Why would anyone watch this show...How pretty girls get gonorrhea would be somewhat more exciting...
What's next...a TV show called why you got cancer?
So is it gonna rain tomorrow or not?
R
StLSurveyor, post: 455842, member: 7070 wrote: Why would anyone watch this show...How pretty girls get gonorrhea would be somewhat more exciting...
What's next...a TV show called why you got cancer?
So is it gonna rain tomorrow or not?
R
I agree. I thought a "Weather Channel" was suppose to have current weather reports. Besides, it's not very exciting to watch a show called "Why Planes Crash" because as soon as the plane takes off you KNOW what's gonna happen. 😉
As for a TV show called "why you got cancer", it reminded me of something I saw this the other day. I thought it was hilarious:
How about a show about Surveyors called "Life On A Pin Farm". At the end of each show, the correct pin will be revealed.
And the "correct" pin would be up to who's judgement call? :imp::)
Why Planes Crash....gravity. Now for 58 minutes of commercials
The crash because the loose lift and forward momentum.
John, post: 455868, member: 791 wrote: And the "correct" pin would be up to who's judgement call? :imp::)
The sponsors.
paden cash, post: 455844, member: 20 wrote: Besides, it's not very exciting to watch a show called "Why Planes Crash" because as soon as the plane takes off you KNOW what's gonna happen.
Reminds me of when my then teenage nieces went to see Titanic and came home crying because the ship sank and Jack died and it was so sad...
I couldn't help myself.... I had to ask "What did you THINK was going to happen?"
Side note (slight hijack): a number of years ago, I heard that when Robert Ballard (the guy who discovered the wreck of the Titanic for those of us who forgot) told his mother about the discovery, her response was "Oh, that's too bad".
When Mr Ballard asked his mother why, she said "because that's the only thing you will be remembered for"..... and as most often the case, mommy was right.....
Planes crash because of uncontrolled contact with the ground.
Ron White joke
"I was flying from Flagstaff, Arizona to Phoenix, Arizona because my manager doesn't own a globe. We flew on a plane that big. Like a pack of gum with eight people in it. [imitates sound of a tiny airplane]. What happened was we took off from the Flagstaff Airport, Hair Care and Tire Center there. We're traveling at half the speed of smell. We got passed by a kite. There was a goose behind us, and the pilot was screaming, "Go around!". We get halfway to Phoenix and we gotta go back. It's a 9-minute flight...can't pull it off with this equipment. We had engine trouble. We lost some oil pressure and they take told us about it over the speaker system of the plane, which was stupid because they coulda just went [looks backward] "Hey, we lost some oil pressure." [gives a thumbs-up] "Heard ya! Sure did." It was weird. Everybody on the plane was nervous, but I'd been drinking since lunch, so I was like, "Take it down, I don't give a @#$%." You ever have one of those days? "Hit somethin' hard, I don't wanna limp away from this piece of @#$%." The guy sitting next to me is losing his mind. Apparently, he had a lot to live for. He goes "Hey man! [gasps for air] Hey, man! Hey, man! [gasps for air] If one of these engines fails, [gasps for air] how far will the other one take us?" [As himself]"All the way to the scene of the crash! Which is pretty handy, 'cause that's where we're headed. I bet we beat the paramedics there by a half-hour! We're haulin' ass!"
Dave Karoly, post: 455977, member: 94 wrote: Planes crash because of uncontrolled contact with the ground.
I've been in two planes that had uncontrolled (unscheduled, too) contact with the ground. One was only about 200 yards past the numbers on the runway when the tow-rope snapped between the tow plane and the sailplane I and the instructor were in. It was actually pretty fun, but the runway was also a grass strip so it wasn't very different that a regular landing.
The other was with my CFI when we lost the engine (both magnetos, within a minute of one another) on a 152 trainer at 5000' about 25 miles from any landing strip. The instructor trimmed things up and got on the horn with the FBO. I think she told them approximately where he could find his "p.o.s. 152" and also added if she was still alive he better bring a gun to defend himself. Having logged a number of hours in a sailplane, I was ok with a slow, powerless descent. I did get a little uneasy as the fence posts started rushing past the window at an altitude of about 25'...
We had a bit of time in a slow descent and picked a plowed field with the furrows running upwind. I would have picked an asphalt road about a quarter of a mile away, but the instructor later suggested that power and utility lines were hard to see.
We plowed our way to a quick and rough landing and she was even able to keep the nose gear from folding up. Not surprising, the smaller gear on a Cessna isn't really suited for 'bush' landing. We walked to the asphalt road. Before anybody showed up I pointed out to her the little green transformers were a good indication there wasn't any aerial power lines because it was all buried. She took note of that but she was the one with the stick, not me, and preferred the cow pasture.
I didn't start shaking until about an hour after talking to the Highway Patrol folks that investigated and after I was in the FBO's truck to heading back to the AP.
