The Plane Crash Thread

Yatagan

Pelican
Gold Member
Cargo plane crash in Afghanistan in 2013.


National Airlines Flight 102 (NCR102), MSN 25630 - N949CA, was a cargo flight which crashed shortly after taking off from Bagram Airfield on 29 April 2013, killing all 7 crew.

The airline has been operating the Bagram to Dubai route for a month. The aircraft had taken off on runway 03 at 15:30L and climbing through 1200 feet, when the nose of the aircraft nose sharply rose. The crew were heard on VHF air-band frequency reporting that some of the load of five heavy military vehicles in the cargo hold had shifted and the aircraft stalled. The aircraft crashed and erupted into flames on impact. The crash site was near the end of runway 03 within the perimeter of the airfield. All seven crew; four pilots, two mechanics and a load master were killed.

The aircraft involved was a Boeing 747-428BCF registration N949CA, c/n 25630 It was manufactured and first flown in 1993. The aircraft that crashed was branded as National Airlines although it was actually operated upon the operating license of Air Atlanta Icelandic for National Air Cargo until 2011. Upon this particular sortie, Flight 102 was flying on behalf of the Air Mobility Command.
 

BlastbeatCasanova

Kingfisher
Anyone remember this one?


Stunt plane with a wingwalker crashed at at an air show. I think I read that the pilot came in to hard on the descent and had to take the plane into the ground to avoid crashing into the stands. I can't imagine being a spectator and seeing this.

There are some pretty intense photographs of the moment of impact where you can see the stunt lady's body right before it gets reduced to pulp. Mod feel free to remove if this is considered too "graphic"
WiiSTA3.jpg
 

balybary

Pelican
Catholic
This one is famous: the hijacked Ethiopian Airlines Flight 961


https://en.wikipedia.org/wiki/Ethiopian_Airlines_Flight_961
The hijackers demanded the plane be flown to Australia.[3] Leul tried to explain they had only taken on the fuel needed for the scheduled flight and thus could not even make a quarter of the journey, but the hijackers did not believe him.[10] One of them pointed out a statement in the airline's in-flight magazine that the maximum flying time of the 767 was 11 hours.[14]

Instead of flying towards Australia, the captain followed the African coastline southward. The hijackers noticed that land was still visible and forced the pilot to steer east. Leul secretly headed for the Comoro Islands, which lie midway between Madagascar and the African mainland.[10]

...

Leul attempted to land parallel with the waves instead of against the waves in an effort to smooth the landing. Seconds prior to contacting the water the aircraft was banked left some ten degrees;[16] the left engine and wingtip struck the water first. The engine acted as a scoop and struck a coral reef, slowing that side of the aircraft quickly and causing the Boeing 767 to suddenly tilt left. The rest of the aircraft then entered the water unevenly, causing it to break apart. Except for the rear part of the airframe, the broken portions of the fuselage sank rapidly.[16] Many passengers died because they inflated their life jackets in the cabin,[11][15] causing them to be trapped inside by the rising water.

In this video, you can see the pilot:
 

Dusty

Peacock
Gold Member
We’ve been featuring a lot of cases where very skillful pilots made unsurvivable situations survivable. But there are some examples of some astonishingly inept pilots that ended up killing people due to their incompetence.

One such example is Asiana 214 crash in San Francisco in 2013. The “Wee tu lo” crash.

The SFO airport was doing some maintenance on their glide scope, and had it turned off which the pilots knew about before they left Korea. The glide scope is technology at airports that send out a signal to arriving aircraft to show them exactly the path they need to be to make a landing. The pilot of Asiana 214 was nervous before takeoff about landing without the glide scope, but said nothing. Though experienced on Airbus airctafts, he was still relatively new to the Boeing 777. The Copilot was a training pilot and was observing the captain and evaluating him. He didn’t take over as he should have.

So, on approach they at first came in too high. The pilot over adjusted and then was on a too low landing path. It sounds like the pilot was panicking and not knowing what he was doing in 777, inadvertently turned off the auto throttle and he was expecting the auto throttle to correct his speed. They were too slow and too low. They tried a go around, but it was too late. Three people died. Over 300 survivors though.


This animation shows their glide path with another plane showing the correct approach path.

