like to think nobody at my workplace at least would be dumb enough to then just walk around the engine that just blasted them and blithely walk into the ingestion zone, but before this incident I would have sworn such a thing would be humanly impossible.
If I remember correctly, there was a plane at SFO that overshot the runway and the plane evacuated. One passenger wondered out into the grass away from the plane and she was run over and killed by the fire truck.
@@rabbit251 I remember that was a korean airline landing too soon and had a tail strike on the breakwaters. I think the tail broke apart. There were two Chinese girls that was killed, they sat on the very last roll on the plane and didn't fastened their seatbelt properly. Since the tail broke off they probably launched somewhere burried with fire fighter's foam and got runnover by fire trucks. I remember Korean TV host said something along the line of "Fortunately the only ones died is Chinese" and pissed off China a lot.
Indeed - in opposite e.g. to the Red Air Accident in Miami not long ago where only Good Luck prevented Passengers to be sucked into the still unning engines during the uncommanded evacuation.
@@rabbit251 I believe an investigation into that one showed that the passenger was already dead (...thankfully, I guess?), but it's absolutely a worry!
As always, excellent explanations. Acknowledging that mistakes can be made by anyone, and the humility to admit you've made many is refreshing. Unlike your early piloting story, I did land on a taxiway and it was extremely embarrassing when I realized it. I had maybe 120 hours and was part owner of a Cherokee 140, and decided to take some friends on a short cross country to a rather larger airport. Since I was used to the 75 foot wide runways at my home base and getting rather flustered by ATC squeezing me in amongst various DC9's landing and taking off - I was cleared to land on a runway, and I lined up with what I thought was the runway. The controller let me land and then said *****Kilo exit taxiway delta at bravo..... And I immediately realized I had landing on the freaking taxiway! (the taxiway was wider than my home runway, and after I touched down I commented to self, "this is an awfully bumpy runway".... then the controller gave me the scoop when he said to exit taxiway...) Then when departing a few hours later, and asking for clearance to taxi to the active, suddenly the ground controller said "Oh *****Kilo" and he proceeded to speak very slowly and deliberately, indicating to taxi via so and so and such and such to RUNWAY 29.... emphasizing "Runway" in a somewhat amused and mocking manner (and I could hear other controllers in the background laughing). No pilot deviation calls, just some verbal ribbing by the controllers, but I was humiliated and horrified to say the least (this was back in the late 1970's). (and I didn't tell the passengers until we landed back home)
I'm 70 years old now. At age 20, in the military, while doing maintenance on an aircraft, I mistook the fuel dump switch for the battery switch and dumped enough fuel on the line to surround the aircraft for 60 feet in every direction. I am convinced that the poignant memory of that horrifying error has saved my life in the intervening years many times over.
Heh, I guess we all make mistakes sometimes. While I’ve had a lot of fun during my years on the ground crews-starting with Aircraft Services (interior cleaner but also operating the lavatory and water trucks) and hybridising onto most ramp duties (pushbacks, marshalling, placing the aircraft stairs, GPU usage and some baggage ect)- the worst I’ve done was go from a brightly lit 737 during a night shift and down the stairs on the dark shadowed side of the plane and forget to give my eyes a couple moments to adjust. Hence about four or five steps from the bottom while carrying a caddy full of cleaning chemicals in one hand and a pillow in the other, I don’t quite put my foot in the right place and I start to fall. And while trying to get my balance back, the other foot catches the corner of the pillow and that’s it I’m done for. I fall down the remaining metal steps and eventually land on the concrete aircraft stand. So of course pain explodes from multiple parts of my body and I can literally see bright spots in my vision from the head impact. But I also see the one colleague who witnessed me fall just turn away and continue to walk towards the GPU (ground power unit-basically a diesel fuelled generator with cables and plug to give planes electrical power for lights and whatnot) to turn it off and disconnect it so it can be towed to the next aircraft we’re going to clean. Yes, that colleague is a major douche bag. He’s also just walked out from his shift midway through and blatantly pretended to be sick when he realised we had no airside qualified drivers on the team those nights and would walk 8-10 miles that night between planes. I’m not fond of him. Anyway while I’m lying there half stunned and cautiously moving various limbs and generally determining if I had any major injuries other colleagues putting their equipment back in the van parked close by noticed me and ran to my aid. By some miracle I didn’t have any serious injuries aside from a bump on the head and a few scratches and bruises. Unfortunately I couldn’t convince my colleagues of this (and I don’t blame them because the side of my face and forehead were bleeding and scratched) and they half panicked, flagging down a pair of pilots and group of flight attendants who had recently landed from another 737 nearby who promptly joined the first aid efforts. I ended up with the on-site medical team being called to me and being watched closely for signs of concussion or compression for the rest of the night. The actual scary mistake I’ve been involved in wasn’t mine but it still affects me almost every shift because it was so scary. So parts of our taxiways and ground vehicle roads are parallel with only the double white lines separating the two, and planes will turn from the taxiway to cross our road to get to some of the aircraft stands to be marshalled in by someone waving the batons at the pilots. (Admittedly this is my favourite task, even if seeing this big plane with active engines coming straight towards you can take some getting used to.) On this day I was a passenger sitting behind the driver in our van as we headed back to our base. I honestly don’t know how he missed the 737 clearly following the yellow lines and the marshal plus other ramp staff gathered around the stand itself, but he did. We’re all told this multiple times during different stages of our training, there are signs warning us again that the aircraft always have priority and if we’re ever not certain what one is going then we’re to stop and the nearest safe place and observe until we do know or the aircraft is no longer in a potential conflict path with our own. And so he carries on driving just as this 737 is turning to cross our path. I’ll never forget the terror I felt when I realised that the driver wasn’t going to stop and I looked at the engine closest to me, fully active and pushing the aircraft along the ground. We passed so close to the nose that I could have reached out and patted it as we skimmed by. The third thing I remember is looking up at the first officer’s face once it was clear that we were just going to skim by the narrowest of margins. We probably had matching expressions of mingled shock, terror and disbelief as our eyes met. I was slightly surprised that our driver opted to just carry on driving back to our base and park up there like nothing happened. I personally would have pulled over and parked in the nearest appropriate spot and just waited for Airside Ops to come for me. Consider them as like airside law enforcement. They are responsible for security and safety out on the airfield and apron and with hundreds of security cameras constantly monitoring every inch, they would come for him even if the pilot and ATC hadn’t seen and reported the near miss. But yeah they took less than ten minutes to find him and suspend his security pass. It was restored next shift but he had his airside driver license suspended for two months and had to retake the test. Nobody in aviation wants someone not to report a mistake even if it causes damage for fear of punishment but we will be given strong reminders never to do it again. But it looks like everyone does dumb things once in awhile.
Was this in the US? I have to say your controllers really sound like jerks over there. I also think they contribute to more accidents than they help avoid due to the rapid fire colloquial style you hear on ATC recordings. I think where I work in Europe, because language is a constant variable (English is used but accents are common) controllers are far more careful to speak calmly and politely. Even when ours are judgemental it rarely feeds over into obvious mockery.
Hats off to all involved in the second incident, I know it’s their job to deal with it, but they really were incredibly calm, which as a passenger is reassuring to see/hear
@@willgaukler8979 I've been on some flights in which I wouldn't trust the FAs. On a flight from Detroit to Wisconsin the FA seemed clearly annoyed with her job. On another flight from Nagoya to Chicago the FAs were complaining to each other while handing out meals to the passengers. All were extremely young. On a Philippine flight the FA was so fat she could barely walk between the seats (her hips the side of every seat as she walked down the isle). But most flights they've been good. On one international flight a young mother had two young screaming children, 1 y.o. and an infant. The FAs took turns to hold the babies and try to keep them quiet so that everyone else could sleep. (Wrote to the airline to commend them. Never heard anything back.)
During my time in the USAF as a crew chief, we had one memorable incident. We had two tankers, with one empty spot between them. Both had engines running with the crews onboard, and the tankers closed up, ready to taxi. I noticed a massive fuel spill developing under my aircraft, and signaled the crew to shut down and evacuate. The crew evacuated to the empty spot between the planes. The other aircraft, decided to taxi out of the situation, choosing to taxi right thru where the crew and passengers had evacuated to. Chaos ensued, but nobody was hurt, and the leaking valve was repaired.
