KLM Flight 823 Aftermath Footage @AirCrashDaily

Air Crash Daily | KLM Flight 823 Aftermath Footage @AirCrashDaily | Uploaded October 2024 | Updated October 2024, 1 day ago.
Accident Description:
instagram.com/p/CestwqKBToR/?igsh=eHN0M3N0cW5xbWhu

Photos Archive:
https://x.com/aircrashdaily/status/1535990755012923393?s=19

ICAO Final Report:
baaa-acro.com/sites/default/files/import/uploads/2017/11/PH-LLM.pdf

𝗞𝗟𝗠 𝗙𝗹𝗶𝗴𝗵𝘁 𝟴𝟮𝟯 was a scheduled international passenger flight from Amsterdam to Kuala Lumpur with intermediate stops in Munich, Rome, Cairo and Karachi. The flight was being operated by a Lockheed L-188 Electra (Reg. PH-LLM) on 𝗝𝘂𝗻𝗲 𝟭𝟮, 𝟭𝟵𝟲𝟭.

The flight was uneventful until the approach to Cairo. The plane contacted Cairo Approach when about 35 NM out and was cleared to continue its descent to 2,000 feet to the radio beacon near the airport. At 04:09 local time the pilot reported that the plane had passed the range beacon at 2,000 feet. The plane was then cleared for the approach procedure. Not until quite close to the airport and nearly over it did the captain see the airport lighting, and changed his heading about 40° to the left to make the right-hand circuit. The plane then continued to fly horizontally following the new heading. The co-pilot was requested to "keep the runway in sight".

Applying normal procedure, the plane would enter the right-hand turn for the final approach about 30 seconds after passing the runway threshold. In the meantime, at 04:10 the co-pilot reported to the Cairo Tower that the plane was downwind. The tower gave the surface wind as 330°/8 knots and instructed the flight to report on final. Shortly thereafter the captain commenced the right-hand turn and before he sighted the runway, gave order for the lowering of the landing gear and reduced the engine power to 100 - 200 hp per engine. The plane then struck the ground at 04:11 and caught fire.

𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:
"The accident was caused by the pilot-in-command's inattention to his instruments."

Galaxy Airlines Flight 203 ATC Recording

Voepass Linhas Aéreas Flight 2283 Crash Animation

$Continental Airlines Flight 1404 ATC Recording Source: https://www.faa.gov/data_research/accident_incident/2008-12-21/ Accident Description: https://www.instagram.com/p/CXtM-o4B3Us/?utm_medium=copy_link 𝗖𝗼𝗻𝘁𝗶𝗻𝗲𝗻𝘁𝗮𝗹 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟰𝟬𝟰 was a scheduled domestic passenger flight from Denver to Houston. The flight was being operated by a Boeing 737-500 (Reg. N18611) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟮𝟬, 𝟮𝟬𝟬𝟴. The flight pushed back at 18:01. At 18:17:26 ATC told the crew that the wind was from 270° at 27 knots and cleared them for takeoff on runway 34R. At 18:18:07, as the plane accelerated through 55 knots, a large right rudder pedal input that peaked at 88%. The nose of the plane moved to the right; however, at 18:18:10, as the plane was accelerating through about 85 knots, the plane’s nose reversed direction and began moving back to the left. This leftward movement of the nose continued for about 2 seconds and was accompanied throughout its duration by another substantial right rudder pedal input, which peaked at 72% at 18:18:11 and a speed of more than 90 knots. During this second large right rudder pedal movement, the plane’s left turning motion slowed for about 1 second, and then the nose began moving rapidly to the left again. A fraction of a second later, the right rudder pedal was abruptly relaxed. At 18:18:21 the captain called to reject the takeoff. The plane subsequently departed the left side of runway 34R about 2,600 feet from the approach end and crossed taxiway WC and an airport service road before coming to a stop. There were 37 injuries among the passengers and crew, and no fatalities. The plane was substantially damaged and experienced a post-crash fire. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲: The National Transportation Safety Board determines that the probable cause of this accident was the captains cessation of right rudder input, which was needed to maintain directional control of the airplane, about 4 seconds before the excursion, when the airplane encountered a strong and gusty crosswind that exceeded the captains training and experience. Contributing to the accident were the following factors: 1) an air traffic control system that did not require or facilitate the dissemination of key, available wind information to the air traffic controllers and pilots; and 2) inadequate crosswind training in the airline industry due to deficient simulator wind gust modeling.$

1985 Ricky Nelson Plane Crash News Reports

Polish Air Force Flight 101 Crash Animation

$Far Eastern Air Transport Flight 103 CVR Recording Source/Credit: https://youtu.be/UEPh79IpyQI?si=oLlDoHheEoBauYKn & @acc747 Accident Description: https://www.instagram.com/p/ChjTZUShlxB/?igshid=YmMyMTA2M2Y= 𝗙𝗮𝗿 𝗘𝗮𝘀𝘁𝗲𝗿𝗻 𝗔𝗶𝗿 𝗧𝗿𝗮𝗻𝘀𝗽𝗼𝗿𝘁 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟬𝟯 was a scheduled domestic passenger flight from Taipei to Kaohsiung. The flight was operated by a Boeing 737-200 (Reg. B-2603) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟮𝟮, 𝟭𝟵𝟴𝟭. Seventeen days before the accident, on August 5, the plane lost cabin pressure on the same flight route. On the day of the accident, the plane took off from Taipei on a flight to Makung. Ten minutes after takeoff from there was a loss of cabin pressure. The flight crew returned to Taipei, where repair work was carried out. Later that day the plane entered service again as Flight 103 to Kaohsiung. Fourteen minutes after departing Taipei, while cruising at FL220, radar contact was lost with the plane and the crew did not send any distress message. The plane entered an uncontrolled descent, suffered an explosive cabin decompression, partially disintegrated in the air and crashed in Sanyi, in the Miaoli County. Debris scattered on a large area (10 km2) and all 110 occupants were killed, among them the Japanese writer Kuniko Mukōda. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲: Extensive corrosion damage in the lower fuselage structures, and at a number of locations there were corrosion penetrated through pits, holes and cracks due to intergranular corrosion and skin thinning exfoliation corrosion, and in addition, the possible existence of undetected cracks because of the great number of pressurization cycles of the aircraft (a total of 33,313 landings), interaction of these defects and the damage had so deteriorated that rapid fracture occurred at a certain flight altitude and pressure differential resulting rapid decompression and sudden break of passenger compartment floor beams and connecting frames, cutting control cables and electrical wiring. And eventually loss of power, loss of control, midair disintegration.$