 

Kona

Crow
Gold Member
Here's a plane that's probably gonna crash soon:

mother-daughter-delta-pilot.jpg


I just picture this black box recording:

Captain: Becky, I told you to put the flaps down!
Co-pilot: Stop it, mom! You're always telling me what to do!
Captain: Your sister would have put them down by now!
Co-pilot: You're so bossy, that's why daddy left you!
Captain: Don't bring your father into this, I told you he was never there for me!

I hope the NTSB is reading this.

Aloha!
 

RIslander

 
Banned
Reese1228 said:
I have a super liberal buddy that is pilot for a major US airline and he says women pilots suck ass. Emotional train wrecks.

Beware.

That's a true statement. However there was a female pilot at a previous job that I loved flying with. She knew her shit, was attractive and a wife and mother. She was as unpolliticially correct as they come and ripped into other women at the airline.

Funny story: All the male pilots were stashing porn in the cracks and crevices of the cockpit and some dumb female pilot sued the airline. There were lawyers combing the cockpits. This woman said "fuck that I'm going to get you fuckers" and replaced all the straight porn with gay porn. I never had more respect for a woman.
 

jeffreyjerpp

Kingfisher
RIslander said:
Funny story: All the male pilots were stashing porn in the cracks and crevices of the cockpit and some dumb female pilot sued the airline. There were lawyers combing the cockpits. This woman said "fuck that I'm going to get you fuckers" and replaced all the straight porn with gay porn. I never had more respect for a woman.

Yeah, also to become a captain on a top tier airline, you need thousands of hours of experience flying with a perfect safety record, so the women who make it through (usually) deserve to be there.

Case in point:
 

Thomas More

Hummingbird
Dusty said:
How about TACA 110? This is similar to the Sully ditching in the Hudson. They were flying a 737 from Mexico to New Orleans, and over the Gulf of Mexico, they lost all their engines. They glided to the edge of Louisiana and spotted some canals, and that was the plan, ditch it in a canal. As they were descending, the copilot spotted a levee (flat with short grass) and the pilot agreed that would be a better landing spot. He was lined up over the canal, so he had to slip it over at the last minute to line up on the levee. He landed there safely, no injuries. The pilot said that was his smoothest landing ever.

tacajpg-89bdbc45122461b1.jpg


levee.jpg

I wonder how they got the plane out of there afterwards? They wouldn't have been able to take off, even after repairing the problem. They must have had to disassemble the plane at the site. It must have sucked to have a completely successful landing with no damage, and still have the plane destroyed just as if it had crashed.
 

Dusty

Peacock
Gold Member
RoastBeefCurtains4Me said:
Dusty said:
How about TACA 110? This is similar to the Sully ditching in the Hudson. They were flying a 737 from Mexico to New Orleans, and over the Gulf of Mexico, they lost all their engines. They glided to the edge of Louisiana and spotted some canals, and that was the plan, ditch it in a canal. As they were descending, the copilot spotted a levee (flat with short grass) and the pilot agreed that would be a better landing spot. He was lined up over the canal, so he had to slip it over at the last minute to line up on the levee. He landed there safely, no injuries. The pilot said that was his smoothest landing ever.

tacajpg-89bdbc45122461b1.jpg


levee.jpg

I wonder how they got the plane out of there afterwards? They wouldn't have been able to take off, even after repairing the problem. They must have had to disassemble the plane at the site. It must have sucked to have a completely successful landing with no damage, and still have the plane destroyed just as if it had crashed.

There’s a video. They flew it out!
It started sinking into the mud. They got some test pilots to take off and land it at the nearby airport.
 

Thomas More

Hummingbird
Dusty said:
RoastBeefCurtains4Me said:
Dusty said:
How about TACA 110? This is similar to the Sully ditching in the Hudson. They were flying a 737 from Mexico to New Orleans, and over the Gulf of Mexico, they lost all their engines. They glided to the edge of Louisiana and spotted some canals, and that was the plan, ditch it in a canal. As they were descending, the copilot spotted a levee (flat with short grass) and the pilot agreed that would be a better landing spot. He was lined up over the canal, so he had to slip it over at the last minute to line up on the levee. He landed there safely, no injuries. The pilot said that was his smoothest landing ever.

tacajpg-89bdbc45122461b1.jpg


levee.jpg

I wonder how they got the plane out of there afterwards? They wouldn't have been able to take off, even after repairing the problem. They must have had to disassemble the plane at the site. It must have sucked to have a completely successful landing with no damage, and still have the plane destroyed just as if it had crashed.