Alexander Graham Bell was quoted once to say, "Aerial flight has two critical moments, beginning and end".
An astute observation, Al. 😉
I can't stand the sensationalism on The Weather Channel's shows but I do have a perverse interest in plane crashes. PBS's ??? had a great program about a DC-10, I think, that had it's center engine in the tail explode taking out all 3 hydraulic systems. The pilots had no controls except the 2 engine throttles. No elevators, rudder, airerons, flaps, spoilers, even landing gear was out. They managed to keep enough control to get the plane down and saved most but not all of the passengers.
paden cash, post: 456006, member: 20 wrote: I've been in two planes that had uncontrolled (unscheduled, too) contact with the ground. One was only about 200 yards past the numbers on the runway when the tow-rope snapped between the tow plane and the sailplane I and the instructor were in. It was actually pretty fun, but the runway was also a grass strip so it wasn't very different that a regular landing.
The other was with my CFI when we lost the engine (both magnetos, within a minute of one another) on a 152 trainer at 5000' about 25 miles from any landing strip. The instructor trimmed things up and got on the horn with the FBO. I think she told them approximately where he could find his "p.o.s. 152" and also added if she was still alive he better bring a gun to defend himself. Having logged a number of hours in a sailplane, I was ok with a slow, powerless descent. I did get a little uneasy as the fence posts started rushing past the window at an altitude of about 25'...
We had a bit of time in a slow descent and picked a plowed field with the furrows running upwind. I would have picked an asphalt road about a quarter of a mile away, but the instructor later suggested that power and utility lines were hard to see.
We plowed our way to a quick and rough landing and she was even able to keep the nose gear from folding up. Not surprising, the smaller gear on a Cessna isn't really suited for 'bush' landing. We walked to the asphalt road. Before anybody showed up I pointed out to her the little green transformers were a good indication there wasn't any aerial power lines because it was all buried. She took note of that but she was the one with the stick, not me, and preferred the cow pasture.
I didn't start shaking until about an hour after talking to the Highway Patrol folks that investigated and after I was in the FBO's truck to heading back to the AP.
Alexander Graham Bell was quoted once to say, "Aerial flight has two critical moments, beginning and end".
An astute observation, Al. 😉
My story is the C150 I was in the right seat, student in the left, suddenly lost a piston (more than 25% of power) but all that we could tell at the moment was that we suddenly lost a significant amount of power. I played with the carb heat (which is right in front of the right seat instructor) and got the best power I could about halfway on then turned around and went back to the strip, landed upwind YEE HAW didn't want to risk going around the pattern, it was bad enough. Taxi up to the shop, at idle power it was obvious it was missing a cylinder. Later found out it had melted a hole in the top of the piston somehow, not sure how.
My theory is that cylinder was sucking a lot of fuel so putting the carb heat on enrichened the mixture to feed it more gas and get a better mixture into the other three (good) cylinders thus producing just a hair more power but it was enough to get us back.
I recall a couple of years ago the Weather Channel wanted more money from I think DirecTV I could be wrong about the provider. Since they now have "movies and documentaries and original programming now" Well they were told no, because the internet does what they do, and the only time people watch your channel is during a natural disaster. I think the Weather Channel has slowed down on making movies since then
I'm sure you've seen the quote ...
Flying is the second-greatest thrill known to man.
Landing is the first.
I was on one that had the engine catch fire!! 😮 Talk about your life flashing before you!! o_O That plane shaking, the flames, the screaming people, seeing the white foamy stuff and all the emergency vehicles below you before you land, etc...etc... Once they get you off the plane, they make you go to some little room so you "cant talk to the media". All I wanted to do was call my mom. 😳 Fortunately one of the other passengers father was an attorney and helped all of us out.
Gosh it's been 21 years since that happened. It was way back in November, 1996. Continental Airlines.
That was THE scariest moment in my life ever on an airplane.
I didn't fly for another 3-4 years after that incident! And I NEVER ever flew Continental EVER again. :unamused:
But I still love flying.:)
Angel, post: 456270, member: 100 wrote: But I still love flying.
to Hawaii:cool:
Dave Karoly, post: 456013, member: 94 wrote: My theory is that cylinder was sucking a lot of fuel so putting the carb heat on enrichened the mixture to feed it more gas and get a better mixture into the other three (good) cylinders thus producing just a hair more power but it was enough to get us back.
I was left seat when we put it in the pasture.
Interestingly the bird was hot (from an earlier student) when we had first climbed in and it seemed to run rough for just a second. Run-up and mag check with the nose in the wind went perfect. We had been in the air about a half hour when the engine did a burble-dee-beep and started running rough. Being on the left I quickly determined which mag was acting up and we ran on the other one. The instructor took over and we headed back to the AP.
It wasn't a minute or two later and the engine started coughing and running really bad. Then it quit. We tried a restart and the instructor was convinced I wasn't operating the mag switch properly. It took about a minute (and 1000') to realize we had no ignition whatsoever.
