Don’t think this has been here before but, the aircrew in this plane are either really, really good or incredibly lucky.
http://www.alexisparkinn.com/photogallery/Videos/2008-2-9-Il76-in-Australia.wmv
This is a common occurance with these crews…there are several near miss videos like this on the net. The ones that ended poorly aren’t, and there were several. Either the crews were not proficient or the aircraft were loaded too heavy for the aircraft capacity or for operational conditions…temp, density altitude etc.
On a similar note we once deployed our Prime Beef Team (USAF Civil Engineers) down to Eglin AFB from Grissom AFB, IN. The AF contracted with Ozark Airlines to provide an aircraft. They sent in a DC-9 which wasn’t what we expected. The aircraft was filled to capacity with passengers…and each one carried three deployment bags. We stuffed and packed the baggage holds full, using our feet to compress them in as we went. Getting the doors closed was a challenge! Several of the left over bags were placed in the cabin and secured with a rope tied to the seats frames.
Fortunately we were able to get the plane turned before the heat (expected to reach 90) of the day started to set in. Now a DC-9 usually has a pretty good rate of climb at an impressive angle. Well on this day the aircraft used 12,000 feet of the nearly 13,000 foot runway and lifted of in a shallow of a climb…just barely skimming the trees to the south of the field. By the time it passed over Indianapolis it was just breaking 10,000 feet…which is 90 miles to the south of Grissom. Once the fuel load burned off they were able to reach their planned cruise altitude. A friend of mine says the pucker factor was high all the way and the landing at Eglin was somewhat hard because of the warm temps and the heavy load.
The following deployment we were provide with a C-130! Wish video cameras were common back then it would have made a good video on YouTube!
I used to work with a guy that was a B52 crew man flying out of Guam in the late sixties. He told me once that they planes had just enough gas to get them out to sea when they were carrying a class A loadout. But the real killer was that upon clearing the runway the plane actually dropped down to just above the ocean! Then in about fifty miles they’d be high enough to refuel. They also used the entire runway just to get off the ground!
gary
On the otherhand I watched a C17 fully loaded take off from Ft. Bragg in the distance a C130 would! Of course the ground shook like it was an earthquake!
gary
NICE!
Wait till you see the day an entire unit and all it’s gear are off loaded from a C-5 after the two load masters came up with one pound of weight over the Gross T/O weight of the a/c.
6 hours shot and one p/o’d company of troops!
AUHHHHH yeah I’d say he used most all the runway up, glad I wasnt on that one. Thanks for sharing that vid.
I have seen something quite similar almost every day in the summer in Iraq, they would use up most of the 10000+ ft runway. Would never want to be on one of those.
I used to work with a guy that was a commercial prop pilot back in the late 60’s early 70’s. He said that the company he worked for used to load up the planes to the max, sometimes being dangerous. One time he took off from Miami International and was barely 100 ft off the deck around Miami Beach![:O] He said it was one take off he will never forget, fighting with the trims and throtlles!
Holy s)(*. That was a very heavy bird and used all of the runway. thanks for sharing. Charlie[wow]
When I first got into aviation, I worked for an airtanker operation. One morning we received a phone call from Pennsylvania that one of the two A-26s we had on contract was inop because it had broken one of the axles on the MLG. We ran around for most of a day locating the parts and tools they requested (lower half of a MLG, 1/2 dozen or so brake assys (@ 70 lbs ea), a 10 ft, disassembled wing jack, a large tool box top full of tools, and a bunch of misc. parts, tools and manuals). Got it all together and loaded it into a Cessna 206 the boss had arranged for us to borrow for the job. Finished loading (everything barely fit) at about 0300 in the morning and I left a note that we weren’t too sure about the weight and balance and if the pilots didn’t fly it, we would understand.
They made the trip and a couple of days afterward one of the pilots showed up at the hanger. I aske him about the flight. When they departed (w a full fuel load), it was 63 F and a 15 knot wind directly down the departure runway. They burned up 4495 ft of a 4500 ft runway and only got off because the co-pilot dropped some flaps. The Stall warning horn started blaring as soon as they rotated and stayed on until they were aprox 1000’ AGL (aprox 10 miles from the end of the runway). They had to make 3 fuel stops (on a trip that would normally require only one) because they had to maintain a minimum of 80% power to maintain level flight and about 115 kts airspeed. Climbing to cruise altitude (1500 ft agl was normal) was by steps because they only get about 50 FPM rate of climb (full power for 5 or 6 minutes, then level off and cruise for 15 or 20 minutes to cool the engine and the full power again to climb). They had to do one RON in order to arrive at the destination in daylight. Understand the pucker factor was very high for the outbound trip and they weren’t happy campers when they got back.