There’s a video. They flew it out!
It started sinking into the mud. They got some test pilots to take off and land it at the nearby airport.

Man! Those test pilots must have had balls of steel! I would have said I'd only do it for a third of the replacement cost of the plane. Obviously they must have felt it was doable, but still, it must have been a high risk takeoff.
 

CaptainS

Hummingbird
Dusty said:
They were headed from Denver to Chicago, but were flying over Iowa when their trouble started. They ended up crash landing in Sioux City Iowa. 185 people survived it (including all the pilots) while 112 died in the crash.

Here’s video of the crash:


I worked with a guy whose dad survived that flight. Made an almost full recovery but still couldn't remember anything from the final approach to waking up in the hospital.
 

AneroidOcean

Hummingbird
Gold Member
Dusty said:
There’s a video. They flew it out!
It started sinking into the mud. They got some test pilots to take off and land it at the nearby airport.

Not sure if you meant to imply that they flew it out of the levee, but that wasn't the case.

NEW ORLEANS -- A TACA International Airlines jet that made an extraordinary power-off landing with 41 people aboard on the grounds of a NASA facility reached its scheduled destination of New Orleans International Airport Monday, 13 days late.

The Boeing 737, with a replacement for one of its two engines, vaulted into the air from a little-used World War II runway after a take-off roll of barely 1,200 feet.

It landed 17 minutes later at New Orleans International, 15 miles to the west where additional maintenance will be performed before the aircraft is returned to service.

TACA Flight 110, with 41 passengers and crew aboard, was nearing the end of a May 24 trip from San Salvador to New Orleans when it lost power in both engines 15 miles from the airport.

The pilot maneuvered the craft to make a near-perfect landing on a grassy strip between the Intracoastal Waterway and the old runway at the NASA-Martin Marietta Michoud Aerospace facility. No one was hurt, and the plane was left intact, making the flyaway possible.

It was the first time a commercial airliner had ever made a safe, 'dead stick' landing away from an airport, aviation experts said.

Technicians from Boeing and General Electric, maker of the plane's engines, replaced the right engine before the plane was cleared for the short hop to New Orleans International.

The plane carried only a pilot and copilot, supplied by Boeing, and a light fuel load of about 5,500 pounds for what was described as a normal flight.

Although the pilot had 5,200 feet of runway to use, he lifted the nose sharply after using less than a fourth of the strip, and banked to the right to ensure clearance of a high-rise bridge and high-tension power lines.

'We could have lost an engine in rotation and still cleared all that,' said National Transportation and Safety Board investigator Warren Wandel. 'We had a considerable safety margin.'

Martin Marietta employees who gathered outside to watch the take-off cheered and applauded as the aircraft rose sharply into low-hanging clouds.

'We're ready to get back to the business of tanks nstead of airplanes,' said John Hill, manager of the NASA facility where external fuel tanks for the space shuttle are made.

Wandel said the engine that was removed would be sent to the manufacturer's plant at Cincinnati, Ohio, a 'detailed teardown inspection,' Wandel said. He said the engine showed over-heating damage.

'The investigation is still continuing. It will take several months. The fact the plane is in service doesn't mean it's over by any means. It was returned to service before it took off from here,' he said.

Early speculation on the cause of the total engine failure centered on possible fuel contamination or severe weather. The engines quit as the plane flew threw a severe thunderstorm that generated heavy rains and golf ball-sized hail.

The aircraft had 12,800 pounds of fuel on board when the engines quit. However, fuel contamination, since has been ruled out as a cause of the engine failures.

One additional note that's not included in the above article, the plane was towed to the old airstrip at the NASA facility (right nearby) and then it took off from there.

Pretty neat.
 

RIslander

 
Banned
One of the most insane reports I've ever read is Fedex 705. They had a three man crew as well as a fellow pilot jumpseater on board. The jumpseater suspected he was about to be fired so he attempted to hijack the aircraft, crash it, so his family could collect on the life insurance.

