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AVIATION AVIATION SAFETY Silver Wings: Boeing 777 Explodes on Runway Due to Pilot's Critical Error! EK 521 PLAY YOUTUBE VIDEO Original article: https://www.youtube.com/watch?v=y4eNzK0tz1I Peter Burgess COMMENTARY My take on this emergency situation is that there is a serious problem between the various automatic safeguards and conventional human oversight and control systems. The fact that only one person ... a member of the ground fire service, was killed, is impressive ... but it could so easily have been a situation where all on board the plane were killed! I am getting increasingly uncomfortable with the flow of information that is presented within the YouTube ecosystem. I have a broad range of interests, and I get the impression that YouTube is thoroughly confused about what they are. The word 'eclectic' might have been applied to my interests in a previous era, but when these interested are enhanced by the YouTube algorithms, the result is knowledge chaos which is very unproductive! Peter Burgess
Boeing 777 Explodes on Runway Due to Pilot's Critical Error! EK 521 Silver Wings Oct 12, 2024 4.72K subscribers ... 109,326 views ... 1.2K likes #SilverWings #aviationdisaster #Planecrash This journey is about... 08:37:38 AM, Dubai International Airport. In the clear blue sky of Dubai, the Emirates plane was descending when it suddenly faced an unexpected situation. Captain: 'Wind shear! TO/GA!' The Boeing 777 was making one final attempt to escape the runway. The captain, with steady hands, decided to increase engine power, trying to lift the plane. However, the 'Don’t Sink!' warning from the GPWS system suddenly sounded, signaling an extremely dangerous situation. What happened to this flight? Let’s dive deeper into the most intense moments of the EK521 flight story. #SilverWings #aviationdisaster #Planecrash Transcript 0:00 [Music] [Music] 8:37 minutes and 38 seconds a.m. Dubai International Airport the Emirates plane was descending when it suddenly faced an unexpected situation the Boeing Tri 7 was making one final attempt to escape the runway the captain with steady hands decided to increase engine power trying to lift the plane don't sink however the don't sink warning from the ground proximity warning system suddenly sounded signaling an extremely dangerous situation what happened to this flight let's dive deeper into the most intense moments of the EK 521 flight 1:05 [Music] story August 3rd 2016 the ruvan nanuram International Airport India at 4:30 a.m. the Boeing 73000 ER was refueling in preparation for the upcoming 1,800 65m Journey which would take approximately 3 hours and 30 minutes flight ek521 was scheduled to travel from thiruvananthapuram International Airport to Dubai International Airport in the United Arab Emirates the aircraft in service today was a Boeing 73000 ER often hailed as a wonder of the Skies it's not only the pride of the airline but also the backbone of Emirates Fleet 2:00 equipped with two powerful Rolls-Royce Trent 892 engines the Boeing trip 73000 ER is considered one of the most advanced aircraft models helping Emirates dominate the skies worldwide moreover Emirates is one of the top airlines globally ranking fourth in passenger revenue and second in cargo transport as of today this aircraft is 13 years old having logged 58,183 flight hours and completed a total of 13,626 passengers most of whom were residents of India the UAE as well as citizens from 18 different countries the crew consisted of 18 members including 16 flight attendants and two pilots responsible for the cockpit the captain was a 34y year old 3:00 pilot throughout his career he had accumulated a total of 7,457 flight hours with 5,123 of those hours on Boeing trip 7s the first officer was Jeremy Webb 37 years old one of the few Australians who had made it through tens of thousands of applicants to join Emirates he had a total of 7,957 flight hours with 1, 292 hours on Boeing trip 7s at :6 a.m. after all procedures were completed ek521 was cleared for takeoff on the runway the two powerful Rolls-Royce Trent 892 engines roared as the Boeing trip 7 slowly lifted off following the predetermined route it would head straight Northwest flying over the vast Arabian Sea and then the Skies of Oman before concluding its journey in Dubai 4:02 the captain would be directly flying the aircraft while first officer Jeremy Webb would monitor all systems to ensure everything ran smoothly throughout the flight as the plane reached its cruising altitude of 33,000 ft the atmosphere in the passenger cabin became increasingly calm passengers were provided with amenities and light snacks all up to a five-star standard meanwhile the pilots were discussing their work and flight schedule although this was their first time working together both the captain and the first officer showed great Synergy they shared some small talk but remained fully focused on the instruments by 8: a.m. ek521 was nearing Dubai airspace from an altitude of 33,000 ft passengers and crew can see the symbol of luxury and modernity Burge Khalifa The World's tall building 5:00 standing majestically in the sunlight like every previous flight the plane would Glide past the 163 Story Tower and descend smoothly into Dubai International Airport for a safe landing in the cockpit the captain Was preparing to explain the approach procedure to the first officer an essential step to ensure the flight was executed with Precision but as soon as they entered the airspace of the uae's most modern city the first unexpected signs began to appear the