stress testing a wheelie guard

For real! I just finished watching blancolirio cover that, then was pleasantly surprised to see it again in this video.

the pilot forgot they're not flying dc-3 😅

@@hilman94 Even the DC-3 is supposed to lift the tail before the mains liftoff. 🤣

😂

shaved off the entire end of it 😂

Same thought!

The tower asked him to do that. the center-line needed repainting and this was quicker than scraping it off by hand.

​@MatthewPettyST1300 i can't tell if you're being funny or serious

@@FlyoutAerospacereally?

⁠@@FlyoutAerospaceyou can’t? Wait. Now I can’t tell if YOU’RE being funny or serious. 😂

​@@FlyoutAerospace so you're just joking right? wait, are you serious?

No v1? No problem!

Not a strike, a drag!

I'm suspecting they encountered a sudden change to tailwind as they rotated (local vortex), and couldn't get flying speed. Pilot pulled back instead of lowering the nose and adding power, possibly because they were running out of runway.

Not enough power too much weight typical south America 😂

The airplane was tail heavy and needed a little balance 🤦

Yeah I can’t say I’ve ever seen that before. That’s a lot of trust between those pilots and the tow rope.

Because the gilder has zero risk of stall. The helicopter can support its full weight even if its not flying.

Except if the cable breaks and the glider gets caught in the rotor wash...

It looked horrible to me. I was expecting the cable to foul the rotor.

@@soaringvultureit’s a factor but they would have planned it pretty carefully, and I assume the tow rope has some weight to it so that if the glider releases its not likely to go up.

Still in tow while rolling

Good job by the pilot and that A380 makes the runway look very narrow.

​@@mikeh2520 and short

It never ceases to amaze me how the wind can blow a huge plane around so easily.

It would be more difficult with a GA plane

@@AnimalisMDwell considering it’s light enough to fly. And wind can topple buildings. Never underestimate nature.

😎😎😎😎😎😎😎😎

@@MeppyMan 💯

They was? I was, they were.

News media will blame it on Boeing design problems.

@@frankmoreau8847 well a couple of years ago a bad Boeing software update caused a couple of Alaska airlines 737 to tail strike within minutes of each other, due to errata in the EFB coding used to calculate take-off performance, which resulted in giving to low V1, VR and V2 speeds, so there is president.

@@frankmoreau8847 As they should. Boeing just plead guilty to fraud. Cutting costs to save a few bucks at the expense of passengers. You side with corporations, I side with working people. Let me guess.....Republican?

Redefining the term 'taildragger'.

Yeah was wondering about the end of the show. If the tow rope is weighted then it’s not a big deal so long as you are expecting it when the glider releases.

Doggy style

Tailscrape

You sound English. "Remember: In America bum means "ass, not your midge"

It's not counter-intuitive - there is absolutely no urge to pull up. This is because at the moment the wing loses lift the plane is not falling - there is no sensation of falling, there's no visible sign that you're falling, but the trained pilot notices the controls become sluggish & it's perfectly natural to regain control by pushing the nose down to restore wing air flow & hence lift.

@@nightjarflying”there’s absolutely no urge to pull up” tell that to the crew of Air France 447

@@Strathclydegamer Your point is absurd the flight deck of AF 447 were most likely never aware they were in a stall - the word isn't mentioned on the voice recorder. The final report on Airbus A330-203, F-GZCP, AF 447 [Rio de Janeiro - Paris]:- "The plane began to climb. During the whole climb to 38,000 feet, the crew failed to understand the situation. Even when the plane stalled and the stall warning sounded, the crew likely did not understand the stall situation they were in and so never tried to put the nose down and recover the plane from the stall. The plane remained stalled until impact with water."

⁠@@nightjarflyingThat’s not necessarily correct. In various flight clubs I’ve visited, there’s plenty of posters reminding student pilots to nose down in a stall and not fight the drop. Those of us with licences know better and know the procedure, but to a student or non-pilot, I can definitely see it feeling counter-intuitive initially.

@@PN_48 Never felt that way myself & reread where I wrote "trained". The key is realising one has entered a stall - at that moment the plane is rarely falling, one is usually climbing with too great an angle of attack. One applies "nose down" nearly always before the plane falls.

I agree, it looked to me like the nosewheel touched down almost perfectly on the centerline.

@@pnwsnewton Then how come, in the Boeing 747 training manual, it specifically advises positioning the cockpit upwind of the centreline in crosswind landings? (Yes I've done the course). In an autoland the problem doesn't arise because the crosswind limitation is so low as to make the small deviation from centreline acceptable.

As a retired airline pilot, I have to differ. The objective is to land the main gear centred over the centreline.

Conversely, in my view, the pilots butts ought to be UPWIND of the centerline when approaching the threshold so that the main gear is properly over and aligned with the Centerline of the runway and not horribly downwind and askew from it. A skilled pilot then adds rudder to swing the long axis of airplane parallel to and on the centerline just as the plane is about to and or touching down. He doesn't side load the hell out of the gear (and pax necks) and simply let inertia straighten the jet. This will also prevent the furious rudder-dance that so often follows horrible crosswind landings as the jet yaws all over the runway. Having the nose gear on the centerline does no good if the rest of the jet is headed elsewhere. There are dozens of Emirates jets landing sideways on YT. It ain't pretty.

A380 had perfect approach for the conditions. When landing you want to be downwind of the centre line because when the wheels touch down, and given their angle to the runway, they will immediately try to take the aircraft to the left, which would need to be corrected by right rudder. In that brief left movement at touchdown the aircraft can move quite a distance laterally and if you are already at the centre of the runway, you could end up too close to the lhs edge. As can be appreciated, this is problem on narrow runways with large aircraft. If however you are right of centre you will end up in the middle which is where you want to be. Try landing a light aircraft on a 6m wide runways in a 15 knot crosswind, you'll quickly find out what works. As for Boeing, yes well.....

And too fast from the looks of it.

How you sure that the taxing plane didn't slow down intentionally ?

@@verifiedtoxicangel2411 watch how quickly it happens. It would have had to smoke the tires to actually do so, and you would have seen the nose dip at the same time. Neither of which are seen

Actually it’s often to do with blocked anal glands. Oh the smell when they are cleared. 🤢

I didn’t know any helicopter pilots would want to do that!!

I suppose if the 'copter slowed to hover, the glider would just hang tail down.

Most of the rotorwash goes downwards, so the glider is probably going to be ok directly behind or just above. But if he gets too low it could be decidedly dodgy.