The three pilots all got their heads bashed in by a hammer and never returned to flying commercially. My understanding is that Fedex went above and beyond to take care of them medically and financially. They were strapped in and fighting the hijacker and flying the plane at the same time and doing barrel rolls. The hijacker was eventually subdued and they landed the aircraft.

https://en.wikipedia.org/wiki/Federal_Express_Flight_705
 

RIslander

 
Banned
This is a better report on the Fedex incident than the wikipedia article:

https://www.tailstrike.com/070494.htm

Flight 705 Cockpit Voice Recorder transcript (CVR) from the FBI files LEGEND:

DS = David Sanders (Captain)
JT = Jim Tucker (First Officer)
AP = Andy Peterson (Flight Engineer)
AC = Auburn Calloway (Jumpseat Passenger)
Center = Memphis ARTCC
Tower = Memphis Air Traffic Control Tower
UV = Unidentified Voice
AW = Autowarning
UA = Unidentified Aircraft
UNIN = Unitelligible

(UNIN)
(Laughter)
DS: I can't believe it, what a goatrope. What airplane number is this?
JT: It's, uh, 306.
DS: Okay.
JT: We can use autothrottles.
(Laughter)
JT: Express 705 cleared for takeoff.
JT: Lights if you want 'em, I mean clocks if you want 'em, lights are coming on, we'll get the vertical speed wheel here in a minute.
DS: How's the checklist look?
AP: Once the flight guidance has been set, we'll be complete.
JT: All right, er, it's set.
AP: All right, before takeoff is complete.
JT: Okay.
DS: Your airplane.
JT: I have the airplane, set standard power, please, before they change their mind.
DS: Power is set.
JT: Okay.
DS: Eighty knots.
JT: That checks.
DS: V1, rotate, positive rate.
JT: Gear up, please, IAS hold if you can.
DS: Right 280, 275 radial outbound, Express 705.
JT: Check.
JT: I don't think you got out.
DS: 275 radial outbound, Express 705.
JT: Okay climb, well, almost there.
JT: Climb power.
DS: Express 705, two thousand five for six thousand, Express 705.
JT: Want CMS?
DS: Well, we appear to be safely airborne.
JT: I was starting to wonder about it.
DS: Vertical speed to 1,000 feet per minute, please, or thereabouts.
JT: Flaps up, what a goatrope, what a goatrope!
DS: Pardon me?
JT: What a goatrope back there, jeez!
(Laughter)
JT: Slats retract, after takeoff checklist. Let's get out of here.
AP: Down to the line on the, after takeoff.
DS: All right, okay.
JT: I'll come over here to get that radial.
(UNIN)
DS: 127.22 for Express 705.
DS: Express 705 ... nine nine.
UV: (UNIN) cosigned, I (UNIN)
JT: That's what I heard, 27.4
DS: Express 705 is at ten three for 16,000 one six thousand. Express 705 no contact on 27.4
DS: They're out to lunch. Excuse me, but have you worked at our ramp control?
(Laughter)
DS: Victor 1 Victor.
JT: Whew, I got a, oh boy, stay with us.
DS: Taxi, victor 1 victor (UNIN).
JT: That's victor to one victor, victor one to victor. Gee whiz.
JT: Well, that's 23.0
DS: Flight level 230 for Express 705.
DS: 27.4 Express 704 on 33.0
DS: Leaving one six direct Razorback Express 705.
JT: Zero one, okay. Here we go.
DS: That's Crowley's Ridge, you know about Crowley's Ridge?
JT: Naw, naw.
DS: That's it right there.
JT: All, all this area right here?
DS: See these trees?
JT: Yeah.
DS: That's a natural fault line.
JT: Oh, this is the New Madrid, uh...
DS: Well, it's part of it, yeah, but it's much higher in elevation and the er, climate is different, you drive in Arkansas, you drive right over it.
JT: Well, I...
DS: You see all those trees there, that's it.
JT: I know it, but I wonder about that. You go, Wynne and all the, you know, stuff over here, you know, where it's flat and you cross over that and I wondered about that. That's not part of the no vaculight uplift and all that, that's where? That's further west, isn't it?
DS: Yeah.
AP: Altimeters.
JT: Nines and twos here.
AP: After takeoff is complete.
JT: Do you, uh, live over in Arkansas, Dave, or...?
DS: Naw, I live in Fisherville.
JT: Aw, Fisherville, great spot.
(Sounds of hammer blows striking pilots.)
AP: Ow!
JT: God!
JT: Oh, ah, shit.
DS: God almighty!
AP: Ow!
JT: What the fuck are you doing?
DS: God, (groan), (groan), God almighty! God, God, God....
JT: Get him, get him, get him
DS: He's going to kill us.
JT: Get him!
DS: Get up, get him!
AP: I can't, God!