I’m probably over thinking this, but even with English as a first language, it’s hard to absorb. But when english isn’t your first and then factor in regional accents and controllers using English as their second language. It’s amazing skill still...
There are multiple onboard video from most of the responding fire trucks as well. Listening to and watching the manner in which they respond to the fire is really interesting.
As a controller I understood the grin when ATC asks if they want to try again. Sometimes the language barrier - the struggle is real lol. But visually it is definitely astounding that a group of commercial pilots as a whole didn't notice anything odd. I did also attend a live crash drill once with an aircraft and fake victims and it was a huge learning experience. All the things to consider when in the vicinity of a aircraft on fire. like staying upwind, definitely avoiding running engines (front AND back) and several tons of rescue equipment. It always gets me how some pax stay close to the aircraft as it's burning. Something's on fire, I'm outta there. Great video! Thanks Kelsey.
Big machine's on fire, damn straight I'm not hanging around either. Really prefer not to roll the dice on random explosions and/or shrapnel coming my way...
Besides the difference in markings and lighting on runways and taxiways, when an Airbus is set up to depart runway 22R at Newark, the nav radio is automatically tuned to the ILS localizer. The primary flight display would have shown them way off to the left of centerline even if they couldn't see a thing out the window. The picture on the screen wouldn't look like it always does when they're lined up to depart from an international airport in their widebody Airbus. I don't think "on the grass and on the glass" rhymes in Turkish, but every airline has a procedure for the flight crew to confirm that they're lined up on the correct runway, using cues both outside and inside in the cockpit.
The American 383 fire. Happened on the last day on the job for a Chicago firefighter who was retiring. This was his first plane fire sense being assigned to the Chicago O'Hara Airport Crash Rescue. You can hear his excitement on the crash truck video. Where he says as they are heading back for more water. I finally get a fire.
It would be great if Kelsey and team did this, especially for smaller incidents or non-US locations that may not be as well reported on. TK30D - Aug 6(7) 2021, EWR-IST AA383 - Oct 28 2016, ORD-MIA
Congrats on reaching a million love watching your videos although not a pilot or into aviation. Your videos help to make me getting on a plane feeling more safe.✈️
your eyes are the most beautiful ocean color... amazing. i have to rewind all your videos to understand because i'm actually afraid of flying and i am watching ur vids to heal my fear.
I'm sceptical of the pilots most times. When they say a few bumps it means the plane will shake like crazy the whole flight. If they say mechanical problems I'm thinking the engine is going to fall off BUT if something is wrong like a fire im obeying everything I hear. Bravo to the pilots and the crew. You saved lives.
In Norway, we have had so many incidents with people almost taking off (one plane actually did take off) from taxiways that we have enforced a Taxi-Lineup-Takeoff rule. In short, it means that a takeoff clearance is never given unless the controller can verify that the aircraft is in such a position that it is impossible or unreasonable for the aircraft to depart from anywhere else than the given runway (ie. an explicit lineup clearance is often required before a takeoff)
Your comment about the tarp reminded me of something my late grandfather told me. He did insurance adjustments on large facilities and went to quite a few cases where their insured was an airport. Whenever terminals, aprons, lighting, antennas, etc.. were damaged, he would fly out ASAP to document and get it running again. He said that in every single instance, the owner of the aircraft would make sure that the branding on the aircraft could not be identified before he got there. No matter how bad the weather was, the tail would be tarped so no one could identify the airline.
Yes, that could be *any* polished aluminum fuselage with blue/white/red stripes running the length of the fuselage (why American switched to a more bland livery which also weighs more is beyond me).
I have zero doubt that there were those in the cabin of that Turkish flight that had a strong assumption of what had just happened. Our view back in the cheap seats may not be as good as yours, but even for us, making the turn onto a runway looks a lot different than a taxiway
A friend of mine was working at an airport in the far north of Canada back in the 70s. There was a 737 expected but a serious crosswind meant the flight couldn't land. Then a medical emergency happened and an immediate evac was necessary. The captain of the 737 used a taxiway to land and take off again since it was directly into the wind.
I watch a few UA-cam aviation channels ... many videos are just a bit too long ... you seem to tailor your length to the content ... that works VERY WELL ... thank you mate
You pilots and aircrews are truly at the pinnacle of professionalism! To keep calm under the pressure of failing equipment while bearing responsibility for numerous lives is not something that everyone can do. It takes a special kind of person to do it.
Kelsey you may ever see my comment but I just want you to know how much I appreciate your videos. Both very entertaining and educational. Thank you! Paul
If your read the NTSB report on AA383 there are some very interesting elements to this event. First the evacuation was inflight initiated with the good engine still running. That engine continued to run for a while making this a single exit aircraft until the crew reached the point in their checklist where they shut it down. Inflight made numerous attempts to reach the flight deck by inter-phone but understandably those didn’t work out. There is video out there showing the L4 door slide plastered against the fuselage until the engine spoils down and then the slide comes down and people are able to start coming out the back. When you look at post event pictures it’s apparent that the passengers were exceedingly lucky that the fire didn’t happen upwind. Had that been the case that fire wound have been inside the cabin long before the crew shut down the remaining engine. What’s sad is that the industry hasn’t learned anything from this event. We still train crews to stop straight ahead on the runway and we don’t train that there are times when getting the remaining engine off immediately could be the difference between life and death.
Looking up the report on the American flight... "The right engine had suffered a sudden rupture of the stage 2 disk operating at takeoff power. The disk separated into two pieces, the smaller of which pierced the wing's fuel tank and then flew 2,935 feet (895 m), falling through the roof of a United Parcel Service (UPS) facility and coming to rest on the building's floor. No one was injured in the UPS building." Hearing about this one, just after rewatching the Mayday episode and seeing the Well There's Your Problem podcast about United 232, and it being a similar failure... Yikes. 😬
Something to consider? The Tower controller may not have known about any traffic (including ground vehicles) the Ground controllers were routing on Papa.
I used to be a gate agent for AA back when this happened. I was actually on the employee shuttle from the parking lot to the terminal at the time. The shuttle ferries us from the lot, which for AA was by the mtx hangars, across the airfield and to the terminal. So I was on the bus heading to the terminal when it happened. I saw the smoke, it was really insane.
Thanks for the video as always. Personally on the plane on fire bit, I am not sure I would keep it together or not. I would like to think in other jacked up scenarios I have been through(house on fire, hurricane, tornado) that I was able to keep a fairly level head about myself that it would translate into a metal tube on fire, lets all leave and chill on the grass.
Evacuation checklists for passenger aircraft usually have a step to "Advise ATC" of the evacuation. Even the cargo aircraft I fly has that step in the evacuation checklist. You stop on the runway to also give more room for safety vehicles to maneuver around the aircraft. A narrow taxiway may not provide enough room around it and the vehicles may get bogged down in the grass.
Incredible actions from the crew of the Chicago flight, it’s knowledge of these scenarios that makes me feel safe in the air. And that’s one hell of a fire! Takeoff roll, full tanks…incredible
Thanks Kelsey for sharing this. You must have a lot of fun viewing these videos. Props to your professionalism and for being so humble and share your own mistakes. We all make them sometimes. As long as nobody gets hurt we get a good laugh afterwards.
I worked at an small airport where an airline used a Britten-Norman Islander to fly to other airports down the coast. Because of their short take off, they were often given clearance to take off from the taxiway or even from the apron,, if it was completely clear.
In the 90's I was with a buddy flying into PHX in a small single engine (PHX doesn't allow those anymore, too busy). It was so busy we ended up waiting for clearance into the pattern for over an hour. On the last tower call they told us to continue to maintain over PIR again, and we responded that our fuel situation was 40 minutes on a 20 minute flight to the airport (In other words we were going to be in a fuel emergency by the time we landed). They cleared us into the pattern, we called at base, and they gave us clearance to land on TAXIWAY Bravo. So... yes... It can and has happened :P
Mhh have my doubts about that, why they decided postponing other traffic on one runway for 2 minutes is worse than all the hassle with a landing on a taxiway? Can you give more details?
@@patheddles4004 Thats true, but runways have much higher precautionary measures than taxiways, and thats not dependent on size of plane :) To secure a taxiway on a busy three runway airport sounds hard to me, cus if the tower permitted a plane to taxi half an hour ago and there had been delays, that plane might go on that taxiway.
