Hello Juan, I fly a B747-400 doing long hauls, with heavy crew. Mistakes like this one are easy to make, especially if you are not paying attention. It looks to me like the aircraft was landing flaps 25. Since I have no idea what the wind conditions were, I am going to assume it was the typical crosswind from the left as you land on runway 06. It appears that whoever was flying cut the power to high and did not flare enough until he tried to pull up, but without power, it was a little too late. Also, runway 06 has a hump and it runs upslope with a difference of about 60 feet from one end to the other, and as you start to flare you do not see the end of the runway until you pass at least 1/3 of the landing runway, then the rest of the runway suddenly appears in front of you. Plus, I noticed that the flying pilot used ailerons to correct for directional control instead of using the rudders. That action, plus the lack of power control and rudders input, could be sufficient to do a Boeing's rendition of a messed up landing of an MD-11 aircraft, which I also flew. It is easy to be a Monday morning quarterback and talk trash about an unfortunate episode such as this one. We simply do not know exactly what occurred onboard at that precise moment. The truth eventually will be known and prevail. I should mention that as a matter of procedure on a B747-400 or even the B747-8, anytime the autopilots are off, you should turn off the autothrottles and revert to100% hand flying. The yaw dampers are going to continue to work and assist you while you hand fly the aircraft. On a crosswind situation, especially at lower altitudes, the rudders are your friends. Lastly, when you press the TOGA button, it is time to climb like there is no tomorrow. As a side note to the airport itself, as you approach runway 06 to land, and you are about 200 feet above the terrain, if you quickly look to the right of the airport perimeter fence, and below your aircraft, you will see the American War Cemetery where General Patton along with 3000 plus, of his brave soldiers are buried. This is a sight to be seen and a must to visit while in Luxembourg. Juan, good video as usual.
@Dan Hack Yes, they look like they were set at 25 and not 30 because when the flaps are set at 30, they drop deeper, and there is a noticeable difference, as viewed from the side of the airport's fence.
I always hated loaded landings in DC-6/7s as an Airtanker because of things like this. Had an very experienced captain crack a spar on a hard, loaded landing. Yes it happens to all of us.
6:08 "setting the throttles just like a real airplane" The importance of this one single statement cannot be lost on us. Thank you for everything you do!
@@gregorykusiak5424 he wasn't putting down any airplane. He's making very clear that, no matter what fancy pants airplane you fly, that thing still flies like your most basic aircraft. And you WILL have to fly it like any single engine prop (you know, like a pilot) to get you out of trouble when it really is about to hit the fan (or the deck, as in this case). Stay safe, and ALWAYS fly your plane!
@@Colaeroimages right, the same rule apples no matter what aircraft: Aviate, Navigate, Communicate. (Although the communicate part is a bit more important than the navigate part in cases like this if you ask me)
As a mere mortal (passenger) and avid spotter it's easy to take for granted the apparent ease that airliners demonstrate on landing every single day. But watching these mishaps just goes to show that we all owe a great debt of gratitude to the professionals for getting us back down on the ground safely! Thanks Juan!
I grew up in a machinist family near Renton WA where most of the tooling takes place for Boeing. In the early days of the 747 I got to see the inside operations of testing, including the first flight. What was most fascinating was watching them tie down a wing, attach to the end, and bend it up until it broke. Damn thing most have been nearly 60 degrees. Failed with an explosion as loud as a bomb.
That was a flaps 25 landing there. Usually the flaps 30 landings are the ones that can end up with being "hard" because of the need for more flare and the different deck angle on approach from the cockpit. Our company wants us to use flaps 25 for all landings unless performance dictates the need for flaps 30. The airspeed difference on approach is about 5 knots slower with flaps 30. That said, if you do a flaps 25 approach and are heavy, reduce the thrust too quickly, and not flare you can end up piling it in like this crew did. Definitely a late or non existent flare in this case. It also appears that the crew allowed the left wing to dip down close to touchdown. In airliners you have to be extremely careful to land as close to wings level as possible. Good plane spotting and thanks for your take, Juan.
Thanks for the info on the flaps setting, I was wondering about that myself. I guess using the PAPI lights on this approach would not have mattered either.. Thanks again, all the best to you...
The thing that always stuck with me about watching 747s take off and land is how they always seem to float really slowly. Probably just because of the huge size; they just looked like they were hanging in the air. This guy seemed to be coming in really hot. That's just my eyeball saying that, though. I'm glad they brought it in ok after all that. I used to take the bus into Seattle past Boeing Field every morning when they were testing the 747-8 and that really slow floaty look always made me smile.
AF1 does TOGO training at KMDT in HBG, Pa. It's really stunning to watch that thing just lumber along like it's floating. It happens all the time around here. KMDT is an alternate landing site for both AF! and the Space Shuttle when it was flying. He's a short clip I took a couple of years ago. ua-cam.com/video/EyztzUFe9Fg/v-deo.html
It does look like a hot landing. I wonder what the indicated airspeed was, and if there was any tailwind, because their speed over the ground did look a bit fast.
@@davidhoffman1278 As opposed to the C-130 prop planed from the Air National Guard doing SCREAMING approach and landing! The practice engine-out landings over my house.
I’m a 74-8 Captain and my crew and I were talking about this (and many others) and it got me thinking to a flight into Kai Tak in 92’ that I experienced as a 74-1 FE (my third flight ever as a FE) this was way….way before any semblance of CRM and I knew we had the wrong flap settings and were to low and slow with our companies Chief Pilot at the controls …..but I didn’t speak up….. thankfully it was just a very hard landing but at that short runway we were very lucky. I think about that and some absolutely stupid irresponsible approaches into MGQ that a previous employer wanted us to utilize as my most scary moments in my career. Very glad that this crew was able to go around safely
@@mrjaycam18 yes sir, the only place I’ve ever taken and landed a Jumbo lower than the apartment buildings. I don’t know if it’s still there but there used to be a great old video of the final landing taken from a flight deck and you could see the flashes from the apartments going off from the cameras (yrs ago we had flashes back in the day …kids) and the flight deck was lower than the flashes. I need to search for that video
@@kaptainlumix5772 The most honest answer is inexcusable and embarrassment but a combination of sleep deprivation, inexperience, ignorance, and intimidation. Intimidation from our companies training that the “guy in the left seat” is always right and seeing that this was technically our most experienced pilot. That’s no excuse but just being truthful. As far as I’m concerned communication amongst the crew is the best thing that has happened in our industry since CRT instruments and IPads instead of visiting a chiropractor every month from toting around 50lbs of charts.