UV: STOP! (UNIN) Hold his goddamn...
AC: Sit down, sit down, get back in your seat, this is a real gun, I'll kill ya.
JT: Get him, get him, get him, get him, get him, get him!
AW: bank angle, bank angle...
JT: Get him, get him, get him!
AC: I'm gonna kill you!
AC: Hey, hey! I'll kill ya!
AW: bank angle, bank angle
DS: Get him, get him, get him!
AW: bank angle, bank angle
DS: Yeah, get him!
AW: bank angle, bank angle
JT: Get him, get him, get him, Andy, I got the airplane!
AW: bank angle, bank angle
JT: Get him, Andy, get him!
AW: bank angle, bank angle
(struggling in background)
(overseed warning -- series of clicks in background)
JT to Center: Center, Center, emergency! Center, emergency!
AW: bank angle, bank angle
JT to Center: Center listen to me! Express 705, I've been wounded, we've had an attempted takeover on board the airplane, give me a vector please, back to Memphis at this time, hurry!
AW: bank angle, bank angle
JT to Center: Zero nine five, zero nine five, direct Memphis, get an ambulance and uh, alert the uh, airport facility!
AW: bank angle, bank angle
JT to Center: Hey Memphis, you still with me?
(struggling in background)
JT: (UNIN)
JT to Center: (UNIN) (shouting) Listen, hey Center!
(struggling in background)
JT to Center: Center, give me a heading to Memphis!
(struggling in background)
JT to Center: Zero nine zero, roger this is an emergency (UNIN)!
(overspeed warning -- series of clicks in background)
(struggling in background)
UV from rear: Let go of it! (sounds of struggle) Let go of the spear!
JT to Center: One zero, thousand, okay, keep me advised, where is Memphis?
(struggling in background)
JT: Okay, say my direction to Memphis.
JT: Look, just keep talking to me, okay?
DS: JIM!
JT to Center: Yeah, we need an ambulance and uh, we need, uh, armed intervention as well.
(UNIN loud voice from rear of plane)
JT to Center: Down to 5,000 feet.
(UNIN loud voice from rear of plane)
AP from rear: Put it on autopilot!
JT to rear: I've got it!
AP from rear: Help, the son of a bitch is biting me!
(UNIN loud voice from rear of plane)
(sounds of struggle)
JT to rear: Andy!
DS from rear: Put it on autopilot and come back here!
JT to rear: Keep him back there guys, I'm flying!
DS from rear: Put it...
AP from rear: Hurry up, JIM...
JT to Center: Request a single frequency approach.
AP from rear: JIM!
JT to Center: 19.1
DS from rear: Jim, is it on autopilot?
JT to rear; No, I got it.
DS from rear: Put it on autopilot and come back here!
AP from rear: Quick, Jim!
JT to rear: Okay.
DS from rear: Hurry, Jim! COME BACK HERE NOW!
JT to rear: Okay ... wait a minute, I'm coming.
DS from rear: JIM, do it now!
AP from rear: Hurry, hurry!
(Jim Tucker exits co-pilot seat and goes to rear of plane)
(UNIN voices from rear of plane)
JT: You move, I'll kill ya!
(UNIN) get, get the airplane (UNIN)
JT to DS: Go up and get the airplane
DS: I'm going.
JT: If you can.
DS: Are you in control?
JT: Yeah, can you take this?
(David Sanders returns to captain's seat, sounds of him buckling in)
DS to rear: Jim, are you in control? Jim, are you in control?
JT from rear: Yes, I'm in control.
(UNIN)
DS: Memphis, can you hear me?
Tower: Uh, is this Express 705 heavy?
DS: 705, yes.
Tower: 705 heavy, Memphis, roger, I do hear you. You can proceed direct to Memphis of able, expect runway niner. The altimeter is 30.29er.
DS to Tower: You understand we're declaring an emergency, we need security to meet the airplane, we'll stop it on the runway if we can.
Tower: Express 705 heavy, affirmative, all that's been taken care of, that security will be available for, as well as medical assistance.
JT from rear: DAVE!
DS to rear: Yes!
JT from rear: Are you okay?
DS to rear: I'm okay. Are you? Do you have him under control? Talk to me, Jim.
JT from rear: Huh?
DS to rear: Do you have him under control?
JT from rear: I'm okay.
Tower: Express 705 heavy, can you proceed, direct to Memphis. Descend at your discretion and uh, the localizer is on for runway niner.