The gotcha for those pilots was the intersection takeoff. The visual shown above has the two REIL (Runway End Identifier Lights) that make it easy to recognize the runway at night. However, because they were making an intersection takeoff (where a taxiway and runway meet) there were no REIL and the runway number wasn't visible either because they were already past it. Taxiing at an unfamiliar major airport at night can be more stressful and challenging than the flight itself. Fortunately, these days most pro pilots have laptops that show them exactly where they are at the airport. Worse case scenario, you can always ask the tower for guidance. (Much better to feel stupid than to do something stupid.)
We have the ATC call for evacuation in our checklist. FO inform ATC of the evacuation and CPT informs cabin/pax to commence evacuation. Incase of any fire warning we always delcare mayday. So first call mayday x3, XXXX stopping on runway standby. Then in the checklist FO will then inform ATC, XXXX evacuation on the runway.
I'm not a pilot and have only ever had a viewpoint to the side of the plane out of a passenger window. That said, I am routinely amazed that the pilots know which way to go, as it all seems so confusing to me (day or night). I can easily see how this mistake could have been made.
Humans in general, and Americans in particular, are extremely chill about evacuating from a fire... as long as they can keep moving. It isn't the fire that puts people into a panic, it's being trapped with the fire or lost in the smoke. Not that excellent handling by those in charge of the emergency doesn't make things better, but when you've been evacuating schools and buses and random businesses since before you could walk or shortly thereafter, it's not hard to remember to follow the line to out.
I'm a broadcast sound engineer and location sound recordist and I am having a hard job understanding a single word from ATC without subtitles... (get that on norm with directors but that's a different life....) Either I need new ears or this is just poor scanner coherent TX/RX conversation..? please advise it's better in cockpit... Great videos Kelsey btw...keep on keepin' on! :-)
Hi. I’m an automotive engineer and I’ve watched quite a few of Kelsey’s videos without any issues. maybe it’s something to do with Kelsey’s accent or the speed of his speech or the particular vocabulary specific to the aviation industry, or maybe you were tired when you watched this video. Whatever the reason might be don’t worry about it. 🤗
@@Florin_Bolocan It's the ATC.. I expect it's an acquired skill.. I do sound for TV and record location at 44.1 or 48K which is good or 96K if you would like..... I would like to know just how good audio is in-air because any off-air recordings I have ever heard sound worryingly poor quality (AM) but I'm not sure they are not.. Happy travels.. :-)
@@davidcole333 Of that I’m sure. I work as ground crew at my local airport and one night I was cleaning the cockpit of a 737 while the engineers were there doing something with the engines. I wasn’t used to this-normally the plane only has electrical power from a diesel generator ground power unit and very occasionally the APU if the engineers are doing something unrelated to the engines or it’s a quick clean during turnaround with the pilots present. So on the very rare occasions when I accidentally press a button or flip a switch it’s not a big deal. No power, no harm done so just follow protocol. But of course of all the things to do, I accidentally turned the intensely bright landing lights on, letting the whole airfield see my blunder. I swore like a pirate and turned it off and the engineer with me (who I enjoy a good working relationship with) almost wet himself laughing. Ugh I was embarrassed for weeks afterwards as various pilots and engineers both gave me an admittedly deserved ribbing multiple times. 🤣 I can’t imagine how bad those guys felt.
-When I was a pilot instructor for American Eagle in Dallas, I got to talk to new-hire Flight Attendant classes and give them the breakdown about mechanical problems with the plane. Basically, I told them that if you are not upside down and/or don't see any actual flames inside the cabin, then the only problem is that your work day is going to get a whole lot longer, don't worry about it if we do an air-turnback or have to make an emergency landing. But also I was able to sit in on some of their training and folks it was an eye opener! They are taught to literally throw people out the exits and down the slide, and the most striking thing is that they receive the exact same training as police in how to use their voice: "YOU! PUSH THAT EMERGENCY EXIT OUT! YOU PUT THAT BAG DOWN! DO IT NOW! STOP RESISTING!" I'm not kidding! In order to pass training they have to be able to show a truly nasty side, and their "checkride" is literally in the cabin trainer with instructors who are acting like stupid passengers. And sometimes they literally throw the instructors out the door! You might think they are just 20-something drink servers looking for hot sex on the overnight, but there's a hell of a lot more to the job than that. They are taught that during an evacuation situation that pretty much anything goes, and if they physically have to push a passenger down the slide they will DO IT. Having flown passengers at two regional airlines, I can tell you, based upon the behavior of flight attendants during the few true declared emergencies I have dealt with, about 80-85% of them are going to act professionally this way.
That is up into the range of a heavy-weight landing KE, and so certainly enough to make brake temperature an issue for turnaround time. Aircraft size doesn't particularly matter though, because brake size/capacity is scaled accordingly during the design process. Occasional exceptions to that "rule" include the MD-87, which kept the much heavier MD-80's landing gear/brakes and so was a good choice for island hopping airlines flying rapid-turnaround short hops. The brakes had a lot of capacity relative to operating weights, so peak temperatures stayed low relative to the competition.
Something I've always wondered is if you're one of the passengers in this situation, you're at the airport and you're evacuating, you're still not allowed to dilly-dally and grab your stuff. How many are just hanging around hoping to retrieve their carryons? How do you deal with accommodating and rescheduling all those passengers whose ID and money may be trapped on that aircraft? Obviously if it's even possible to get stuff off the aircraft it's gonna be hours.
Can we get another vlog of you checking over the plan again? It was really cool seeing just how big these plans are compared to people. Anyways, don't forget to stretch your lags and go have some fun!
The one thing you didn't mention, and is an additional danger of an intersection takeoff, is the lacking of runway numbers at the intersection. As you have pointed out in other videos, it is a good habit to verify inside/outside the aircraft that you are pointing down the correct runway... Without that additional outside check, you need to be even more vigilant that you are on the correct surface and pointing the correct direction.
@@davidzachmeyer1957don’t want to treat pilots like complete idiots but it should be very obvious to anyone the difference between a runway and a taxiway
We need to know how many souls are on board and what the fuel load is. These are two very important things that as a airport fire fighter we need to get. We have to get the proper equipment responding as some might take some time to get going. We only have a few personnel actually on duty at any one time, so if it's more than we can handle we need to alert the closest additional units enroute. I can understand that the pilots are busy but please understand when atc asked for additional information it was for a very important reason. We don't want to respond multiple ambulances let's say if the aircraft has only a few passengers.
Regarding the second story, it was incredible that no one got hurt. Working around planes is dangerous, and you can't take anything for granted. There are thousands of things that need to go right, but if one thing goes wrong, it could be catastrophic. I know, I used to work on the flight deck on planes on a carrier.
With the second clip, I was most amazed by the fact that some evacuated and brought their bags with them. For pete's sake, the plane is on fire, leave the stuff!
22R/04L has localizers in both directions, always a good idea even in clear VMC to just turn that dial and check loc alignment real quick, nice that the Honeywell/Thales FMS/FMCDU even auto tunes the loc in the RAD/NAV page for you when it’s available from the current AIRAC/AIRINC nav db on the Pegasus FMCDU’s
Plane is still at ORD by the burn pit, they just recently got all the insurance and other legal matters taken care of and the plane has been officially donated to the Chicago Fire Department for training purposes. A friend of mine who is a CFD firefighter out at ORD was recently onboard and said nothing on board was moved, the same newspapers were there and the pilots water bottles were still in the cockpit…
I'm guessing they at least stripped it of the left engine and the avionics before setting it on fire again?
Did they get the luggage off? Or at least the Cary on?
@@KonorSacks I would imagine so... probably made the plane safe first by removing the remaining fuel, then tow it to a back area, where it would have been emptied of personal belongings and cargo. In some of the pictures you can see the aft cargodoor is open with stairs next to it.
The last part reminds me of when I was talking to a friend of mine who is a firefighter about the building my company was about to demolish (a datacentre). He brought up that they very rarely get to perform live training exercises on industrial structures like that and asked me what my thoughts would be on allowing them to use the site prior to the demolition starting. Granted a bunch of the equipment did get moved but there was enough obsolete stuff that we would have had to pay to recycle otherwise to fill a couple of the floors and then they simulated a scenario involving a fire starting in Electrical Distribution Room 3, I think they rigged one of the 50 kVA UPS's batteries in there to go into runaway. Was interesting as I got to observe the exercise and even participate in a small way as I was allowed to play the role of giving the information that we would have known had the scenario been real (Where the fire panel indicated the fire, the location and contents of the diesel tanks for the backup generators as the site had a pair of 20kl tanks on site, and that two people were not accounted for as they had two firefighters acting as casualties inside).