@@kaptainlumix5772 no sir at the time it was a great US based company with some of the most knowledgeable best aviators around ……until it was much later severely mismanaged but I can always take my grand kids to the water park (I left in 98’) ….. I’m sure you know the company I’m referring to .
@@mrjaycam18 Yes thats exactly correct, the old Checkerboard Hill. Spot that and crank it over to the right (I think it was about 45 or 46 degrees) to line up with Runway 13 and then fly past (seemed like below) the apartments and every once in a while we would be reminded "we were number one" not from the Tower but from the residents via there international diplomacy skills achieved via there middle fingers......great times.... I was 22 at the time and that one was a pucker factor the first few times going in there.
My dad put down a 727 with no wheels in April 1967. The plane had remarkably little damage and was returned to service. He would see and even fly that tail number every so often for a few years
Hell of a plane the 727... VERY advanced wing, and a thrust-to-weight ratio the latter-day twin-engine "economical" airliners can only dream of... FedEx kept flying them until about 2014, IIRC... PS: do you have that N# of your dad's belly-slide '27?
I was inbound to SFO the day that Asiana triple crashed.... Diverted to LAX. Commuted back to SFO a couple of days later and got to see that mess. Makes an impression, and makes you a believer in SOP. Those guys should have gone around long before they did too. Oh well.... Glad you're out there, Juan, and keeping them honest!
I was at JFK that day all excited about a coveted upgrade for the trip to SFO. Minutes later, I am canceled and rebooked into a middle non-reclining seat on a different airline into SJC. Took a bit to learn why, but I made it home. I think that was the incident that kindled my interest in the how and why.
I think Asiana’s problem was actually their SOP’s. If their SOP’s stated that pilots must try manually as much as possible, this even might not have occurred. Instead SOP’s recommended that Autolands were flown wherever possible.
I worked on that A/C when I worked for Boeing , looks like they need to call AOG to replace some engine cowals and do engine mounts inspection , wing spar inspection and gear inspection . I worked preflighting and delivery at Everett WA flight line I remember that 747 -400 by the paint and line number Cargo lux was a good company to work for when we delivered that A/C thay gave all the ground crew vests with Cargo lux logo . I think I got a cap too.😀👍
My sister (pasted away 8/2021) worked for CargoLux out of IAH and used to tell me, "if you get yourself to Luxembourg, I’ll get you a j ump seat to Dubai." Think I’ll go commercial. Lol.
Hey Kevin747, so after the initial touch down, did they stow the spoilers by hand or do they retract with the pressing of the TOGA/ Auto pilot-throttle dis-engage buttons?
Hi! I used to work across the runway at a GA Maintenance shop there. I flew in and out of Luxembourg many times. That’s where I got my PPL. I know lots of Cargolux pilots. 15 years working there. Keep up the good videos.
It's a great testimony on the strength of the gear, and how well the landing load is distributed through the wing box and into all the other structure. Not to mention the bounce and rebound kinematics
I've seen cockpit views of landings like this.....especially when it's a 3 or 4 person (training cap) cockpit...the facial expressions are priceless.......ESPECIALLY the Captain 😲
In the summer of 1979 i was waiting for a bus at LAX 98th and vicksburg. A flying tigers 747 was on final when something required them to change from the northern most runway to the left runway. All the flaps and spoilers on the wings were moving. It was beautiful but because he was now pointed directly at the bus stop and we could see the entire top of the plane. Everybody at the bus stop started running as we were sure he was going to crash into us. The 747 with the panels all moving was absolutely beautiful. But the plane flying at us was terrifying at the same time.
If I remember correctly from my 74 years, inboards would contact at 8 degrees bank angle, no wing flex. Company 74 classic had a pot strike when landing on narrow taxi way in full cross wind which was in use due main runway being repaired (SCL Chile). They got a fire warning after the strike. That's why you land this bird with some crab angle in a solid cross wind, on a wet runway no need to de crab, gear is made for it. Landing in eg 30 kts cross the cockpit is almost over the edge of the rwy just before the flare, took a while to trust that the gear wouldn't shear off touching down with such a crab angle. Btw, Cargolux pilots are solid
I'd never ridden through a low altitude go around in a commercial jet until a few years ago on a missed approach to runway 09 on a foggy night at San Diego. Impressive climb rate and angle with the light fuel load, cool temps and nearly at sea level! Fun!
Thank you very much for picking this incident up! Indeed, a Smash-and-Go-Landing! Kablamo!😃👍 And a good saving of the Aircraft in performing the Go-Around by the Pilots.
Reports of 175 knots touchdown with mild crosswind component. You're correct about smokin' hot. Glad a little weight reduction was all that they walked away from.
With 5,000 + hours in type and 14 years on the 747, I can honestly say it was one of the easiest airplanes to land - once you got used to being 11 stories up in the landing flare 😂 It flew like a giant Cessna, 182.
Another point is that runway 06 at ELLX has a very pronounced upslope starting from approximately 1000’+ down from runway 06. That runway comes up quite fast without a proper flare. Didn’t see much of a flare from the video. When landing 06, always need to brief and be aware of that “rising runway”.
Hand fly the airplane, just like a real one. Yeah, sometimes, all that automation, allows your stick and rudder skills to lack. Back in my CFI days, I checked out a retired USAF LTC in a new to him 172. He used to fly C-141s. I demoed the first landing. Full stop. And he did the next TO and landing. Started flaring about 30 ft. GO AROUND! No worries, Colonel, I would probably flare a 141 at ten feet. Pretty good landing the next time. Three more and he was good to go.
Happened to me several times. A Grumman Tiger is even harder to land because it is not a C-130 nor C-141. Two go-arounds necessary before they got out of heavy transport mode. A real show was a Navy F4 Phantom jock doing "carrier ops" in Beech Skipper. A sharp turn to the left on take-off skimming the treetops was a hoot. I had to remind him we were not doing boat ops and that he could climb straight out and rectangle the pattern, please.
I got introduced to your channel on a random showing and I have been intrigued ever since. I love your expert presentation and explanations. Thank you for the content!
Landed a little hard but what got him was the right wing coming up like a wind gust got under it before the spoilers could kill all the lift which put the engines on the ground on the left side. Last segment of the flaps are still retracted, less than 30 degrees.
Really good recovery from it all on the go aound. Considering how old the design is it's amazing how resilient and good the 747 is, that climb rate off after hitting the TOGA is impressive!
I was based in Luxemburg when I flew 747-400’s for YZR. Great recovery by the pilots. I’m sure there was a startle factor there as this doesn’t happen often.
On 06 in Luxembourg we`d usally fly to roughly 30 ft AGL and then wait for the runway to 'come up'. Was based there for a year....that upslope on 06 can warp your depth perception quite nicely....
