UPS plane crashes near Louisville airport

Post by krisoft » Wed, Nov 05, 2025, 1:12 PM UTC

ExoticPearTree wrote: post #140

krisoft wrote: post #137

Earlier quoted context omitted.

> Having cameras pointed at the engines/wings like rearview mirrors would be helpful. Helpful in what way? What are the pilots going to do with the information?

They won't have to rely on cabin crew description of what they see over the wings or have to send one of the pilots to take a look (see UA1175).

Post by chronciger » Wed, Nov 05, 2025, 1:18 PM UTC

potato3732842 wrote: post #155

JCM9 wrote: post #108

Earlier quoted context omitted.

Zoning guidance generally prohibits land use near an airport that has a high density of people, precisely to limit casualties during an event like this. Industrial would be permitted while residential and commercial use is not. Scarily there are communities that have ignored such logic and permitted dense residential development right next to an airport.

You can always come up with some pretext to justify things by ignoring the other side of the equation. How many lives do the man hours spent commuting, or toiling away to afford higher rents waste? IDK how the math pencils out, but an attempt ought to be made before drawing conclusions.

Post by panxyh » Wed, Nov 05, 2025, 1:21 PM UTC

t0mas88 wrote: post #119

panxyh wrote: post #78

Earlier quoted context omitted.

Isn't there any margin? Does it calculate stopping before end of runway or before causing damage? Surely uncertainty about the situation contributes to defaulting to committing, but what if it's a passenger plane and at V1 pilots know they've lost power? Wouldn't veering into highway at 30 mph be weighted against certain, big loss of life? Edit: I now see that this has been partially answered by uncle comment

There is some margin in the calculations. But the training is very very clear, before V1 you must abort and after V1 you must continue. No discussion, no decision to make. You call V1, hands go off the throttles and no matter what you're going to fly. The margin is for example that the plane must not just be able to fly, but also reach a minimum climb gradient to clear obstacles with a bit of safety margin. There is…

Post by nedrylandJP » Wed, Nov 05, 2025, 1:27 PM UTC

fuzzythinker wrote: post #84

FabHK wrote: post #65

Earlier quoted context omitted.

> Do runways have some sort of barrier between them and the next "important" thing. It seems like that would be prudent both for cases like this Ha, Jeju Air Flight 2216 smashed into a barrier on the second landing attempt in Muan last year [0], and people commented "How could there be a barrier at the end of the runway, so obviously stupid, irresponsible", etc. Now a plane does not smash into a barrier at the end of…

Or a ramp with "one-way teeth" that stops it with gravity and stops it from sliding back down with teeth.

Post by imglorp » Wed, Nov 05, 2025, 1:42 PM UTC

chaostheory wrote: post #166

cjrp wrote: post #106

The AVHerald is usually the best source for these things, rather than MSM: https://avherald.com/h?article=52f5748f&opt=0 > Ground observers reported the aircraft had been delayed for about two hours for work on the left hand engine (engine #1), the engine #1 separated during the takeoff run, the center engine emitted streaks of flames, the aircraft impacted a UPS warehouse and ploughed through other facilities before…

This is likely relevant https://www.vanityfair.com/news/2015/11/airplane-maintenance... TDLR 10-20 years ago, the US started allowing maintenance of domestic planes in foreign countries, outside the reach of the FAA’s inspections