There is a new facility on the site now as that is why it was being demolished for a new larger facility to be constructed on the site but yeah fire departments also need access to old structures that are due to be demolished where available too, there are hazards and conditions that can't be well simulated in a structure that is not under genuine threat eg observing the signs of the structure itself being degraded by fire and assessing stability.
I haven’t seen it there, do you know if they removed it sense construction started?
I had to evacuate an airplane once. It turned out to be a small electrical fire underneath the cabin and everyone could smell it. We landed. The cabin started getting Smokey, and the captain ordered an emergency evacuation. The plane never caught fire, but the calm professionalism on the crew made a huge difference. Thanks Kelsey....another great report!
As a private pilot in a small plane, I avoid the big airports like the plague. A GPS map approapply marked would sure reduce the pucker factored on a hazy day.
I read the AAL383 report -- the pilots were pretty much clueless to what was happening in the back, thru no fault of their own. The flight attendants saw the fire obviously, but every single one of them in the cabin basically forgot how to operate the phone/intercom (the AAL 767s had two variants but only trained for one variant, this was the other surprise surprise). Naturally given the massive fire the FAs started an evacuation without any communication to the cockpit whatsoever, until like a minute after the first slide deployed somebody banged on the cockpit door. A significant fraction of the passengers evacuated on the left side while the left engine was still running, it was sheer dumb luck that nobody was hurt that way. Eventually the pilots got wind that the evacuation was in progress, and told tower and shutdown the left engine as the evac was ongoing. And obviously despite the intercom blunders, the FAs did 98% of their job correctly to get all the passengers off more or less unharmed, despite most of those passengers carrying their carryons (dumb passengers as usual). All in all, it was definitely a "successful failure", to borrow the Apollo 13 term. Even with an engine blown up, and FAs unable to call the pilots, and an engine still running during an evacuation, no serious injuries occurred other than the usual slide injuries.
After this, they revised the checklists for an engine fire to include turning off the engines if they were still on the ground.
You should have invited Harrison Ford as a special guest for this episode.
Hahahahaha
I was going to reply with a smartass comment about harrison ford but I see someone beat me to it.
Lol
Ford probably puts this subject off limits for all interviews.
I've thought about the first thing I'd say if I ever had the privilege to meet Ford.. I landed on "Aren't you that guy that landed on the taxiway?".. It may not endear him to me, but it would be worth it.
I've taken off from a taxiway once, the runway was occupied by a private pilot taking their sweet time vacating so ATC cleared me for a departure from the taxiway. It helps that I was driving a helicopter (Cabri G2 for the planespotters) and can just sorta go up.
Had us in the first half ngl
Funny story, although I am confused (a regrettably common condition). Why do you even need a runway? We've all seen helipads on skyscrapers, yachts, and hospitals, and let's face it, they don't have a huge amount of run-off. Do you just drag it out there on the asphalt, making some Formula 1 Singapore GP style sparks for show?! (I mean, that would be fun.) Or is it just airspace management? 🤔
@@Cameron655 Runways are surrounded by something called a Strip. The Strip is an area of airspace guaranteed to have no obstacles or intrusions which allows aircraft to take off and land safely and provides enough space to perform emergency maneuvers. Runways are also rated for a higher pavement loading than taxiways. Technically speaking you can take off from any area that you can drive on but landing creates a huge impact which won't affect a runway but may damage a taxiway. It is always safest to perform maneuvers on a runway. Airports like to treat all aircraft the same so if there is no specific procedure for helicopters then they will be treated the same as a plane. In the case of the Cabri, driving around an airport can be done in one of two ways; It can be propped up on a pair of wheels and pushed around by hand (normally only used on the Apron) or you can perform a hover taxi in which you take off into a hover and then move around slowly.
@@Cameron655 It's safer for a heli to get into a ground effect while still having some forward speed, rather than to start hovering at altitude and dropping down vertically.
If the engine dies and the heli has to autorotate down, forward speed is king.
Sure, the same gradual descent and then transition to hover can be done above a taxiway, but I guess it's a bit more comfortable knowing that you can approach the runway at any speed and not worrying about coming in too fast, too close to other traffic or not exactly on centerline.
But I'm not a pilot, just a heli sim player.
Also, some heavy helis have wheels and like to land and take off like an airplane for the same safety reasons.
Oh you trying to look smart eh by keeping important information from us until the end, wow you're so witty
Love how humble you are telling stories of yourself having made mistakes along the way. Still my favorite UA-camr.
Why isn't anyone calling out Kelsey for that burn about wondering "if the pilot was going to Canada"? ONE near miss by an Air Canada pilot, and look at the grief we get! :-) Seriously, another great vid, thanks!!
In fairness, Air Canada.
It doesn’t have anything to do with this video, but I just saw a comment on another channel that I think you will like. “Every approach is a go around with an option to land.”
I loved your line; I have done that myself... just after 15 minutes. As a Military Instructor and a college teacher I often say to my students ... "I'm telling you not to do that, because I have and it won't work" ... life experiences mean everything... be safe
It's the same for nursing ... admitting you have made a mistake and what you did to fix it are so helpful to students!
I absolutely love your serious pilot face when you are listening/watching the videos.
I love how humble you are, and the way you try to hide your amusement. It makes your videos immensely watchable.
👍👍👍👍👍 One day while at work on the airfield we had a landing come in where the landing gear collapsed. The belly of the plane heated up that the asphalt melted in a 30' area/circle. The runway had to be closed down till a safe and completed patch could be done. It to about two weeks, if I remember correctly. Another time a hot brakes/wheel incident made it to the designated area specifically designed for such emergencies. It is a large concrete area so their was no asphalt damage anywhere, runway, taxiway nor tarmack.
Kelsey, this last segment hits very close to home. Watching the footage of the takeoff roll, you can see the moment the engine failed (exploded). A little known part of the story is that a big chunk of the uncontained turbine wheel was found way across the field and on the roof of the FAA building. At least that’s the story we were told.
I’d heard that it was a UPS building but the distance it was thrown doesn’t surprise me. I have the privilege of working as part of the ground crews at my local airport in the UK and the pleasure of working with and around both pilots and engineers, and having a few as friends. Jet engines can be scary even when you don’t know how they work or conditions they create even when working normally.
So yeah I agree and also have to admit that second incident seeing the moment when the engine failed hits way too close to home. During pushbacks when I’m connected with the pilots via a headset plugged into the aircraft (usually 737 or A320 variants) one of the steps I have to follow is to have the pilot confirm that the engine is set to idle. You know. The engine almost directly behind me. Even with industrial ear defenders I still know when they’re turning it on and every so often I find myself gritting my teeth or clamping down on the feeling of wanting to run.
Admittedly it’s usually because I’ve recently seen something that’s spooked me a bit-like that video. The last time was a few weeks ago when word reached us that a ramper over in the US had died after being sucked into a jet engine. She did the same job I do and in my airport at least, female rampers are rare. Okay technically I’m actually ACS (aircraft services) which involves cleaning the interiors of planes including the cockpit once you’re trained and certified for it, and operating the water and lavatory trucks. I sort of ended up hybridising to most ramp duties because I tend to get bored easily during the gaps between the planes that we’re to clean and the shift seems to go faster when I’m busy doing something. So yeah learning that someone died doing the job I do was unsettling and made me much more careful when I’m around jet engines.
This is the result even if we don’t know how it happened yet. The details hadn’t been released yet when I last heard anything about it. My best guesses are that someone didn’t follow the SOPs and tragedy was the unfortunate result. Barring freak accidents or mechanical failure, the airfield is a safe place to work if you follow the SOPs and remain alert. Mind you, these incidents also serve us a renewed respect for the power of jet engines.
@@mikoto7693 To be fair, they released the report and she was warned 2 times in safety meetings that the apu was broken and the plane would be running its engines until connected to ground power. Plane had its safety beacon flashing and she was even blown over when she walked behind the engine and then still walked in front........