One thing I noticed was what looks like a storm front that this 747 was heading into. So maybe there were some very strong gusts of wind around the airport. Fast approach to combat wind shear?
That's going to be an expensive repair. Thrust reverser torque box ring, mid cowling, latch access door, plus probably all of the engine to pylon bolts and both a mag particle and possibly an X-ray to two.
I was wondering about stresses on the wing spar? Specifically that one side suffered a hard stop (the ground) while the flying wing was free to flex fully.
I didn’t realize that Luxembourg had room for such a long runway! But it does (only runway at the airport, and supposedly the only paved runway in the country). Cargolux HQ is at the airport, and it’s a major freight airport.
Luxembourg Findel Airport has indeed a (single) 13130 feet/ 4002 metres- Runway, a 06/24. The 06-direction is a little bit upwards, I found speculations in the net that this maybe contributed to the incident. But the Runway is definetely long enough for a 747. And yes, it´s a major freight airport with the HQ of Cargolux.
Runway 06 has a very pronounced upslope for the first third if I remember correctly. As you reach about 200 ft AGL on approach the runway appears really short as the remaining two thirds are not visible .It gives a very unusual visual picture and a noticeably bigger flare input is required…………It’s a tricky airport perched atop of a hill, though I would think a home based crew would be pretty well versed in its challenges.
You’re looking at flaps 25. Normal landing setting (we can do 25 or 30). Higher vref though. Also, the software anomaly you addressed about the thrust levers remaining idle also exists on the 747, same logic for the TOGA switches, including the reduced thrust with one press during a go around.
How tough those Boeings are!If I ever landed my 330/340,with such G forces,I bet it's almost a writeoff,or at least it's a new gear...and a new job.No harsh words for our colleagues.These things happen or will happen to every pilot.I hope they didn't get the chop.Best regards from Spain.
Hi Juan, another outstanding video! Even though I'm not in aviation, I appreciate hearing your perspective on these kinds of issues. I'm even learning tiny tidbits about airplanes thanks to your videos sir!
This reminds me of what pilots back at Travis AFB always referred to as "the crash and dash circuit". I never worked on the flight line, but I do remember a C-5 sitting on the runway for three months back in 1983 while Air Force and Lockheed engineers tried to figure out a way to get the aircraft up high enough that they could open the landing gear doors and get the gear down.
Hello Blancolirio, Here CV crew. The investigation is still going on at this present time. The things I can tell you is that the runways 06 in Luxembourg has an upslope which is quite large, 1.5% from 0 up to 1512 meters. Concerning Flap position for landing on the B744, the rule is: If flaps 30 approach speed (VREF 30 plus additives for wind and gusts is higher than 167 knots, use flaps 25 and VREF 25 for landing. As we are always on the heavy side as a cargo operator, in windy conditions, we often land with F25 ( better as well for noise abatement and fuel saving). I can’t tell you on the video what flap setting was used in that particular landing. The procedure to go around was according our SOP. Until now, as the investigation isn’t published, the rest can only be speculation. The only thing I can tell you is that the Crew are experienced pilots, very competent and professional. Hope to see them soon flying again.
Dear Eric Flew 747 with Jade Cargo at LUX , also B 767 , B 777 & DC8 to same airport. Loved walking hours through those historic places. Only Pilots are subjected to this type of incidents...it's part of our job. I remember the B 747 being very tricky with X winds, that up wind wing would go up suddenly ... All the Best for you and your colleagues , hope there will be a good Chief Pilot / Boss to give them a fair chance at keeping their jobs. Cheers
A real first class kablammo landing.....one of my favorite comments. Runner up comment was the one about the hard landing while on board a Southwest 737 into LAX.
Well as my dad told me after a fender bender borrowing the family car as a teen . “Oh well, a little body work, we can fix that, things happen, glad you home safe.” 😄
the still frame of the wing in flexion at 2:00 shows something I've *never* seen (granted, I'm not in aviation). You can clearly see the underlying structure on the fuselage because the skin is stretched so tightly. The gear is in full rebound, and the wings are fully flexed down, and that fuselage looks like a bodybuilder. That's absolutely wild
You're right. That wasn't a landing, that was a crash which stopped just short of structural failure. That entire airplane needs to be inspected. The shock must have rippled through every structure and connection between structures. It won't surprise me if we see this tail number have issues again at a later date.
@@slartybarfastb3648 this is one of those planes that going to be a black sheep until it's time to sell it and hope the next person doesn't look too close
Seldoon - a descriptive way of putting it. As far as the other two posts - Much too heavy on the drama, folks. May I ratchet it back from the drama queen level with a few words? The aircraft will be inspected per Boeing requirements, repairs as required will be made, and very likely the aircraft will be back in the air no worse off for the incident. Non aviation people have no idea the degree of structural abuse and stress a jetliner must go through and pass with flying colors during the certification process. If one could observe a jetliner’s structure while it is flying through defined severe turbulence an average person’s jaw would drop. 😮 This can’t be !! Transport category aircraft are amazing feats of engineering.
I had the opportunity to fly a 747 full motion simulator and I almost didn't flare because you are sitting so high in the air on touchdown. The guy operating the sim goes "FLARE FLARE FLARE." I made it in though....no simulated blown tires. The instructor said the sim is high fidelity and would let us know if we damaged the aircraft. This was simulated Los Angeles with no crosswind.
Hi Juan, thanks for the video. It may have been said already but Luxembourg has the most peculiar runway profile and visual picture. It may well have been a factor. Lido (and I think Jepp) charts have a profile diagram on the approach plates. Love your content, if you’re on a LHR layover with not much to do please come say hi
Juan , it looks a to me like as flap 25 landing … With tailwind .. and a slight shear that exasperated the extra speed they had on .. lifetime 747 capt
I think I know already, but I’d be remiss if I didn’t take the opportunity to ask and get an answer straight from the source… what punishment do you think they’ll face, if any? Assuming they were following SOPs and this was just a mistake.
What's the standard procedure after a heavy landing, go around or land? The damage to those engines reminds me of the Pakistan Air crash where the AGB was damaged. Obviously in this case it was superficial damage but I would be concerned once in the air after to go around that there would be significant damage to the LG or structure preventing a safe return and landing.
@@slartybarfastb3648 The bounce(s) would have added a lot of runway behind them before the plane could be slowed down. I think trying to save it could also risk some lateral controllability issues as well. Probably easier and safer to get the plane back in the air than to try to get it to settle down on the runway after an upset like that. Also, a lightly fueled 747 should have no issues on a go-around if one engine had to be shut down. Two engines down would be challenging, but still also doable.