DS to Tower: Alright, we're headed that way now, I think.
Tower: Roger, (pause), Express 705 heavy, is the situation under control or is it still in progress?
DS to Tower: We appear to have it under control.
Tower: Roger. (pause)
UA to Tower: Cherokee 951Whiskey on 19.1, over.
Tower to UA: Cherokee 17Whiskey contact Memphis on 125.8 please.
UA to Tower: Uh, we've been trying but apparently his radio's gone.
(pause)
DS to Tower; Uh, Memphis, this is 705, understand that we need some medical personnel to meet us also!
Tower to DS: Express 705 heavy, roger, that's being taken care of, they'll meet you there. (pause) Express 705 heavy, are you able to turn toward the airport?
DS to Tower: yeah, give me a vector.
Tower to DS: Zero vector ... (UNIN)
DS to Tower: We're turning toward the airport now ... (UNIN)
Tower to DS: Left turn heading 100.
DS to Tower: 100 Express 705.
(pause) Express 705, I got to descend down to 7,000 to proceed to Memphis.
Tower to DS: Express 705, roger, descend at your discretion.
(pause)
Tower to DS: Express 705 heavy, if able you can pick up the localizer runway niner and track it inbound.
DS to Tower: Give me that frequency, please.
Tower to DS: Okay, runway niner localizer is, uh, 109er.5
DS to Tower: 109.5, thank you. (pause) nine six, 89 inbound?
Tower to DS: Say again?
DS to Tower: 089 inbound?
Tower to DS: Affirmative.
(altitude alert chime)
JT from rear: DAVE!
DS to rear: Yeah!
JT from rear: Can you get her on the ground?
DS to rear: Okay.
Tower to DS: Express 705 heavy, when you can I'd, uh, like to know your fuel on board and, uh, number of, uh, persons on board.
DS to Tower: Okay, we'll, uh, give it to you in just a second.
Tower to DS: No rush.
DS to rear: Listen, is he okay, put, put that thing in his throat, I don't give a shit if he's dead or not, don't kill him but hold him, you got him, Jim?
(pause) Jim, are you under control?
(pause) Jim, are you under control?
(pause) Jim?
(voices from rear)
DS to rear: Jim, are you under control? Are you under control?
JT from rear: No, no! (UNIN) ... something the matter with me!
DS to rear: There is something wrong with him!
JT from rear: No!
DS to rear: You keep him down, hear!
JT from rear: I can't ... !
DS to rear: You can keep him down, put that thing in his ... !
JT from rear: No, no!
(UNIN voices from rear)
Tower to DS: Express 705 heavy, is that localizer coming in now?
DS to Tower: Yeah, we're on the localizer now, descending.
Tower to DS: Roger, and you want a visual or do you just want to, do you want to shoot the ILS or just shoot a visual?
DS to Tower: I'll follow the ILS down (UNIN) and take a visual.
Tower to DS: Roger, flight 705 heavy, at pilot's discretion maintain, uh, 2,000 and advise when you get the airport in sight.
DS to Tower: Will advise.
Tower to DS: Okay, you're three zero, three one miles west of the airport.
DS to Tower: Thank you, sir.
DS to rear: You got him down okay? Hey you put that, you keep him under control. Is he trying to get up?
(sound of hammers being thrown into cockpit)
JT from rear: No!
Tower to UA: Grumman 236, contact Memphis (UNIN) on 128.5, correction, make that 125.8
UA to Tower: 125.8, roger.
DS to rear: You hang in there now! Hey, put that, go back and, hit him on the head, just....
(sounds of struggle from rear of plane)
Tower to DS: Express 705 heavy, you're about 25 miles from the airport, and I'll be making a transmission every 30-40 seconds just to stay in touch.
(sounds of struggle from rear of plane)
AP from rear: (UNIN) ... stay down!
DS to rear: If you have to, if you have to put that in his throat, you do it!
(sounds of struggle from rear of plane)
DS to rear: Is he still down?
JT from rear: Yeah, yeah!
DS to rear: Is he, is he under control?
JT from rear: I don't know .... yeah, he is.
Tower to DS: Express 705 heavy, you're twenty miles from the airport and uh, do you have that fuel and passenger information?