crew received a series of warnings from the radio's automated terminal information service more than 40° Centigrade indicating that the weather at Dubai airport was becoming complicated the outside temperature had reached an extreme level nearly 120° F accompanied by strong and erratic gusts of wind from multiple directions additionally warnings of wind shear a dangerous phenomenon for aircraft had 6:01 been issued for all runways at Dubai airport around the time ek521 was expected to land for those unfamiliar wind shear refers to the sudden change in wind speed or Direction over a small area often associated with thunderstorms or temperature inversions in Dubai it forms due to the interaction between hot winds blowing from the desert and cooler winds from the Persian Gulf low-level wind Shear significantly affects aircraft operations particularly during takeoff and landing at this time seab breezes had started to replace the usual wind direction creating a conflict between the two opposing wind currents at the airport the captain and the first officer quickly discussed this warning and the captain took the opportunity to explain to the first officer in detail the procedures for handling wind shear if they encountered it although they could rely on the aircraft's wind shear 7:00 warning system a concerning Factor was that these systems become inactive once the plane descends below 50 ft right at the point of Landing in this situation the standard Landing method using the instrument Landing system automatic Landing system was no longer feasible instead the crew was advised to use the required navigation performance approach or area navigation based on GPS to Runway 1 to two left this method requires careful preparation and precise control from both Pilots as the Boeing Triple 7 descended the captain couldn't help but think of another phenomenon he had experienced recently thermal updrafts in hot weather conditions thermal updrafts are essentially pockets of hot air rising from the ground much like invisible balloons you might have seen this on hot summer days when creates small dust whirlwinds and causes 8:02 sudden changes in wind direction this is a natural Advantage for birds and gliders to soar higher but for airplanes it can cause positive wind shear a phenomenon that could be dangerous during Landing windsh windsh pull up pull up the captain had encountered both of these phenomena several times throughout his flying career in Dubai wind shear and thermal up drafts are common especially over hot surfaces like runways however with his experience he was confident they wouldn't pose much of a challenge for this Landing all the technical factors had been carefully calculated the flaps were set at 30 and the wind speed had been increased by 5 knots bringing the final landing speed to 152 knots the expected touchdown speed was around 10047 knots all the Figures were within safety limits the captain was confident that he and the the first officer were well prepared for 9:02 any possible scenario at 8:17 a.m. ek521 received a directive from Dubai air traffic control to descend to 16,000 ft the first officer quickly communicated back with the controller to confirm everything seemed to be going according to plan as the controller informed them they could prepare for an rnp approach to Runway one to two left as originally planned however what the crew didn't know was that two aircraft ahead of them had encountered adverse wind conditions during their approach to the same Runway and were forced to abort their Landings this information was not relayed to the pilots of ek521 because the go-around instructions had only been communicated on the tower frequency a different Channel than the one they were using to communicate with the air traffic controller had the pilots of ek521 been aware of this critical information they would have 10:01 approached with more caution Instead The Silence became an unexpected Factor placing the crew in a situation they could not foresee meanwhile in the passenger cabin the head flight attendant announced that the cabin was ready for landing the crew quickly began completing their final preparations everything was running smoothly and the Boeing 73000 ER was drawing closer to Dubai Airport the captain ordered the flaps to be deployed and both Pilots proceeded with the landing checklist after Air Traffic Control provided the final vector and clearance for the required navigation performance approach to Runway 1 to2 left the captain ordered the landing gear down and set the flaps to 30 ready for landing the speed brakes were armed and the aircraft was fully stabilized the first officer quickly completed the remainder of the landing checklist the captain was confident they 11:01 were approaching a safe landing but what the crew couldn't foresee was the unexpected challenge lying ahead ready to test their preparation and experience after safely passing the 1,000 ft Mark everything was still normal the approach controller handed over ek521 to Dubai tower frequency on this frequency two Boeing trip 7s before them had successfully landed without any issues ek521 promptly contacted the tower and received clearance to land on Runway 12 left with surface winds reported from 340° at 11 knots this meant they were facing a headwind of 10 knots but as the crew had discussed earlier this was still within the aircraft's safe landing limits however one crucial detail the controllers failed to inform the crew was that the wind indicators at the opposite end of the runway were also showing headwinds at a similar speed 12:00 meaning winds