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.

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

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.

After this, they revised the checklists for an engine fire to include turning off the engines if they were still on the ground.

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 have an ER doctor relative who gets excited about say bones mangled in a certain way she has only seen in textbooks.

I believe you!

In fairness, Air Canada.

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

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.

😮😮😮

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.

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.

... 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.)

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 🙀

It's the same for nursing ... admitting you have made a mistake and what you did to fix it are so helpful to students!

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.

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.

Yes, what is inherently necessary in maintaining engine power under these circumstances??

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...

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.

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.

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.

Charles

_74gear is a fake account impersonating Kelsey. The real channel name is @74gear without the underscore.

Asiana 214, I suppose.

She wasn't evacuated, she was thrown from the plane on impact and was likely already dead when the truck hit her.

They had two passengers ejected when the aircraft hit something on the ground. The firefighters weren’t looking for bodies in the grass. They got blamed for it, which was a big shit sandwich. There was so much wrong with that incident from the airline/ aircrew side, and the media concentrated on “the firefighters ran over a passenger.

I believe she had been ejected and was already dead, but yes, that’s a real concern if passengers run every which way.

They might just start you as a Captain if you apply at Turkish Airlines. 😉

This comment made me smile. Thanks 😊

@@skyhawk_4526 😂 I'll keep them all in line!😃

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 😉

...he also teaches us a lot about ATC and the Flight Attendants ... oh and that hot water tip ...

Except when you're taking off, then you don't want to see any blue...

Flight attendants are the true face of aviation! !!!

If you're talking about the AA fire (second half)? The communication to ATC about number of SOBs happens in an airborne emergency. This was a critical on the ground scenario.

While it would have been nice for the fire crews to know they probably didn’t have time to relay that information. Like Kelsey says a few times they have a lot going on. One of the things I was taught in flight school is Aviate (fly the plane first), Navigate (get to where you need to go), Communicate (tell ATC what’s going on). In this case Aviate would mean focusing on the evacuation. Hope that clarifies a little!

@@captaind6178 The number would be variable because of evacuation. The cabin staff would be on the ground with a list of names. Any not on the ground but on the list could still be aboard though some cabin staff would probably remain on board till disembarkation is finished. So don't waste the flight crew's time.

Kelsey didn't play the full audio, and I can confirm the full audio did not mention the number of souls however shortly into the audio ATC provides the pilots the frequency the emergency ground crew is on so they can talk directly to them, the audio for that however is not available, I imagine they would have mentioned the souls on that frequency as after ATC gave the pilots the new frequency there was no further communication with ATC from the pilots.

When an aircraft is airborne and there is necessary time before they can land, providing such information as souls and fuel is helpful for the fire crew to better assist, but even so, that is only if the pilots have time. If he pilots are busy, they can tell atc to stand by indefinitely. After a rejected takeoff, when the airplane is on fire, even more so there is no time to make such queries. Get everyone off the plane and away from the danger, and ask questions later. Also, the company dispatcher will always have the latest paperwork before the aircraft leaves, including souls on board (and passenger lists), so when it comes to accounting for everyone afterwards, rescue and ground crews will use that information

Looking out the airplane windows at night, I've often wondered how the pilots make sense of the field of blue lights. Now I know!

You just gotta boogie real slow with the blue lights way down low...

Brother I've done plenty of s turns trying to find the centerline leading out of the apron, even with lights 😂. No harm done lol.

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.. :-)