My instructor was usually a very vocal person. As she was trying to get the bird to an optimum glide and scan the ground for someplace to land she didn't utter a word. I just sat there and listened to my heart pound in my head. Then she was on Unicom (we were out of an uncontrolled grass strip) chatting up everybody she could get. I could tell by the stress in her voice she didn't me to say anything.
The landing was a little uneventful but rough. She cautioned me about what to do if the nose gear folded up and we "went over". She kept the nose up forever. That plane didn't roll out 30' after the nose touched. At one point I felt like I could have opened the door and stepped out. It took me a couple of years to be able to appreciate her 8000+ hours in type. 😉
Angel, post: 456270, member: 100 wrote: I was on one that had the engine catch fire!! 😮 Talk about your life flashing before you!! o_O That plane shaking, the flames, the screaming people, seeing the white foamy stuff and all the emergency vehicles below you before you land, etc...etc... Once they get you off the plane, they make you go to some little room so you "cant talk to the media". All I wanted to do was call my mom. 😳 Fortunately one of the other passengers father was an attorney and helped all of us out.
Gosh it's been 21 years since that happened. It was way back in November, 1996. Continental Airlines.
That was THE scariest moment in my life ever on an airplane.
I didn't fly for another 3-4 years after that incident! And I NEVER ever flew Continental EVER again. :unamused:
But I still love flying.:)
My father was on a commercial flight to CO Springs years ago in an airliner known as a "Constellation", or "Connie" for short. It was a huge turbo-propped affair and Pops was happy to get to ride in one. He had flown on '29s in the Pacific Theater of WWII.
Somewhere just east of the Springs the pilot noticed the landing gear indicator wouldn't respond. So they were faced with either a gear-up crash landing in a Connie, or replacing a 15 cent indicator bulb. ATC routed them to Stapleton, where in 1961 they were one of only a few strips that had the ability to foam the RW in case of the chance of a nasty landing.
Pops was a jumpy fella and this sort of thing didn't sit well with him. There is no doubt in my mind by the time they started descent he had sucked down every little bottle of liquor that he could find on that plane..and some lady's fingernail polish remover. The attendants briefed everyone on crash procedures and two priests on board became very popular, very quickly. Pops described it as waiting in line to enter hell.
They landed without incident. It was a 15 cent indicator bulb. Pops was a religious man for a day or two before he "came around" and resumed his modus operandi.
paden cash, post: 456288, member: 20 wrote: I was left seat when we put it in the pasture.
Interestingly the bird was hot (from an earlier student) when we had first climbed in and it seemed to run rough for just a second. Run-up and mag check with the nose in the wind went perfect. We had been in the air about a half hour when the engine did a burble-dee-beep and started running rough. Being on the left I quickly determined which mag was acting up and we ran on the other one. The instructor took over and we headed back to the AP.
It wasn't a minute or two later and the engine started coughing and running really bad. Then it quit. We tried a restart and the instructor was convinced I wasn't operating the mag switch properly. It took about a minute (and 1000') to realize we had no ignition whatsoever.
My instructor was usually a very vocal person. As she was trying to get the bird to an optimum glide and scan the ground for someplace to land she didn't utter a word. I just sat there and listened to my heart pound in my head. Then she was on Unicom (we were out of an uncontrolled grass strip) chatting up everybody she could get. I could tell by the stress in her voice she didn't me to say anything.
The landing was a little uneventful but rough. She cautioned me about what to do if the nose gear folded up and we "went over". She kept the nose up forever. That plane didn't roll out 30' after the nose touched. At one point I felt like I could have opened the door and stepped out. It took me a couple of years to be able to appreciate her 8000+ hours in type. 😉
My father was on a commercial flight to CO Springs years ago in an airliner known as a "Constellation", or "Connie" for short. It was a huge turbo-propped affair and Pops was happy to get to ride in one. He had flown on '29s in the Pacific Theater of WWII.
Somewhere just east of the Springs the pilot noticed the landing gear indicator wouldn't respond. So they were faced with either a gear-up crash landing in a Connie, or replacing a 15 cent indicator bulb. ATC routed them to Stapleton, where in 1961 they were one of only a few strips that had the ability to foam the RW in case of the chance of a nasty landing.
Pops was a jumpy fella and this sort of thing didn't sit well with him. There is no doubt in my mind by the time they started descent he had sucked down every little bottle of liquor that he could find on that plane..and some lady's fingernail polish remover. The attendants briefed everyone on crash procedures and two priests on board became very popular, very quickly. Pops described it as waiting in line to enter hell.
They landed without incident. It was a 15 cent indicator bulb. Pops was a religious man for a day or two before he "came around" and resumed his modus operandi.
That's the funny thing, when I had the emergency I was completely calm, very strange. I didn't say a word though.
My CFI when I was learning to fly had the prop fall off a C150 and he landed it in a plowed field.