from both directions were converging over the runway creating an extremely unpredictable situation at 8:36 a.m. as the aircraft descended to 920 ft the captain decided to disengage the autopilot and manually take control for the remainder of the landing however he left the auto throttle engaged following company policy at this point the auto throttle was in Speed mode allowing the captain to manually control the aircraft while the system was ready to activate the go-around mode if needed at 8 36 minutes and 22 seconds a.m. the aircraft descended to 700 ft at a speed of 154 knots the wind began to shift from a headwind to a Tailwind a sudden and unexpected change nevertheless the aircraft continued its descent as they passed through 450 ft a warning from the system sounded 13:01 minimums the captain immediately responded the speed was now 156 knots gradually decreasing to 152 knots still within the stable range for the approach as the aircraft descended to 190 ft the first officer reported that the Tailwind had increased to 16 knots and the captain acknowledged the information despite the strong Tailwind they decided to continue The Landing what the crew didn't know was that there was a headwind blowing at the same speed on the opposite end of the runway as the aircraft descended to 115 ft the first officer reported that the Tailwind had decreased to 133 knots and the captain responded check at that moment the ground proximity warning system issued a warning 100 the aircraft crossed the runway Threshold at 54 ft and everything still seemed to be under 14:00 control but suddenly the Tailwind began to weaken and the aircraft's speed started to increase the auto throttle reduced thrust to idle attempting to maintain the speed at 152 knots over the next 4 seconds the ground proximity warning system repeatedly issued warnings 50 40 30 20 10 Pilots usually rely on these alerts to determine when to execute the flare however since the captain had initiated the flare earlier and with the aircraft still at high speed they were using more Runway than anticipated as the aircraft descended the captain gently increased the pitch from 0° to 2.6 de reducing the rate of descent from 700 ft per minute to about 350 ft per minute preparing for Touchdown at 8:37 minutes and 7 seconds a.m. the aircraft passed the 98 84 ft Mark of the runway at an altitude of 35 15:03 ft with a speed of 159 knots at 837 minutes and 12 seconds a.m. aircraft still at 5 ft speed now increased to 160 knots at that moment the wind suddenly shifted changing from a Tailwind to a head wind the displayed wind speed began to rise quickly indicating a light wind shear not strong enough to trigger The Warning Systems but enough to present a new challenge for the crew the issue was that the Warning Systems had been deactivated when the aircraft descended below 50 ft leaving the pilots to rely entirely on their own experience sensing the sudden wind shift the captain quickly reacted slightly adjusting the right Aeron to counter the slight roll caused by the wind trying to keep the aircraft balanced in this unexpected situation at this point the aircraft was just 2 ft above the runway moving at a speed of 165 knots fighting against the 16:02 unexpected increase in headwind despite being so close to the ground the aircraft showed no signs of descending further at such a high speed the aircraft had already traveled a significant distance along the runway the captain realized the situation and attempted to correct it by gently pushing the nose of the aircraft forward several times to initiate the landing but it didn't yield the expected result what happened next made the situation even more complex as the captain adjusted the right aileron to counter the effects of the headwind the right main landing gear briefly touched the ground the sensors on the landing gear and tilt sensors immediately detected this contact causing the speed brakes to automatically deploy however as soon as the right landing gear lifted off the ground the speed brakes automatically deactivated returning the aircraft to a standby State over the next 6 seconds both main landing gear touched the ground twice causing the speed brakes to 17:02 repeatedly deploy and retract specifically at 837 minutes and 17 seconds a.m. the right landing gear made contact with the runway approximately 3,600 ft from the threshold of Runway 12 left at a speed of 162 knots and 3 seconds later and the left landing gear also touched down however the nose gear was still not down both Pilots focused on observing the outside situation did not realize that the aircraft had touched down this led to a critical mistake both Pilots believed the aircraft was still airborne and this confusion would determine what happened next as the aircraft passed more than 3,281 ft of Runway the captain realized that if they continued a safe landing would not be possible at 8:37 minutes and 23 seconds a.m. the captain decided decided to abort the landing and press 18:00 the takeoff go around button he also called go around and began to pitch the nose of the aircraft up to initiate a climb at this moment the captain knew they were very close to the ground and was likely focused on preventing a tail strike which took much of his attention however another problem occurred when the captain pressed the takeoff go around button the auto throttle did not engage the system had been disabled because the aircraft had been below 2 ft for more than 3 seconds or had made contact with the ground as per the aircraft's design as a result the thrust remained in idle mode but neither pilot