I've had this saved for a while, it provides better context into what they were doing and why they were in that position.

There were only minor injuries as a result

I haven't seen anyone do this with the witness video yet, but it helped me to comprehend how much runway was behind the plane with the left main gear still in the air. It shouldn't be taken as a perfect recreation obviously, just thought it was interesting. Credit to Ozolio live for the second video and the original posters for the other two.

Edit: Pretty wild that this has been seen two million times, from what the NTSB has released, it still seems accurate.

F-16 intercepting a Russian Tu-95 gets "headbutted" by a Russian Su-35.

How can this happen?

Dear mods, please show NASA how to take better pictures from space so you don’t have to delete them. Thx!

Flew on an older 738 today and found this seat next to me. Would anyone know the reason for this seat delete? I'm a bit perplexed.

Today’s story is a textbook example of the saying “boldness and stupidity.” Two young pilots decided to show off for no good reason, trying to prove something to someone.

On October 14, 2004, a Bombardier CRJ200 operated by Pinnacle Airlines was conducting a repositioning (ferry) flight from Little Rock to Minneapolis. There were two pilots in the cockpit. The captain, 31-year-old Jesse Rhodes, had a total of 6,900 flight hours, around 900 of which were on the CRJ200. The first officer, 23-year-old Peter Cesars, had logged 761 total hours, including 222 on the CRJ200.

So - a night ferry flight, two young pilots, cruising at 10,000 meters (FL330). What could go wrong?

About 15 minutes after departure, the crew requested clearance from ATC to climb to 12,497 meters (FL410). This is just below the aircraft’s maximum certified service ceiling of 12,500 meters. The controller was puzzled. When asked about the reason for the requested altitude change, the captain cheerfully replied:

“We don’t have any passengers on board, so we decided to have a little fun and come up here.”

It’s worth noting here that among CRJ200 pilots, there exists an unofficial “410 Club”. This refers to pilots who have taken the CRJ to its maximum certified cruising altitude - flight level FL410 (41,000 feet or 12,497 meters). These pilots, taking advantage of the empty aircraft, decided to push the jet to its limits in an attempt to join “410 Club”.

ATC granted the clearance. The crew programmed the autopilot to climb at a vertical speed of 150 meters per minute to FL410 - a climb rate exceeding the manufacturer’s recommendations for altitudes above FL380 (11,500 meters). As a result, the angle of attack became too great for the aircraft to maintain airspeed in the thin atmosphere. Still, the jet managed to reach FL410, and the pilots celebrated their induction into “410 Club”.

However, their celebration was short-lived. The aircraft was flying at only 280 km/h - barely above stall speed - with both engines at maximum thrust. The stick shaker and stall protection systems activated multiple times, attempting to lower the nose to gain airspeed and restore lift. But the pilots kept overriding the systems.

Suddenly, both engines flamed out. The aircraft lost all thrust and entered an aerodynamic stall. The pilots managed to recover from the stall at approximately 11,500 meters (FL380).

The engines, however, remained inoperative. The aircraft was now gliding. The pilots donned oxygen masks as the cabin began to depressurize due to the loss of engine bleed air.

When both engines fail, the compressors that provide pressurization to the cabin stop functioning. As a result, cabin pressure drops, causing depressurization. Without a functioning pressurization system, the aircraft can no longer maintain a breathable atmosphere or safe pressure levels for crew and passengers. This can lead to hypoxia and requires immediate descent to a safe altitude with sufficient ambient oxygen pressure.

The pilots initiated an emergency descent in an attempt to reach 560 km/h - the speed required to perform an in-flight engine restart using the windmilling effect of the turbines. However, the captain failed to properly monitor the first officer and did not confirm whether the required speed was achieved. The engine restart attempt was unsuccessful.

When the aircraft eventually reaches a speed of approximately 430 km/h, the pilots terminate the high-rate descent. They are still too high to start the Auxiliary Power Unit (APU). However, the CRJ200 is equipped with a Ram Air Turbine (RAT) - a small propeller-driven turbine with an electrical generator designed to provide emergency power. The pilots deploy the RAT, but its output proves insufficient to restart the engines.

The crew continues descending to 4,000 meters (approximately 13,000 feet), where they are able to activate the APU. Over the next 14 minutes, they make several attempts to restart the engines - four in total, two for each engine. All attempts fail. Meanwhile, the aircraft continues to descend in glide.

The pilots declare an emergency to ATC, reporting a dual engine failure. They request vectors to the nearest suitable airport for an emergency landing. ATC directs them toward Jefferson City Memorial Airport in Missouri. Five minutes later, the crew realizes they will not be able to reach the airport. They begin searching for a road or highway suitable for a forced landing.

Approximately one minute later, the aircraft crashes into the ground near Jefferson City. The wreckage strikes a house. Both pilots are killed. No casualties occur on the ground.

The accident investigation report concluded that the primary cause of the crash was unprofessional behavior on the part of the flight crew, who deviated from standard operating procedures. The report also cited inadequate airmanship. For example, instead of preparing for an emergency landing, the pilots focused on repeatedly - and unsuccessfully - attempting to restart the engines without understanding the underlying reason for their failure.

The engines could not be restarted due to a condition known as core lock. When an engine shuts down in flight, certain components cool at different rates. Due to differences in thermal expansion coefficients among materials, this can lead to deformation. Core lock occurs when components shrink or distort to the point that internal parts seize, restricting or completely preventing the engine from rotating. Because of this, instead of concentrating on engine restart procedures, the pilots should have prioritized navigation to the nearest suitable airfield for an emergency landing.

This video is from Bridgehampton today. A United plane was circling at low altitude with these streams coming out near the wing tips. What do you all think? Dumping fuel?

I noticed this A320 at 38k ft with a “puffing” in the contrail of the right engine. What to you think?

FFT3941 ISP -> MCO 09/08/25 Tail N394FR

I believe this is recent but I came across this without any explanatory text.