@@notsofresh8563 Aye, I read the preliminary report not long after it came out…. And I don’t quite know what to say because you aren’t really supposed to speak I’ll of the dead. Thankfully I’ve done more research and commented with US rampers and have concluded that the safety cultures are nothing alike.
Perhaps the best example is that we’re near enough forced (by training, company rules and each other) to wait for the incoming aircraft to fully park in the zone designated for us ground crew to stand in, and we absolutely do not move until the red anti collision lights turn off. Only then do we swarm the plane to do our assigned tasks. (The marshal is the exception because he needs to position himself to guide the pilot in.) Chocks, cones, GPU, cargo door, loaders ect. If anyone tries to move before the red lights go out, usually a very new hire within a his/her first week then one or more of us will forcefully shout at that person to return to the group. But I should also point out that we don’t have many jet bridges at our airport and they aren’t used very often. And inop APUs are even rarer, on top of that I think they’re assigned or encouraged to a different aircraft stand if they’re due for a jet bridge with an inop APU to avoid this sort of situation but I’m not 100% on that. Sometimes colleagues will tell you inaccurate information.
As for safety briefings yes we have them when an aircraft is coming in with an inop APU because it’s such an unusual occurrence and means a different SOP since it usually needs a huffer when it’s ready to taxi out for the next flight. But to get back to the dead ramper… besides the ineffective safety culture I have to admit I truly don’t understand what she could have been thinking. I’ve felt many jet blasts from a safe distance when a 737, A320 and aircraft up to A330 and 787 are taxiing up towards the runway and I’m talking there or four bus lengths away. Though I feel it pushing against my body and it sends my security pass on my lanyard flying over my shoulder it’s not enough to even require me to adjust my footing but still… it gives me an idea of the strength even at taxi.
But here’s the thing. In all my experience on the ground crews none of us have experienced jet blast strong enough to even need us to change footwork or widen stance or something. To feel even that much would mean something has gone very wrong. To experience jet blast strong enough to knock one of us off our feet, or nearly off our feet would be downright terrifying because that means something has gone horribly wrong and we’re going to respond to this like our life is in jeopardy. Look around, determine safest escape routes and nope the f**k on out of there.
I’m not joking nor exaggerating here. I mean every word. Being hit by jet blast even if it didn’t hurt anyone would be immediately considered a serious incident and every ramper or anyone else working around the plane would drop what they were doing (provided it was safe to do so) and retreat posthaste to the nearest safe area. Our supervisors and Airside Ops (think of them kinda like airside law enforcement of sorts) would be immediately alerted and sent to us to assist and manage the situation. I’m not fully sure of the rest, but I’m pretty sure that the control tower would be alerted and likely radio the pilots of the plane emitting the jet blast to kill the engines immediately. (Which they can do by flipping levers that will cut fuel to said engines.) This probably wouldn’t last long. Just enough for Airside Ops to confirm everything is now safe then everyone but the ramper who got themselves blown over would pick up where they left off. If it were an accident then the ramper wouldn’t face punishment. They’d probably get sent home and have their security pass suspended for 24 hours while an investigation takes place to figure out what went wrong, and then probably be made to retake their safety training course and test, reminded about the danger of what they did and returned to work.
But I can guarantee you that there’s no way a ramper would experience jet blast like that and just carry on like nothing had happened even if their colleagues had to force her to stop walking and retreat. And I’d like to think nobody at my workplace at least would be dumb enough to then just walk around the engine that just blasted them and blithely walk into the ingestion zone, but before this incident I would have sworn such a thing would be humanly impossible.
Kudos to the passengers, too - they stayed calm and orderly in their evacuation, and like you say… that’s not a given!
If I remember correctly, there was a plane at SFO that overshot the runway and the plane evacuated. One passenger wondered out into the grass away from the plane and she was run over and killed by the fire truck.
@@rabbit251 I remember that was a korean airline landing too soon and had a tail strike on the breakwaters. I think the tail broke apart. There were two Chinese girls that was killed, they sat on the very last roll on the plane and didn't fastened their seatbelt properly. Since the tail broke off they probably launched somewhere burried with fire fighter's foam and got runnover by fire trucks. I remember Korean TV host said something along the line of "Fortunately the only ones died is Chinese" and pissed off China a lot.
Indeed - in opposite e.g. to the Red Air Accident in Miami not long ago where only Good Luck prevented Passengers to be sucked into the still unning engines during the uncommanded evacuation.
@@rabbit251 I believe an investigation into that one showed that the passenger was already dead (...thankfully, I guess?), but it's absolutely a worry!
@@NicolaW72 🙀
As always, excellent explanations. Acknowledging that mistakes can be made by anyone, and the humility to admit you've made many is refreshing. Unlike your early piloting story, I did land on a taxiway and it was extremely embarrassing when I realized it. I had maybe 120 hours and was part owner of a Cherokee 140, and decided to take some friends on a short cross country to a rather larger airport. Since I was used to the 75 foot wide runways at my home base and getting rather flustered by ATC squeezing me in amongst various DC9's landing and taking off - I was cleared to land on a runway, and I lined up with what I thought was the runway. The controller let me land and then said *****Kilo exit taxiway delta at bravo..... And I immediately realized I had landing on the freaking taxiway! (the taxiway was wider than my home runway, and after I touched down I commented to self, "this is an awfully bumpy runway".... then the controller gave me the scoop when he said to exit taxiway...)
Then when departing a few hours later, and asking for clearance to taxi to the active, suddenly the ground controller said "Oh *****Kilo" and he proceeded to speak very slowly and deliberately, indicating to taxi via so and so and such and such to RUNWAY 29.... emphasizing "Runway" in a somewhat amused and mocking manner (and I could hear other controllers in the background laughing). No pilot deviation calls, just some verbal ribbing by the controllers, but I was humiliated and horrified to say the least (this was back in the late 1970's). (and I didn't tell the passengers until we landed back home)
I'm 70 years old now. At age 20, in the military, while doing maintenance on an aircraft, I mistook the fuel dump switch for the battery switch and dumped enough fuel on the line to surround the aircraft for 60 feet in every direction. I am convinced that the poignant memory of that horrifying error has saved my life in the intervening years many times over.
Heh, I guess we all make mistakes sometimes. While I’ve had a lot of fun during my years on the ground crews-starting with Aircraft Services (interior cleaner but also operating the lavatory and water trucks) and hybridising onto most ramp duties (pushbacks, marshalling, placing the aircraft stairs, GPU usage and some baggage ect)- the worst I’ve done was go from a brightly lit 737 during a night shift and down the stairs on the dark shadowed side of the plane and forget to give my eyes a couple moments to adjust. Hence about four or five steps from the bottom while carrying a caddy full of cleaning chemicals in one hand and a pillow in the other, I don’t quite put my foot in the right place and I start to fall.
And while trying to get my balance back, the other foot catches the corner of the pillow and that’s it I’m done for. I fall down the remaining metal steps and eventually land on the concrete aircraft stand. So of course pain explodes from multiple parts of my body and I can literally see bright spots in my vision from the head impact. But I also see the one colleague who witnessed me fall just turn away and continue to walk towards the GPU (ground power unit-basically a diesel fuelled generator with cables and plug to give planes electrical power for lights and whatnot) to turn it off and disconnect it so it can be towed to the next aircraft we’re going to clean. Yes, that colleague is a major douche bag. He’s also just walked out from his shift midway through and blatantly pretended to be sick when he realised we had no airside qualified drivers on the team those nights and would walk 8-10 miles that night between planes. I’m not fond of him.
Anyway while I’m lying there half stunned and cautiously moving various limbs and generally determining if I had any major injuries other colleagues putting their equipment back in the van parked close by noticed me and ran to my aid. By some miracle I didn’t have any serious injuries aside from a bump on the head and a few scratches and bruises. Unfortunately I couldn’t convince my colleagues of this (and I don’t blame them because the side of my face and forehead were bleeding and scratched) and they half panicked, flagging down a pair of pilots and group of flight attendants who had recently landed from another 737 nearby who promptly joined the first aid efforts. I ended up with the on-site medical team being called to me and being watched closely for signs of concussion or compression for the rest of the night.