I bet if tiredness after a long haul flight was a contributing factor, they would be wide awake and fully alert after that fright. I can remember struggling to stay awake driving home late, but after passing an accident with full emergency service in attendance i was wide awake for the remainder of the drive.
A time or two I was grateful that I suddenly thought I smelled burning smells coming from my car. Got me fully alert better than any coffee could. Car was fine.
They came in from Dubai, that´s a 6-hours-flight round about to Luxembourg and it was a flight all the way in daylight. So it´s not very likely that fatigue played a role here.
When I worked at Hong Kong CLK,we could have times in the morning when we could have 2 tailwinds at each threshold,because the sea breeze was kicking in.Also lifting windshear on touchdown to 07L,as soon as they came over the threshold.Just wondering if this was windshear/tailwind related?
This was indeed a great job from the pilots. On this Sat. afternoon, wind became 01017/G28kt tempo 03015/G30kt. Apparently they are hit by the gust wind that made it eventually unstable.
“ Climb like a homesick Angel” same in the 747/777. I believe they had flaps 30 which is the flap setting that will save fuel in the approach. Flaps 40 will give a both less nose up attitude and bring the engines more spooled up. Unless it’s required by runway contaminated or performance, Flaps 30 would be a good selection. You are right. No on time flare but late flare made this landings even worst. Giving extra G load. Made even more critical, was that the spoilers augment the roll, as they are coming out from whatever input they had on the ailerons. Not a good day for the pilots.
Took off from HKG years ago in a near empty SQ 737 in a typhoon. One of the first planes to depart. The rate of climb was stunning. Pilot even briefed us beforehand-gonna be bumpy and a rapid take off. He wasn't kidding. I could tell the raw power of that thing was keeping us safe. Was fun.
It's surreal to think I was doing t&gs in 172 here 2 hours before this happened. I had 010@14G22 at that time and RWY 06 but is was VAR up to 350, could be they had a bit of a tailwind momentarily. If anyone wants to see this runway from the approach angle I have a vid on my channel.
Nice 747 carrier deck landing. Caught the 1st cable. Some undercarriage items didn’t quite cope with real sailor rough weather, though… Work for the technicians to remain busy ! 😅😂😂
Hello Juan,
I fly a B747-400 doing long hauls, with heavy crew. Mistakes like this one are easy to make, especially if you are not paying attention.
It looks to me like the aircraft was landing flaps 25. Since I have no idea what the wind conditions were, I am going to assume it was the typical crosswind from the left as you land on runway 06. It appears that whoever was flying cut the power to high and did not flare enough until he tried to pull up, but without power, it was a little too late. Also, runway 06 has a hump and it runs upslope with a difference of about 60 feet from one end to the other, and as you start to flare you do not see the end of the runway until you pass at least 1/3 of the landing runway, then the rest of the runway suddenly appears in front of you. Plus, I noticed that the flying pilot used ailerons to correct for directional control instead of using the rudders. That action, plus the lack of power control and rudders input, could be sufficient to do a Boeing's rendition of a messed up landing of an MD-11 aircraft, which I also flew.
It is easy to be a Monday morning quarterback and talk trash about an unfortunate episode such as this one.
We simply do not know exactly what occurred onboard at that precise moment. The truth eventually will be known and prevail.
I should mention that as a matter of procedure on a B747-400 or even the B747-8, anytime the autopilots are off, you should turn off the autothrottles and revert to100% hand flying. The yaw dampers are going to continue to work and assist you while you hand fly the aircraft. On a crosswind situation, especially at lower altitudes, the rudders are your friends.
Lastly, when you press the TOGA button, it is time to climb like there is no tomorrow.
As a side note to the airport itself, as you approach runway 06 to land, and you are about 200 feet above the terrain, if you quickly look to the right of the airport perimeter fence, and below your aircraft, you will see the American War Cemetery where General Patton along with 3000 plus, of his brave soldiers are buried. This is a sight to be seen and a must to visit while in Luxembourg.
Juan, good video as usual.
Excellent input truly adding a lot to this discussion, AFL. Thanks for chiming in. 🙌🏻
That what look like to me 25 degrees flaps not full flaps ! 👍
@Dan Hack Yes, they look like they were set at 25 and not 30 because when the flaps are set at 30, they drop deeper, and there is a noticeable difference, as viewed from the side of the airport's fence.
I thought crosswind too. Maybe if it touched down hard while still crabbed the side loading on the gear could induce a roll as the thing straightens.
Best comment!
Juan - how appropriate to have a 7 min 47 sec video on this 747 😎👍🏻
If he says that it was an utter and complete coincidence, I'll eat some peanuts without an EpiPen
I see 7:46
@@fjp3305 it shows 7:47 on my mobile app
@@lenmetallica 7:47 here as well.
@@lenmetallica Yeah, my phone shows 7:47 but my computer says 7:46. Weird.
"It can happen to any of us" the most honest and humble thing to say. Great work!
😮
Came here to say that exact thing.
Could be any of us
All be it eventually they did walk away! If I was on the plane I wouldn't be happy but I'd still be around to be pissed.
Indeed, exactly.
I always hated loaded landings in DC-6/7s as an Airtanker because of things like this. Had an very experienced captain crack a spar on a hard, loaded landing.
Yes it happens to all of us.
When I worked in the tower, we called that a “Carrier Landing “😂
lol, I was on the Nimitz...we tried to keep the metal off the deck 🙂 ('cept the hook)
@@joeblow5037 Thanks for your service. ..
@@normdave75 Marine Air, VMFA-333 Phantoms, Nimitz first cruise
thanks bud!
Hysterical!
1:03 1:12 Anyone else notice how Juan sounded like air traffic control?
I don't think it's appreciated enough how incredibly tough airliners are.
It still amazes me how the even get off the ground!
@@AnX8765 Imagine being a passenger! 😱
@@truthylucy7068 is there a soiled drawer emoji?
@@williambarry8015 😆
@@williambarry8015 Yeah... 💩👖😳
Juan: Hey Pete, what do you call this maneuver?
Pete: KABLAMMO
Pete is a trained aviator for sure. 🙂
Yes, I have always loved Petes KABLAMMOS!!
In Florida, the PR pilots call it A Canta'zo.. lol...
@@robertgift Kablamo or Cantazo means a big hit on
6:08 "setting the throttles just like a real airplane" The importance of this one single statement cannot be lost on us. Thank you for everything you do!
I actually lol’d at that exact sentence. I’m sure JB didn’t mean to imply the big Boeings aren’t real airplanes.