noticed the captain kept his hand on the thrust levers but didn't realize that the thrust wasn't increasing his intense focus on avoiding a tail strike may have caused him to miss this critical detail immediately after initiating the goar around the long Landing warning sounded confirming that they had made the right 19:00 decision to abort the landing at 837 minutes and 27 seconds a.m. the captain continued to pitch the nose up to 7.5 de and called for the flaps to be retracted to 20 2 seconds later the landing gear lever was moved to the up position and the process of retracting the landing gear began however the step of verifying the thrust was overlooked by both Pilots likely because they were relying too much on the auto throttle system the aircraft climbed to an altitude of 77 ft but the speed rapidly dropped to 135 knots far below the safe threshold without the necessary thrust the aircraft continued to decelerate at 837 minutes and 28 seconds a.m. the tower controller noticed the aircraft pitching up and gave clearance to continue straight ahead and climbed to 4,000 ft the first officer acknowledged the clearance and adjusted the altitude but this may have further distracted both 20:01 pilots from the critical situation they were facing 2 seconds later the aircraft reached its maximum altitude of 85 ft at this point the speed had dropped to 131 knots insufficient to maintain altitude especially with the landing gear doors open increasing drag realizing that the speed was dangerously low the captain suspected they had encountered windar again and shouted windar take off go round at that moment the first ground proximity warning system warning sounded don't sink the captain finally pushed the thrust levers fully forward and pressed the takeoff go around button for the second time the engines began to accelerate but it took 6 seconds for the two massive Rolls-Royce engines to spool up from idle to full power but by then it was too late at 8:37 minutes and 38 seconds a.m. 18 seconds after the go-around procedure had been initiated the aircraft crashed onto Runway 12 left 21:03 the tail of the plane hit the ground first producing a loud screeching sound followed by the main landing gear and the right engine which detached from the aircraft a large fire erupted from the right engine shaft and spread beneath the left engine and the landing gear compartment the plane continued to Skid along the runway slowly veering to the right until it came to a stop about 229 ft from the runway center line facing a heading of 250° just over a minute later the captain issued a Mayday call and announced that they were evacuating the pilots found the evacuation checklist which had fallen to the cockpit floor during the crash and began executing the evacuation procedures in the rear of the aircraft Thick Smoke From the landing gear compartment began to to spread into the cabin causing panic among the 22:01 passengers many tried to retrieve their carry-on luggage delaying the evacuation process the crew called for an emergency evacuation and passengers began to move through the Escape slides outside the aircraft firefighters had arrived at the scene and started battling the blaze however at 939 minutes and 4 seconds a.m. a large explosion occurred as the fire reached the central fuel tank tank killing a young firefighter Jim Essa albalushi several other firefighters were affected by the heat which reached near 122° F during the rescue efforts although no passengers were killed the explosion caused significant damage this incident is still considered one of the worst Aviation disasters in the history of Emirates investigation process and cause of the accident the US E's General civil aviation Authority promptly launched an 23:02 investigation into the serious accident involving ek521 in coordination with Emirates Boeing the aircraft manufacturer and Rolls-Royce the engine supplier for the Boeing 73000 the US national Transportation safety board also sent a team of five experts to join other investigators the flight data recorder and cockpit voice recorder were removed from from the aircraft the following day to support the thorough investigation according to the initial investigation findings the pilots of ek521 did not realize that the engine thrust on the Boeing trip 73000 remained too low during the go-around procedure this led to a series of critical events when the aircraft's main landing gear had already touched down the go-around resulted in the automation system losing control of the engine power creating a dangerous situation throughout the landing approach and 24:00 subsequent go-around the flight crew failed to effectively Monitor and manage the primary flight instruments they were unaware that the auto throttle adjustment test did not engage after the captain pressed the takeoff go around Button as a result the engine thrust did not increase significantly reducing the aircraft's performance in a situation that required maximum power critically the flight crew overlooked the thrust verification procedure outlined in the go around and missed approach procedures in the flight crew operating manual over Reliance on the automation systems combined with a lack of preparation for a go round near the runway surface directly contributed to the crew's poor performance during this critical phase according to the final report this incident highlighted serious gaps in the flight Crews management of the emergency situation leading to one of the most significant accidents in Emirates operational history

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