The actual scary mistake I’ve been involved in wasn’t mine but it still affects me almost every shift because it was so scary. So parts of our taxiways and ground vehicle roads are parallel with only the double white lines separating the two, and planes will turn from the taxiway to cross our road to get to some of the aircraft stands to be marshalled in by someone waving the batons at the pilots. (Admittedly this is my favourite task, even if seeing this big plane with active engines coming straight towards you can take some getting used to.) On this day I was a passenger sitting behind the driver in our van as we headed back to our base. I honestly don’t know how he missed the 737 clearly following the yellow lines and the marshal plus other ramp staff gathered around the stand itself, but he did.
We’re all told this multiple times during different stages of our training, there are signs warning us again that the aircraft always have priority and if we’re ever not certain what one is going then we’re to stop and the nearest safe place and observe until we do know or the aircraft is no longer in a potential conflict path with our own. And so he carries on driving just as this 737 is turning to cross our path. I’ll never forget the terror I felt when I realised that the driver wasn’t going to stop and I looked at the engine closest to me, fully active and pushing the aircraft along the ground. We passed so close to the nose that I could have reached out and patted it as we skimmed by. The third thing I remember is looking up at the first officer’s face once it was clear that we were just going to skim by the narrowest of margins. We probably had matching expressions of mingled shock, terror and disbelief as our eyes met.
I was slightly surprised that our driver opted to just carry on driving back to our base and park up there like nothing happened. I personally would have pulled over and parked in the nearest appropriate spot and just waited for Airside Ops to come for me. Consider them as like airside law enforcement. They are responsible for security and safety out on the airfield and apron and with hundreds of security cameras constantly monitoring every inch, they would come for him even if the pilot and ATC hadn’t seen and reported the near miss. But yeah they took less than ten minutes to find him and suspend his security pass. It was restored next shift but he had his airside driver license suspended for two months and had to retake the test. Nobody in aviation wants someone not to report a mistake even if it causes damage for fear of punishment but we will be given strong reminders never to do it again.
But it looks like everyone does dumb things once in awhile.
Was this in the US? I have to say your controllers really sound like jerks over there. I also think they contribute to more accidents than they help avoid due to the rapid fire colloquial style you hear on ATC recordings. I think where I work in Europe, because language is a constant variable (English is used but accents are common) controllers are far more careful to speak calmly and politely. Even when ours are judgemental it rarely feeds over into obvious mockery.
@@hamsterminator I've listened to plenty of non-US ATC. They ALL speak fast, esp. in their native tongue.
If you did that these days, there would a long call to ATC and the FAA afterwards.
Hats off to all involved in the second incident, I know it’s their job to deal with it, but they really were incredibly calm, which as a passenger is reassuring to see/hear
... flight attendants are well well trained people ...
I would trust them with my life ...
@@willgaukler8979 I've been on some flights in which I wouldn't trust the FAs. On a flight from Detroit to Wisconsin the FA seemed clearly annoyed with her job. On another flight from Nagoya to Chicago the FAs were complaining to each other while handing out meals to the passengers. All were extremely young. On a Philippine flight the FA was so fat she could barely walk between the seats (her hips the side of every seat as she walked down the isle).
But most flights they've been good. On one international flight a young mother had two young screaming children, 1 y.o. and an infant. The FAs took turns to hold the babies and try to keep them quiet so that everyone else could sleep. (Wrote to the airline to commend them. Never heard anything back.)
During my time in the USAF as a crew chief, we had one memorable incident. We had two tankers, with one empty spot between them. Both had engines running with the crews onboard, and the tankers closed up, ready to taxi. I noticed a massive fuel spill developing under my aircraft, and signaled the crew to shut down and evacuate. The crew evacuated to the empty spot between the planes. The other aircraft, decided to taxi out of the situation, choosing to taxi right thru where the crew and passengers had evacuated to. Chaos ensued, but nobody was hurt, and the leaking valve was repaired.
When Kelsey posts it’s always a good day.
Good morning, sir. Wishing you a beautiful week. I hope wherever you are in the world this Sunday morning, you're enjoying the free breakfast.
I’m probably over thinking this, but even with English as a first language, it’s hard to absorb. But when english isn’t your first and then factor in regional accents and controllers using English as their second language. It’s amazing skill still...
The Chicago AA fire was seen by firefighters. They started rolling the trucks before the tower even sent them.
There are multiple onboard video from most of the responding fire trucks as well. Listening to and watching the manner in which they respond to the fire is really interesting.
I was driving past O'Hare on Irving Park Rd when AA383 was on fire. The smoke made it look like a massive crash had happened.
This is the first time I am watching your video 32sec after it’s uploaded. I really learned a lot as an aerospace enthusiast, thanks a lot Kelsi
I’m a former (50 years ago) private pilot and learned on a grass strip. No runway/taxiway confusion😊
But you still had to wait for the lawnmower to clear the runway from time to time huh :-)
And you never landed anywhere where you had to use runways/taxiways.
Wow…so lucky mate.
@@repairdroid77 i used to mow a grass strip, i can confirm that guy in the cub never gave a shit lmao
I used to fly gliders landing on the grass runway, we never landed on taxiways.
@@repairdroid77 and the snow plow in winter
As a controller I understood the grin when ATC asks if they want to try again. Sometimes the language barrier - the struggle is real lol. But visually it is definitely astounding that a group of commercial pilots as a whole didn't notice anything odd.
I did also attend a live crash drill once with an aircraft and fake victims and it was a huge learning experience. All the things to consider when in the vicinity of a aircraft on fire. like staying upwind, definitely avoiding running engines (front AND back) and several tons of rescue equipment. It always gets me how some pax stay close to the aircraft as it's burning. Something's on fire, I'm outta there. Great video! Thanks Kelsey.
Big machine's on fire, damn straight I'm not hanging around either. Really prefer not to roll the dice on random explosions and/or shrapnel coming my way...
I'm a trucker. The 1st time I went to Newark in my semi. I was that confused as well.
I believe you!
Besides the difference in markings and lighting on runways and taxiways, when an Airbus is set up to depart runway 22R at Newark, the nav radio is automatically tuned to the ILS localizer. The primary flight display would have shown them way off to the left of centerline even if they couldn't see a thing out the window. The picture on the screen wouldn't look like it always does when they're lined up to depart from an international airport in their widebody Airbus. I don't think "on the grass and on the glass" rhymes in Turkish, but every airline has a procedure for the flight crew to confirm that they're lined up on the correct runway, using cues both outside and inside in the cockpit.
The American 383 fire. Happened on the last day on the job for a Chicago firefighter who was retiring. This was his first plane fire sense being assigned to the Chicago O'Hara Airport Crash Rescue. You can hear his excitement on the crash truck video. Where he says as they are heading back for more water. I finally get a fire.
I have an ER doctor relative who gets excited about say bones mangled in a certain way she has only seen in textbooks.
Can you include date-stamps on these incidents? I'd like to dig further into some of them and knowing a date makes everything much easier
It would be great if Kelsey and team did this, especially for smaller incidents or non-US locations that may not be as well reported on.
TK30D - Aug 6(7) 2021, EWR-IST
AA383 - Oct 28 2016, ORD-MIA
@@stephenrich3029 Thank you for this.
Congrats on reaching a million love watching your videos although not a pilot or into aviation. Your videos help to make me getting on a plane feeling more safe.✈️
your eyes are the most beautiful ocean color... amazing. i have to rewind all your videos to understand because i'm actually afraid of flying and i am watching ur vids to heal my fear.
A big hello from Ireland 🇮🇪
I'm sceptical of the pilots most times. When they say a few bumps it means the plane will shake like crazy the whole flight. If they say mechanical problems I'm thinking the engine is going to fall off BUT if something is wrong like a fire im obeying everything I hear. Bravo to the pilots and the crew. You saved lives.
In Norway, we have had so many incidents with people almost taking off (one plane actually did take off) from taxiways that we have enforced a Taxi-Lineup-Takeoff rule. In short, it means that a takeoff clearance is never given unless the controller can verify that the aircraft is in such a position that it is impossible or unreasonable for the aircraft to depart from anywhere else than the given runway (ie. an explicit lineup clearance is often required before a takeoff)
Pretty awesome the crew took a photo in front of the burnt plane. Love the content Kelsey
Your comment about the tarp reminded me of something my late grandfather told me. He did insurance adjustments on large facilities and went to quite a few cases where their insured was an airport. Whenever terminals, aprons, lighting, antennas, etc.. were damaged, he would fly out ASAP to document and get it running again.