Haha oh dear
@@gregorykusiak5424 he wasn't putting down any airplane. He's making very clear that, no matter what fancy pants airplane you fly, that thing still flies like your most basic aircraft. And you WILL have to fly it like any single engine prop (you know, like a pilot) to get you out of trouble when it really is about to hit the fan (or the deck, as in this case). Stay safe, and ALWAYS fly your plane!
@@Colaeroimages right, the same rule apples no matter what aircraft: Aviate, Navigate, Communicate. (Although the communicate part is a bit more important than the navigate part in cases like this if you ask me)
For clarity, it’s Thrust/Thrust levers on the 747 not throttles.
Thanks!
As a mere mortal (passenger) and avid spotter it's easy to take for granted the apparent ease that airliners demonstrate on landing every single day. But watching these mishaps just goes to show that we all owe a great debt of gratitude to the professionals for getting us back down on the ground safely! Thanks Juan!
“Climbs like a homesick angel” … gold 😂
😄👍
So good!
loved that too!
loved it
Old
I grew up in a machinist family near Renton WA where most of the tooling takes place for Boeing. In the early days of the 747 I got to see the inside operations of testing, including the first flight. What was most fascinating was watching them tie down a wing, attach to the end, and bend it up until it broke. Damn thing most have been nearly 60 degrees. Failed with an explosion as loud as a bomb.
That was a flaps 25 landing there. Usually the flaps 30 landings are the ones that can end up with being "hard" because of the need for more flare and the different deck angle on approach from the cockpit. Our company wants us to use flaps 25 for all landings unless performance dictates the need for flaps 30. The airspeed difference on approach is about 5 knots slower with flaps 30. That said, if you do a flaps 25 approach and are heavy, reduce the thrust too quickly, and not flare you can end up piling it in like this crew did. Definitely a late or non existent flare in this case. It also appears that the crew allowed the left wing to dip down close to touchdown. In airliners you have to be extremely careful to land as close to wings level as possible. Good plane spotting and thanks for your take, Juan.
Thank you very much for this informations!
Thanks for the info on the flaps setting, I was wondering about that myself. I guess using the PAPI lights on this approach would not have mattered either.. Thanks again, all the best to you...
The thing that always stuck with me about watching 747s take off and land is how they always seem to float really slowly. Probably just because of the huge size; they just looked like they were hanging in the air. This guy seemed to be coming in really hot. That's just my eyeball saying that, though. I'm glad they brought it in ok after all that.
I used to take the bus into Seattle past Boeing Field every morning when they were testing the 747-8 and that really slow floaty look always made me smile.
AF1 does TOGO training at KMDT in HBG, Pa. It's really stunning to watch that thing just lumber along like it's floating. It happens all the time around here. KMDT is an alternate landing site for both AF! and the Space Shuttle when it was flying. He's a short clip I took a couple of years ago.
ua-cam.com/video/EyztzUFe9Fg/v-deo.html
Indeed. It looked very much like a unstabilized approach with coming in too hot. It´s difficult to say if the wind played a role, too.
It does look like a hot landing. I wonder what the indicated airspeed was, and if there was any tailwind, because their speed over the ground did look a bit fast.
C-5M: Float? You're impressed by the 747's illusion of floating? I will show you an illusion of serious floating !
@@davidhoffman1278 As opposed to the C-130 prop planed from the Air National Guard doing SCREAMING approach and landing! The practice engine-out landings over my house.
I’m a 74-8 Captain and my crew and I were talking about this (and many others) and it got me thinking to a flight into Kai Tak in 92’ that I experienced as a 74-1 FE (my third flight ever as a FE) this was way….way before any semblance of CRM and I knew we had the wrong flap settings and were to low and slow with our companies Chief Pilot at the controls …..but I didn’t speak up….. thankfully it was just a very hard landing but at that short runway we were very lucky. I think about that and some absolutely stupid irresponsible approaches into MGQ that a previous employer wanted us to utilize as my most scary moments in my career. Very glad that this crew was able to go around safely
That’s the old “checker board” approach right?
@@mrjaycam18 yes sir, the only place I’ve ever taken and landed a Jumbo lower than the apartment buildings. I don’t know if it’s still there but there used to be a great old video of the final landing taken from a flight deck and you could see the flashes from the apartments going off from the cameras (yrs ago we had flashes back in the day …kids) and the flight deck was lower than the flashes. I need to search for that video
@@kaptainlumix5772 The most honest answer is inexcusable and embarrassment but a combination of sleep deprivation, inexperience, ignorance, and intimidation. Intimidation from our companies training that the “guy in the left seat” is always right and seeing that this was technically our most experienced pilot. That’s no excuse but just being truthful. As far as I’m concerned communication amongst the crew is the best thing that has happened in our industry since CRT instruments and IPads instead of visiting a chiropractor every month from toting around 50lbs of charts.
@@kaptainlumix5772 no sir at the time it was a great US based company with some of the most knowledgeable best aviators around ……until it was much later severely mismanaged but I can always take my grand kids to the water park (I left in 98’) ….. I’m sure you know the company I’m referring to .
@@mrjaycam18 Yes thats exactly correct, the old Checkerboard Hill. Spot that and crank it over to the right (I think it was about 45 or 46 degrees) to line up with Runway 13 and then fly past (seemed like below) the apartments and every once in a while we would be reminded "we were number one" not from the Tower but from the residents via there international diplomacy skills achieved via there middle fingers......great times.... I was 22 at the time and that one was a pucker factor the first few times going in there.
My dad put down a 727 with no wheels in April 1967. The plane had remarkably little damage and was returned to service. He would see and even fly that tail number every so often for a few years
Hell of a plane the 727... VERY advanced wing, and a thrust-to-weight ratio the latter-day twin-engine "economical" airliners can only dream of... FedEx kept flying them until about 2014, IIRC... PS: do you have that N# of your dad's belly-slide '27?
Absolute tanks, the 727.
I was inbound to SFO the day that Asiana triple crashed.... Diverted to LAX. Commuted back to SFO a couple of days later and got to see that mess. Makes an impression, and makes you a believer in SOP. Those guys should have gone around long before they did too. Oh well.... Glad you're out there, Juan, and keeping them honest!
I was at JFK that day all excited about a coveted upgrade for the trip to SFO. Minutes later, I am canceled and rebooked into a middle non-reclining seat on a different airline into SJC. Took a bit to learn why, but I made it home. I think that was the incident that kindled my interest in the how and why.
I think Asiana’s problem was actually their SOP’s. If their SOP’s stated that pilots must try manually as much as possible, this even might not have occurred. Instead SOP’s recommended that Autolands were flown wherever possible.