DS to Tower: I got four on board, 86 uh, 85,000, I think 86,000 in fuel, four souls.
Tower to DS: Roger Express 705 heavy, how many people should security be looking for?
DS to Tower: Four.
Tower to DS: Yeah, I mean how many involved in the the action?
DS to Tower: Everybody's been injured uh, there's one person that uh, lost it the, uh, jumpseat passenger's the one that attacked the crew.
Tower to DS: Okay, thank you.
(sounds of struggle from rear of plane)
Tower to DS: Express 705 heavy, verify uh, situation's still under control.
DS to Tower: Well, it's sort of under control.
Tower to DS: Okay, Express 705 heavy, uh, fifteen miles from the airport, about fourteen miles, uh, advise when you get it in sight.
DS to Tower: I have it in sight.
Tower to DS: Express 705 heavy is cleared visual approach runway niner, Express 705 heavy, the wind is uh, zero three zero at five, cleared to land runway niner.
(sounds of struggle from rear of plane)
DS to Tower: Cleared to land?
DS to rear: Kill the son of a bitch! Kill him! Kill him! Kill him! Kill him!
(sounds of groans from JT in rear)
AP from rear: JIM, JIM, JIM, (sounds of struggle), JIM, help me!
(sounds of struggle, groans from JT)
(UNIN)
Tower to DS: Express 705 heavy, you're about six and a half miles from the threshold, if able, when you get it on the ground, advise when you're on the ground uh, I won't uh, make anymore transmissions to you at this time.
(sounds of struggle from rear of plane)
AP from rear: Stop fighting!
(UNIN from rear)
[Ed note: At this point, Captain Sanders is too high for runway nine, can hear that the fight behind him is far from over, and considers putting the airplane on autopilot at 7,000 feet while he goes back to put an end to the struggle. Instead he decides to get the airplane on the ground and switches to runway 36L.]
DS to Tower: I'm coming around to 36 Left.
Tower to DS: Okay, Express 705 heavy, runway 36 Left, cleared to land, cleared visual approach 36 Left, you are cleared to land, the wind is 050 at 8.
(sounds of struggle from rear of plane)
AP from rear: Ow! Jim, he's biting me!
JT from rear: Stay down!
(groans from JT in rear)
(sounds of struggle in rear)
AW: bank angle, bank angle
(groans from JT in rear)
Tower to DS: Express 705 heavy all of the emergency equipment will be on frequency 121.9
DS to Tower: (two clicks on microphone)
(sounds of struggle in rear)
AW: bank angle, bank angle
(sounds of struggle in rear)
AP from rear: He's after the hammer, JIM!
JT from rear: (UNIN)
(sounds of struggle)
AW: Altitude alert: One thousand.
UV from rear: Where's he going?
AW: bank angle, bank angle. Too low! Terrain, sink rate, pull up, too low, terrain, sink rate 500, too low, terrain, sink rate
(sounds of struggle in rear)
Tower to UA: Twin Cessna369er12, Memphis.
AW: pull up! sink rate, pull up, sink rate, pull up, sink rate, sink rate...
UA to Tower: Go ahead sir.
Tower to UA: 369er12 contact Memphis Center on 135.9er.
UA to Tower: 35.9er, good job with emergency.
(sounds of struggle in rear)
UA to Tower: Oh by the way what was Express 705, what airlines?
Tower to UA: That's Federal Express.
DS to Tower: Get the crews over here now, get 'em over here in a hurry!
(pause)
AP from rear: Stop the jet, help us, stop the jet on the ground and help us!
Tower to DS: Express 705, uh, help is on the way and frequency change approved, uh, the emergency equipment's on uh, 121.9
(background altercation)
AP: Have they got the equipment out here?
DS: They're on the way (UNIN)...
(UNIN)
AP: Blow the door!
DS: Yeah!
(sound of door being opened)
AP: Don't get close enough that he can grab anything!
DS: Help me out, I , don't move! Don't even think about it!
AP: Shut the engine down!
AP: Did you shut the engine down?
DS: Yeah.
DS: Don't let him move! (UNIN)
JT: Don't move!
(sound of engine shutting down)
 
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