He said that in every single instance, the owner of the aircraft would make sure that the branding on the aircraft could not be identified before he got there. No matter how bad the weather was, the tail would be tarped so no one could identify the airline.
Yes, that could be *any* polished aluminum fuselage with blue/white/red stripes running the length of the fuselage (why American switched to a more bland livery which also weighs more is beyond me).
@@marcmcreynolds2827 The Airbus and 787 are why. Can't get the same look on composite materials.
Seen a lot of Mayday and Air Crash Investigation. When fires like this happen, it's always a real treat to hear that everyone survived.
AA 383 was crewed by two veteran ex-TWA pilots. There is a wiki page for more information info.
Love the colour grading on this video
I have zero doubt that there were those in the cabin of that Turkish flight that had a strong assumption of what had just happened. Our view back in the cheap seats may not be as good as yours, but even for us, making the turn onto a runway looks a lot different than a taxiway
Thank you for acknowledging the team effort on this. My friend is a fire fighter/emt at Ohare.
A friend of mine was working at an airport in the far north of Canada back in the 70s. There was a 737 expected but a serious crosswind meant the flight couldn't land. Then a medical emergency happened and an immediate evac was necessary. The captain of the 737 used a taxiway to land and take off again since it was directly into the wind.
I watch a few UA-cam aviation channels ... many videos are just a bit too long ... you seem to tailor your length to the content ... that works VERY WELL ... thank you mate
You pilots and aircrews are truly at the pinnacle of professionalism! To keep calm under the pressure of failing equipment while bearing responsibility for numerous lives is not something that everyone can do. It takes a special kind of person to do it.
the "want to go back and try it again" did it for me LOLOL
Kelsey you may ever see my comment but I just want you to know how much I appreciate your videos. Both very entertaining and educational. Thank you!
Paul
...he also teaches us a lot about ATC and the Flight Attendants ... oh and that hot water tip ...
I learn from and enjoy your presentations. I hope you enjoy creating these. thank you.
If your read the NTSB report on AA383 there are some very interesting elements to this event.
First the evacuation was inflight initiated with the good engine still running. That engine continued to run for a while making this a single exit aircraft until the crew reached the point in their checklist where they shut it down. Inflight made numerous attempts to reach the flight deck by inter-phone but understandably those didn’t work out. There is video out there showing the L4 door slide plastered against the fuselage until the engine spoils down and then the slide comes down and people are able to start coming out the back.
When you look at post event pictures it’s apparent that the passengers were exceedingly lucky that the fire didn’t happen upwind. Had that been the case that fire wound have been inside the cabin long before the crew shut down the remaining engine.
What’s sad is that the industry hasn’t learned anything from this event. We still train crews to stop straight ahead on the runway and we don’t train that there are times when getting the remaining engine off immediately could be the difference between life and death.
Yes, what is inherently necessary in maintaining engine power under these circumstances??
Thank you!
Looking up the report on the American flight...
"The right engine had suffered a sudden rupture of the stage 2 disk operating at takeoff power. The disk separated into two pieces, the smaller of which pierced the wing's fuel tank and then flew 2,935 feet (895 m), falling through the roof of a United Parcel Service (UPS) facility and coming to rest on the building's floor. No one was injured in the UPS building."
Hearing about this one, just after rewatching the Mayday episode and seeing the Well There's Your Problem podcast about United 232, and it being a similar failure... Yikes. 😬
Holy crap that went a long distance. Also just watched the WTYP about United 232 yesterday. :)
Thanks for the additional info ! ! ! Excellent !
🙂😎👍
Damn that's some mega air time. And also that's crazy scary. The people in the UPS building must have had their luck stat maxed out.
Thank you very much for the additional information! I remember that.
😮😮😮
Something to consider? The Tower controller may not have known about any traffic (including ground vehicles) the Ground controllers were routing on Papa.
I used to be a gate agent for AA back when this happened. I was actually on the employee shuttle from the parking lot to the terminal at the time. The shuttle ferries us from the lot, which for AA was by the mtx hangars, across the airfield and to the terminal. So I was on the bus heading to the terminal when it happened. I saw the smoke, it was really insane.
Great work as always. Can’t wait what adventures from the ground you bring
I loved this video! Thanks Kelsey for always reminding folks how important our flight attendants are!! ❤
Flight attendants are the true face of aviation! !!!
I just watched your membership video and you crack me up Kelsey! LOL You are definitely my favorite pilot!
Membership?? Where do I become a member??
@@laratheplanespotter if you hit the join button, a video from Kelsey pops up explaining the tiers with his usual funny, sarcasm 😉
Thanks for the video as always. Personally on the plane on fire bit, I am not sure I would keep it together or not. I would like to think in other jacked up scenarios I have been through(house on fire, hurricane, tornado) that I was able to keep a fairly level head about myself that it would translate into a metal tube on fire, lets all leave and chill on the grass.
Evacuation checklists for passenger aircraft usually have a step to "Advise ATC" of the evacuation. Even the cargo aircraft I fly has that step in the evacuation checklist.
You stop on the runway to also give more room for safety vehicles to maneuver around the aircraft. A narrow taxiway may not provide enough room around it and the vehicles may get bogged down in the grass.
"I'm surprised at how calm ATC was"
especially in Jersey
everybody in Jersey yells 🤣
Thanks for the video Kesley I'm glad you found a way to balance life and filming remember just to keep that blue side up
Incredible actions from the crew of the Chicago flight, it’s knowledge of these scenarios that makes me feel safe in the air. And that’s one hell of a fire! Takeoff roll, full tanks…incredible
Yes, I like this to. Always nice to hear from you!
I appreciate you keeping your channel up. It's one of the things I look forward to on Sundays. Thanks 🙂
Thanks Kelsey for sharing this. You must have a lot of fun viewing these videos. Props to your professionalism and for being so humble and share your own mistakes. We all make them sometimes. As long as nobody gets hurt we get a good laugh afterwards.
I worked at an small airport where an airline used a Britten-Norman Islander to fly to other airports down the coast. Because of their short take off, they were often given clearance to take off from the taxiway or even from the apron,, if it was completely clear.
Wow, that’s a great example of teamwork between all parties involved. ❤
In the 90's I was with a buddy flying into PHX in a small single engine (PHX doesn't allow those anymore, too busy). It was so busy we ended up waiting for clearance into the pattern for over an hour. On the last tower call they told us to continue to maintain over PIR again, and we responded that our fuel situation was 40 minutes on a 20 minute flight to the airport (In other words we were going to be in a fuel emergency by the time we landed).
They cleared us into the pattern, we called at base, and they gave us clearance to land on TAXIWAY Bravo. So... yes... It can and has happened :P
Mhh have my doubts about that, why they decided postponing other traffic on one runway for 2 minutes is worse than all the hassle with a landing on a taxiway? Can you give more details?
Being a small lightweight plane would have helped a lot there, I'm thinking. No one wants a 747 landing on a taxiway.
@@patheddles4004 Thats true, but runways have much higher precautionary measures than taxiways, and thats not dependent on size of plane :)
To secure a taxiway on a busy three runway airport sounds hard to me, cus if the tower permitted a plane to taxi half an hour ago and there had been delays, that plane might go on that taxiway.
I love seeing your facial expression 's in the little box as you're watching the video along with us!!!With love & thank-you from the uk x
The gotcha for those pilots was the intersection takeoff. The visual shown above has the two REIL (Runway End Identifier Lights) that make it easy to recognize the runway at night. However, because they were making an intersection takeoff (where a taxiway and runway meet) there were no REIL and the runway number wasn't visible either because they were already past it.
Taxiing at an unfamiliar major airport at night can be more stressful and challenging than the flight itself.
Fortunately, these days most pro pilots have laptops that show them exactly where they are at the airport.
Worse case scenario, you can always ask the tower for guidance. (Much better to feel stupid than to do something stupid.)
_74gear is a fake account impersonating Kelsey. The real channel name is @74gear without the underscore.
We have the ATC call for evacuation in our checklist. FO inform ATC of the evacuation and CPT informs cabin/pax to commence evacuation.
Incase of any fire warning we always delcare mayday. So first call mayday x3, XXXX stopping on runway standby.
Then in the checklist FO will then inform ATC, XXXX evacuation on the runway.