I worked on that A/C when I worked for Boeing , looks like they need to call AOG to replace some engine cowals and do engine mounts inspection , wing spar inspection and gear inspection . I worked preflighting and delivery at Everett WA flight line I remember that 747 -400 by the paint and line number Cargo lux was a good company to work for when we delivered that A/C thay gave all the ground crew vests with Cargo lux logo . I think I got a cap too.😀👍
You are right Juan , on the 747 you will get at least 2000 Fpm climb rate with the first push of the toga switch, 747-400 pilot here.
That runway in Lux has a hump in the middle that catches pilots out as well as a strong cross wind with a large hanger upwind causing turbulence
My sister (pasted away 8/2021) worked for CargoLux out of IAH and used to tell me, "if you get yourself to Luxembourg, I’ll get you a j ump seat to Dubai."
Think I’ll go commercial. Lol.
I flew several iterations of 747's for 23 years. Glad I never had one like that. Looks like the flaps were at 25.
Hey Kevin747, so after the initial touch down, did they stow the spoilers by hand or do they retract with the pressing of the TOGA/ Auto pilot-throttle dis-engage buttons?
It was a flaps 30 landing. Spoilers retract automatically when the throttles are advanced
Auto brakes also disengage when thrust is advanced
@John Smith Thanks John!
Ex-Navy pilot.
Hi! I used to work across the runway at a GA Maintenance shop there. I flew in and out of Luxembourg many times. That’s where I got my PPL. I know lots of Cargolux pilots. 15 years working there. Keep up the good videos.
It's a great testimony on the strength of the gear, and how well the landing load is distributed through the wing box and into all the other structure. Not to mention the bounce and rebound kinematics
It helps that the spoilers hadn't deployed. A lot of the weight is still being being supported by the wing until they go up.
@@marcmcreynolds2827 Spoilers were retracted, yes. On TOGA.
I've seen cockpit views of landings like this.....especially when it's a 3 or 4 person (training cap) cockpit...the facial expressions are priceless.......ESPECIALLY the Captain 😲
Even with zero aviation experience, I'm certain a "smash and go" is better than a "smash and stay".
Yes, indeed. At least in most cases.
As long as your bird is airworthy, yes.
Unless the reverse thrusters are deployed.
Unless you’re PIA 8303
@@mrjaycam18 Yes - and you landed with Gears up.
Have to put in a call to Victorville, plenty of -400 cowlings there…
I hear they sell a 4 pak of em !
Watch out for snakes in Victorville MojaveGreen nothing to mess with😂
In the summer of 1979 i was waiting for a bus at LAX 98th and vicksburg. A flying tigers 747 was on final when something required them to change from the northern most runway to the left runway. All the flaps and spoilers on the wings were moving. It was beautiful but because he was now pointed directly at the bus stop and we could see the entire top of the plane. Everybody at the bus stop started running as we were sure he was going to crash into us. The 747 with the panels all moving was absolutely beautiful. But the plane flying at us was terrifying at the same time.
What a great idea to try to outrun the airplane, LOL!
“Climb like a homesick angel”- love it!🇺🇸
The first time I heard that they were describing a B-47 taking off with JATO. So it was a long, long time ago.
Thought it must be pilot lingo- new one to me , good one!
Indeed!😄
If I remember correctly from my 74 years, inboards would contact at 8 degrees bank angle, no wing flex.
Company 74 classic had a pot strike when landing on narrow taxi way in full cross wind which was in use due main runway being repaired (SCL Chile).
They got a fire warning after the strike.
That's why you land this bird with some crab angle in a solid cross wind, on a wet runway no need to de crab, gear is made for it.
Landing in eg 30 kts cross the cockpit is almost over the edge of the rwy just before the flare, took a while to trust that the gear wouldn't shear off touching down with such a crab angle.
Btw, Cargolux pilots are solid
Very generous of you to compliment the go around. Classy.
I'd never ridden through a low altitude go around in a commercial jet until a few years ago on a missed approach to runway 09 on a foggy night at San Diego. Impressive climb rate and angle with the light fuel load, cool temps and nearly at sea level! Fun!
Thank you very much for picking this incident up! Indeed, a Smash-and-Go-Landing! Kablamo!😃👍 And a good saving of the Aircraft in performing the Go-Around by the Pilots.
This is one of favorite YT channels. Outstanding content and comments.
Reports of 175 knots touchdown with mild crosswind component. You're correct about smokin' hot.
Glad a little weight reduction was all that they walked away from.
With 5,000 + hours in type and 14 years on the 747, I can honestly say it was one of the easiest airplanes to land - once you got used to being 11 stories up in the landing flare 😂 It flew like a giant Cessna, 182.
I love your videos, Juan. As a non-pilot, I get a real glimpse at your work. Thanks.
Another point is that runway 06 at ELLX has a very pronounced upslope starting from approximately 1000’+ down from runway 06. That runway comes up quite fast without a proper flare. Didn’t see much of a flare from the video. When landing 06, always need to brief and be aware of that “rising runway”.
7 minute and 47 second long video… well played Blancolirio! 👌🏾
Hand fly the airplane, just like a real one. Yeah, sometimes, all that automation, allows your stick and rudder skills to lack.
Back in my CFI days, I checked out a retired USAF LTC in a new to him 172. He used to fly C-141s.
I demoed the first landing. Full stop. And he did the next TO and landing. Started flaring about 30 ft. GO AROUND!
No worries, Colonel, I would probably flare a 141 at ten feet. Pretty good landing the next time. Three more and he was good to go.
Happened to me several times. A Grumman Tiger is even harder to land because it is not a C-130 nor C-141. Two go-arounds necessary before they got out of heavy transport mode. A real show was a Navy F4 Phantom jock doing "carrier ops" in Beech Skipper. A sharp turn to the left on take-off skimming the treetops was a hoot. I had to remind him we were not doing boat ops and that he could climb straight out and rectangle the pattern, please.
I got introduced to your channel on a random showing and I have been intrigued ever since. I love your expert presentation and explanations. Thank you for the content!
+/ - 5 degrees of roll on the 74 before an engine strike. Just like a tail wheel, you have to fly the 74 on landing rollout too.
Landed a little hard but what got him was the right wing coming up like a wind gust got under it before the spoilers could kill all the lift which put the engines on the ground on the left side. Last segment of the flaps are still retracted, less than 30 degrees.
Really good recovery from it all on the go aound. Considering how old the design is it's amazing how resilient and good the 747 is, that climb rate off after hitting the TOGA is impressive!
I was based in Luxemburg when I flew 747-400’s for YZR. Great recovery by the pilots. I’m sure there was a startle factor there as this doesn’t happen often.
On 06 in Luxembourg we`d usally fly to roughly 30 ft AGL and then wait for the runway to 'come up'. Was based there for a year....that upslope on 06 can warp your depth perception quite nicely....
"you will climb out like a homesick angel." Fabulous stuff Juan 😂 . Thanks for all the excellent content.
I’ve flown Cargo Lux. Great upstairs but cold downstairs. + you have to carry an oxygen can if you go down the ladder into the cargo area.
I grew up in Luxembourg and have seen many Cargolux airplanes land. Thanks for the video.
That's their home-base
One thing I noticed was what looks like a storm front that this 747 was heading into. So maybe there were some very strong gusts of wind around the airport. Fast approach to combat wind shear?
That's going to be an expensive repair. Thrust reverser torque box ring, mid cowling, latch access door, plus probably all of the engine to pylon bolts and both a mag particle and possibly an X-ray to two.
You answered my question. How much more would have caused the engines to break away?
I was wondering about stresses on the wing spar? Specifically that one side suffered a hard stop (the ground) while the flying wing was free to flex fully.
You forgot to mention the cost of the pilot deep colonoscopy....
You're a better man than I am.
Aren’t most commercial aircraft jet engines leased? If it’s not airworthy wouldn’t Cargolux notify the leasing company and arrange for a replacement?
I didn’t realize that Luxembourg had room for such a long runway! But it does (only runway at the airport, and supposedly the only paved runway in the country). Cargolux HQ is at the airport, and it’s a major freight airport.
Correct the runway is used for both and very busy.
Luxembourg Findel Airport has indeed a (single) 13130 feet/ 4002 metres- Runway, a 06/24. The 06-direction is a little bit upwards, I found speculations in the net that this maybe contributed to the incident. But the Runway is definetely long enough for a 747.
And yes, it´s a major freight airport with the HQ of Cargolux.
Yes, it is the cargo airline of Luxemburg, not one that treats the cargo to luxury ;)
It must extend a bit over two borders !!
@@EnthusiastCarHangar Probably extra busy now that they have to fill in the groove that plane just made. Ouch! I felt that all the way from here.
I love to hear an experienced ATP narrate this really hard landing.
Runway 06 has a very pronounced upslope for the first third if I remember correctly. As you reach about 200 ft AGL on approach the runway appears really short as the remaining two thirds are not visible .It gives a very unusual visual picture and a noticeably bigger flare input is required…………It’s a tricky airport perched atop of a hill, though I would think a home based crew would be pretty well versed in its challenges.
Upslope runways are NEVER fun. No matter how many times you think about it on final.
Good point!
also (i think) rwy 06 landings are rarer than rwy 24
You’re looking at flaps 25. Normal landing setting (we can do 25 or 30). Higher vref though. Also, the software anomaly you addressed about the thrust levers remaining idle also exists on the 747, same logic for the TOGA switches, including the reduced thrust with one press during a go around.
Juan, great job again. Kablammo is a very technical term we have used for years ! lol Thanks and keep up the great work.
Awesome post Juan. Homesick angel! Love it. Cheers from CYYB.
Looks like Flaps 25 degrees and look at that high speed and low speed ailerons are full up!!! Haulin the mail too I’m guessing the wind was howling.
How tough those Boeings are!If I ever landed my 330/340,with such G forces,I bet it's almost a writeoff,or at least it's a new gear...and a new job.No harsh words for our colleagues.These things happen or will happen to every pilot.I hope they didn't get the chop.Best regards from Spain.
I can hear the radio altimeter now:
"One hundred... Fifty...Fortythirtytwentyten..."
Probably didn't have time to say twenty or ten. Been there...
Hi Juan, another outstanding video! Even though I'm not in aviation, I appreciate hearing your perspective on these kinds of issues. I'm even learning tiny tidbits about airplanes thanks to your videos sir!
At the 1:50 mark you said the #2 hit the tarmac. It actually scraped the runway. The tarmac is usually referencing the ramp.
“Relax, alright? My old man is a television repairman. He’s got this ultimate set of tools. I can fix it.” - Jeff Spicoli
Jeff for president 2023!!!!!
Prior to that, copilot said, "You're gonna wreck this aircraft" Pilot says "No i'm not haha, now look i'm flying, you navigate"
“Hey man, just be glad I had fast reflexes!”
Dudes on ludes should not... fly.
FO: The chief pilot's gonna kill us. He's gonna kill you, then he's gonna kill me!
This reminds me of what pilots back at Travis AFB always referred to as "the crash and dash circuit". I never worked on the flight line, but I do remember a C-5 sitting on the runway for three months back in 1983 while Air Force and Lockheed engineers tried to figure out a way to get the aircraft up high enough that they could open the landing gear doors and get the gear down.
A testimony to the strength of the mighty 747!
"Climb like a Homesick Angel." Hahaha. I have never heard that one before!
Great editing Juan!
Thanks man.
Joe 😊
Nice video, Juan. I am not a pilot...how you folks keep on top of all this is amazing...
Hello Blancolirio,
Here CV crew.
The investigation is still going on at this present time.
The things I can tell you is that the runways 06 in Luxembourg has an upslope which is quite large, 1.5% from 0 up to 1512 meters. Concerning Flap position for landing on the B744, the rule is: If flaps 30 approach speed (VREF 30 plus additives for wind and gusts is higher than 167 knots, use flaps 25 and VREF 25 for landing.
As we are always on the heavy side as a cargo operator, in windy conditions, we often land with F25 ( better as well for noise abatement and fuel saving). I can’t tell you on the video what flap setting was used in that particular landing. The procedure to go around was according our SOP. Until now, as the investigation isn’t published, the rest can only be speculation. The only thing I can tell you is that the Crew are experienced pilots, very competent and professional. Hope to see them soon flying again.
Dear Eric
Flew 747 with Jade Cargo at LUX , also B 767 , B 777 & DC8 to same airport.
Loved walking hours through those historic places.
Only Pilots are subjected to this type of incidents...it's part of our job.
I remember the B 747 being very tricky with X winds, that up wind wing would go up suddenly ...
All the Best for you and your colleagues , hope there will be a good Chief Pilot / Boss to give them a fair chance at keeping their jobs.
Cheers
A real first class kablammo landing.....one of my favorite comments. Runner up comment was the one about the hard landing while on board a Southwest 737 into LAX.
Man I wonder if they are going to have to inspect that left landing gear and the wing spar too.. that was a HARD hit!
That's what I was thinking..... 👍🏾
Guaranteed. Undeniable hard landing inspection with contact incident.
Mandatory.