Awecome, keep the blue side up ☺☺ I just visted my future flying school :)
Keep the good work post more videos
Trust me we look forward seeing you 👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻👏🏻
I'm not a pilot and have only ever had a viewpoint to the side of the plane out of a passenger window. That said, I am routinely amazed that the pilots know which way to go, as it all seems so confusing to me (day or night). I can easily see how this mistake could have been made.
Humans in general, and Americans in particular, are extremely chill about evacuating from a fire... as long as they can keep moving. It isn't the fire that puts people into a panic, it's being trapped with the fire or lost in the smoke. Not that excellent handling by those in charge of the emergency doesn't make things better, but when you've been evacuating schools and buses and random businesses since before you could walk or shortly thereafter, it's not hard to remember to follow the line to out.
I'm a broadcast sound engineer and location sound recordist and I am having a hard job understanding a single word from ATC without subtitles... (get that on norm with directors but that's a different life....) Either I need new ears or this is just poor scanner coherent TX/RX conversation..? please advise it's better in cockpit... Great videos Kelsey btw...keep on keepin' on! :-)
Hi. I’m an automotive engineer and I’ve watched quite a few of Kelsey’s videos without any issues. maybe it’s something to do with Kelsey’s accent or the speed of his speech or the particular vocabulary specific to the aviation industry, or maybe you were tired when you watched this video.
Whatever the reason might be don’t worry about it.
🤗
@@Florin_Bolocan It's the ATC.. I expect it's an acquired skill.. I do sound for TV and record location at 44.1 or 48K which is good or 96K if you would like..... I would like to know just how good audio is in-air because any off-air recordings I have ever heard sound worryingly poor quality (AM) but I'm not sure they are not.. Happy travels.. :-)
Great seeing you carrying on K
... youre a much appreciated feature
of every Sunday
It's ridiculous how even after the rejected take-off, the pilots keep reading back the tower's instructions as "vacate runway"
I would imagine the embarrassment factor was VERY high with a professional long haul crew.
They're saying it out of rote, not awareness, which means they had no clue.
Language barriers are teal!
@@juliemanarin4127 As opposed to scarlet...? ;)
@@davidcole333 Of that I’m sure. I work as ground crew at my local airport and one night I was cleaning the cockpit of a 737 while the engineers were there doing something with the engines. I wasn’t used to this-normally the plane only has electrical power from a diesel generator ground power unit and very occasionally the APU if the engineers are doing something unrelated to the engines or it’s a quick clean during turnaround with the pilots present. So on the very rare occasions when I accidentally press a button or flip a switch it’s not a big deal. No power, no harm done so just follow protocol. But of course of all the things to do, I accidentally turned the intensely bright landing lights on, letting the whole airfield see my blunder. I swore like a pirate and turned it off and the engineer with me (who I enjoy a good working relationship with) almost wet himself laughing. Ugh I was embarrassed for weeks afterwards as various pilots and engineers both gave me an admittedly deserved ribbing multiple times. 🤣 I can’t imagine how bad those guys felt.
Great debriefs as always. Super professional and polite as always; Sir.
Maybe the pilot was exhausted? Mistakes like this are odd, but more likely when the brain's not firing properly.
Kelseyville, your commentary and animations are over the top!!!!! 10 out of 10. Bravo!
-When I was a pilot instructor for American Eagle in Dallas, I got to talk to new-hire Flight Attendant classes and give them the breakdown about mechanical problems with the plane. Basically, I told them that if you are not upside down and/or don't see any actual flames inside the cabin, then the only problem is that your work day is going to get a whole lot longer, don't worry about it if we do an air-turnback or have to make an emergency landing. But also I was able to sit in on some of their training and folks it was an eye opener! They are taught to literally throw people out the exits and down the slide, and the most striking thing is that they receive the exact same training as police in how to use their voice:
"YOU! PUSH THAT EMERGENCY EXIT OUT! YOU PUT THAT BAG DOWN! DO IT NOW! STOP RESISTING!"
I'm not kidding! In order to pass training they have to be able to show a truly nasty side, and their "checkride" is literally in the cabin trainer with instructors who are acting like stupid passengers. And sometimes they literally throw the instructors out the door!
You might think they are just 20-something drink servers looking for hot sex on the overnight, but there's a hell of a lot more to the job than that. They are taught that during an evacuation situation that pretty much anything goes, and if they physically have to push a passenger down the slide they will DO IT.
Having flown passengers at two regional airlines, I can tell you, based upon the behavior of flight attendants during the few true declared emergencies I have dealt with, about 80-85% of them are going to act professionally this way.
🎶Blue lights on the runway, I love the color of it all..🎶
I like the way Kelsey says they were 'only' doing 90 knots. A giant A340 doing 90 knots on a taxiway seems like quite a lot of kinetic energy to me.
That is up into the range of a heavy-weight landing KE, and so certainly enough to make brake temperature an issue for turnaround time. Aircraft size doesn't particularly matter though, because brake size/capacity is scaled accordingly during the design process.
Occasional exceptions to that "rule" include the MD-87, which kept the much heavier MD-80's landing gear/brakes and so was a good choice for island hopping airlines flying rapid-turnaround short hops. The brakes had a lot of capacity relative to operating weights, so peak temperatures stayed low relative to the competition.
Thanks, Kelsey!
It's an honest mistake. The runway doesn't look substantially differently lit from the taxi way. Pressure, stress, brain fart, human.
Ty sir. As always, excellent explanations.
Something I've always wondered is if you're one of the passengers in this situation, you're at the airport and you're evacuating, you're still not allowed to dilly-dally and grab your stuff. How many are just hanging around hoping to retrieve their carryons? How do you deal with accommodating and rescheduling all those passengers whose ID and money may be trapped on that aircraft? Obviously if it's even possible to get stuff off the aircraft it's gonna be hours.
That runway behind you is very necessary when you NEED it!👨✈️
Sooooo right....!!
Can we get another vlog of you checking over the plan again? It was really cool seeing just how big these plans are compared to people.
Anyways, don't forget to stretch your lags and go have some fun!
Just doing a go-around can be task saturating. It’s something we rarely do. There’s always the “surprise” factor.
The one thing you didn't mention, and is an additional danger of an intersection takeoff, is the lacking of runway numbers at the intersection. As you have pointed out in other videos, it is a good habit to verify inside/outside the aircraft that you are pointing down the correct runway... Without that additional outside check, you need to be even more vigilant that you are on the correct surface and pointing the correct direction.
The numbers are at the end of the runway. They werent planing on taking off from the end
@@darkclownKellen actually that runway has a displaced threshold so the numbers would have still been visible once they took the runway.
@@darkclownKellen that's MercFE's point - runways should have additional number markings in places where intersection takeoffs are common.
Good point … but also there are always the red signs on any intersection indicating the name of runway ahead … always check that
@@davidzachmeyer1957don’t want to treat pilots like complete idiots but it should be very obvious to anyone the difference between a runway and a taxiway
We need to know how many souls are on board and what the fuel load is. These are two very important things that as a airport fire fighter we need to get. We have to get the proper equipment responding as some might take some time to get going. We only have a few personnel actually on duty at any one time, so if it's more than we can handle we need to alert the closest additional units enroute. I can understand that the pilots are busy but please understand when atc asked for additional information it was for a very important reason. We don't want to respond multiple ambulances let's say if the aircraft has only a few passengers.
Your almost at 1M subscribers keep up the good work
Regarding the second story, it was incredible that no one got hurt. Working around planes is dangerous, and you can't take anything for granted. There are thousands of things that need to go right, but if one thing goes wrong, it could be catastrophic. I know, I used to work on the flight deck on planes on a carrier.
With the second clip, I was most amazed by the fact that some evacuated and brought their bags with them. For pete's sake, the plane is on fire, leave the stuff!
You are an amazing pilot thank You for Your competence and kindness! Many blessings for You !
Good Sunday morning to you Kelsey from Chicago, hope this day finds you well!
BROTHER!
KEEP THE BLUE SIDE UP 🛩
Except when you're taking off, then you don't want to see any blue...
Thanks Kelsey for your insights.
22R/04L has localizers in both directions, always a good idea even in clear VMC to just turn that dial and check loc alignment real quick, nice that the Honeywell/Thales FMS/FMCDU even auto tunes the loc in the RAD/NAV page for you when it’s available from the current AIRAC/AIRINC nav db on the Pegasus FMCDU’s
Kelsey hope you had a good weekend :)