Well as my dad told me after a fender bender borrowing the family car as a teen . “Oh well, a little body work, we can fix that, things happen, glad you home safe.” 😄
the still frame of the wing in flexion at 2:00 shows something I've *never* seen (granted, I'm not in aviation). You can clearly see the underlying structure on the fuselage because the skin is stretched so tightly. The gear is in full rebound, and the wings are fully flexed down, and that fuselage looks like a bodybuilder.
That's absolutely wild
You're right. That wasn't a landing, that was a crash which stopped just short of structural failure. That entire airplane needs to be inspected. The shock must have rippled through every structure and connection between structures. It won't surprise me if we see this tail number have issues again at a later date.
@@slartybarfastb3648 this is one of those planes that going to be a black sheep until it's time to sell it and hope the next person doesn't look too close
Good eye Seldoon!!!
I'm almost positive that's sunlight reflecting off the top of the wing's surface, not the substructure.
Seldoon - a descriptive way of putting it.
As far as the other two posts - Much too heavy on the drama, folks. May I ratchet it back from the drama queen level with a few words?
The aircraft will be inspected per Boeing requirements, repairs as required will be made, and very likely the aircraft will be back in the air no worse off for the incident.
Non aviation people have no idea the degree of structural abuse and stress a jetliner must go through and pass with flying colors during the certification process. If one could observe a jetliner’s structure while it is flying through defined severe turbulence an average person’s jaw would drop. 😮 This can’t be !!
Transport category aircraft are amazing feats of engineering.
I had the opportunity to fly a 747 full motion simulator and I almost didn't flare because you are sitting so high in the air on touchdown. The guy operating the sim goes "FLARE FLARE FLARE." I made it in though....no simulated blown tires. The instructor said the sim is high fidelity and would let us know if we damaged the aircraft. This was simulated Los Angeles with no crosswind.
I imagine they had a fun debrief with the chief pilot.
Hi Juan, thanks for the video. It may have been said already but Luxembourg has the most peculiar runway profile and visual picture. It may well have been a factor. Lido (and I think Jepp) charts have a profile diagram on the approach plates. Love your content, if you’re on a LHR layover with not much to do please come say hi
7:47 video. Nice touch
and go...
Yes TOGA works the same on the jumbo, baulked landing being one of the things we would often brief as it was odd in terms of AT behaviour.
Well... that's one way to check if the cargo is tied down right.
I like how the video was 7:47 long, nice touch Juan!
Juan , it looks a to me like as flap 25 landing … With tailwind .. and a slight shear that exasperated the extra speed they had on .. lifetime 747 capt
I think I know already, but I’d be remiss if I didn’t take the opportunity to ask and get an answer straight from the source… what punishment do you think they’ll face, if any? Assuming they were following SOPs and this was just a mistake.
That'll buff right out. Not a problem. Anyone know if he caught the 1 wire?
That was a bolter.
"setting the throttles just like a real airplane." 😄 I had to laugh about that one.
Thanks Juan enjoy your channel very much 😁😁😁 from Wollongong Australia.
Looking forward to what Capt.Joe say’s about this, as it is the cargo/airline that he work’s at.😳
Thank you for your report, RB, Nova Scotia.
What's the standard procedure after a heavy landing, go around or land? The damage to those engines reminds me of the Pakistan Air crash where the AGB was damaged. Obviously in this case it was superficial damage but I would be concerned once in the air after to go around that there would be significant damage to the LG or structure preventing a safe return and landing.
I was wondering the same. May be better to complete the landing and risk an overrun than risk having two damaged engines in flight?
It’s the high bounce that you need to go around.
@@slartybarfastb3648 The bounce(s) would have added a lot of runway behind them before the plane could be slowed down. I think trying to save it could also risk some lateral controllability issues as well. Probably easier and safer to get the plane back in the air than to try to get it to settle down on the runway after an upset like that. Also, a lightly fueled 747 should have no issues on a go-around if one engine had to be shut down. Two engines down would be challenging, but still also doable.
There you go. You mention the Asiana flight without mentioning the pilot’s names! This was the funniest story in aviation history !
I bet if tiredness after a long haul flight was a contributing factor, they would be wide awake and fully alert after that fright. I can remember struggling to stay awake driving home late, but after passing an accident with full emergency service in attendance i was wide awake for the remainder of the drive.
A time or two I was grateful that I suddenly thought I smelled burning smells coming from my car. Got me fully alert better than any coffee could. Car was fine.
They came in from Dubai, that´s a 6-hours-flight round about to Luxembourg and it was a flight all the way in daylight. So it´s not very likely that fatigue played a role here.
climbing like a homesick angel ... love it.
When I worked at Hong Kong CLK,we could have times in the morning when we could have 2 tailwinds at each threshold,because the sea breeze was kicking in.Also lifting windshear on touchdown to 07L,as soon as they came over the threshold.Just wondering if this was windshear/tailwind related?
Man, the 747 is a beast! Love your channel Juan!
All they needed was a tail hook and an arresting cable. 😂
This was indeed a great job from the pilots. On this Sat. afternoon, wind became 01017/G28kt tempo 03015/G30kt. Apparently they are hit by the gust wind that made it eventually unstable.
As the aircraft climbs away the sky looks rather angary, perhaps they encountered a microburst.
“ Climb like a homesick Angel” same in the 747/777.
I believe they had flaps 30 which is the flap setting that will save fuel in the approach. Flaps 40 will give a both less nose up attitude and bring the engines more spooled up.
Unless it’s required by runway contaminated or performance, Flaps 30 would be a good selection.
You are right. No on time flare but late flare made this landings even worst.
Giving extra G load. Made even more critical, was that the spoilers augment the roll, as they are coming out from whatever input they had on the ailerons.
Not a good day for the pilots.
Took off from HKG years ago in a near empty SQ 737 in a typhoon. One of the first planes to depart. The rate of climb was stunning. Pilot even briefed us beforehand-gonna be bumpy and a rapid take off. He wasn't kidding. I could tell the raw power of that thing was keeping us safe. Was fun.
Thinking of the more extreme PIA gear up at Karachi that ended very badly, when are you more safe to screech to a stop rater than try to go around?
"Like a homesick angel" - haven't heard that one before.
It's surreal to think I was doing t&gs in 172 here 2 hours before this happened. I had 010@14G22 at that time and RWY 06 but is was VAR up to 350, could be they had a bit of a tailwind momentarily. If anyone wants to see this runway from the approach angle I have a vid on my channel.
Thank you very much.
Nice 747 carrier deck landing. Caught the 1st cable. Some undercarriage items didn’t quite cope with real sailor rough weather, though… Work for the technicians to remain busy ! 😅😂😂
Still nice to see a 747 though!