In remembrance to the victims: Captain William Wade McKenzie, 54 First Officer Lyman Woods Keele Jr., 34 Howard Wayne Abercrombie, 20 Walter Hite Amick Jr., 30 Marvin Oscar Berglin, 68 Glenn Foster Bradley, 52 Bobby G. Cameron, 41 Edwin N. Cobb, 37 Tommy Joe Coe, 34 Wesley Ray Corrick, 47 Gordon Burnett Coley, 33 Robert North Cummer, 60 Boyden Elmer Davis Jr. Frank Dawson Patricia Dawson Clifton Charles Durham James Addison Forte, 34 Robert M. Furniss Jr., 53 Joseph David Giles, 29 Karen Lynn Jewell Giles, 27 Harry C. Gordon, 26 William Frederick Goubeaud Jr., 26 Earl Clifton Griffin Jr., 45 Emily Anne Griffin, 46 Cecil Griffith Bruce Groth, 30 William Victor Gudaitis, 52 Herman Galey Hamby, 49 William Clifford Haverkamp Jr., 33 Charlene Yvonne Havisto, 26 Horrace Kevin Hay, 22 Joseph Patrick Heckl, 38 Leo F. Horner Sr., 51 Philip Anthony Inzina. 51 Earl Dean Johnson, 28 Bevil J. Killgore, 51 Homer M. Kitts, 61 Thomas Monroe Mazingo, 57 Herman Wesley McClure, 51 Alton Vaughn Mobley, 51 Corinne S. Morton, 60 Masaru Ori Irwin Earl Perlin, 65 William Julian Perryman, 65 Ivan Drezel Potts Jr., 44 Richard Povinelli, 39 James A. Power, 40 William Michael Reeves Kelsie Aubra Rogers, 42 Edward Francis Rossler, 35 Robert Michael Sanders Phillip Randolph Sherrill, 35 Joseph Smith Romie L. Smith, 43 Annette Snell, 32 Mary Susan Drugger Tarbox, 50 Milford Dwayne Waldrep, 26 John Walker Bryon D. Wicksell, 33 Barbara Ann Benke Wicksell, 27 George Duncan Wilkinson, 50 Michael Lewis Williams James W. Williamson, 29 And those on the ground: Kathy Griffin Carter, 18 Jeffrey Richard Carter, 5 months Berlie Mae Bell Craton, 70 Edna Griffin Gamel, 23 Courtney A. Gamel, 11 months John T. Gamel, 5 Larry Allen Griffin Jr., 6 months Edith Faye Robinson Griffin, 22 Ernest L. Prewett, 66 And to the lucky ones who survived: Flight Attendant Sandy P. Ward Flight Attendant Anne T. Lemoine, 26 Edward R. Brock Bernard Bryan, 45 Jerry W. Causey, 35 Clavin H. Childress, 51 Frederick L. Clemens, 18 Lee S. Collier Richard William Darby, 27 Don Foster, 38 Sally Furniss, 37 Leland C. Lavender Jeffrey C. Magnell, 20 James L. Philips Jr., 31 Lee Quick, 40 Robert F. Reams Ronald Seamon, 29 Amy L. Sebastian Warren Sindorf, 62 John Tielking David Anthony Twist Richard Zeleznok
Air Crash Investigation revealed that Don Foster was able to survive because he kind of made a nest for himself with his jacket, luggage, and a blanket.
@@Powerranger-le4upThat was actually quite a genius decision on his part. In fact, today, it's now routine that during emergency landings, flight attendants hand out blankets and pillows to passengers to soften the impact of emergency landings.
This crash happened a few miles from my home. I went to the town and viewed the crash site as well as the memorial. When you look at the stretch of highway, it's amazing that they were able to set it down at all. And it's even more impressive that there were survivors.
Yeah I live like 20 min from where this happened. My brother use to live like 10 min or less from the site . I have driven through a few times but have never stopped to see the memorial. Didn’t know there was one.
As I recall they received inadequate weather reports, from their preflight briefings through everything they heard from ATC. Nothing they got would lead them to believe the storm was that big or powerful. But then ATC radar was really terrible, and it's easy to understand if they were always a bit cautious in their reporting. They gave it everything they had, and I agree it's sad how close they came to a safe landing and couldn't. The CVR transcript shows their courage and their drive to do their job until the end under terrifying and insane conditions. They flew the plane the best anybody could, and they kept flying it until it was on the ground. I mean yeah, heroic.
I'm actually really glad (for lack of a better word) that a video was done on this incident. Southern Airways Flight 242 was always one of those accidents that stood out to me, in that it took numerous factors to come together to cause this, as is the case with any accident, but the fact that the pilots really tried their best to prevent this accident and save their plane is definitely praiseworthy. To those who survived, the family of those who died, continue to stay strong. And keep up the good work @DisasterBreakdown. Always looking forward to your videos every Saturday.
Any pilot will do their best to save their plane, otherwise they don't belong in the cockpit. These pilots were just doing their job, I don't see anything extraordinary really.
There were videos about this already. One of them was actually on tv . Seconds from disaster maybe? Or another show about aircraft crashes I can’t remember. But all pilots do the best they can to save their aircraft. They don’t wanna die either.
@@leon6777 Basically, yeah, but I one thing I could add to that is that airline pilots, who are put in rare situations and land safely, aren't necessarily master pilots, but lucky pilots, because they come out on top in situations that they happened to have prior training for in proper procedures for those events. On the contrary, the term 'pilot error' is somewhat a misnomer, because crashes found to be due to pilot error are often the result of poor training, and when dangerous situations arise, the pilots are doomed because they had bad luck.
Chloe, I’ve been watching your videos for a while now. Today has been one of the hardest days of my life and, believe it or not, hearing your calm voice at the end of it brought me so much comfort. Thank you for that. I always appreciate your content, and tonight, I watch your video in honor of my father, who made his career in the aviation industry keeping people safe on aircraft. Stay well, Chloe.
This storm system was responsible for the F5 tornado earlier that day in Smithfield (North of Birmingham, AL). Dr. Ted Fujita strongly considered labeling that tornado an F6 due to the destruction it produced.
This accident always stood out to me. It amazes me that they just so happened to have picked a place that had a damn gas station that was foul of the "runway", which is probably one of the worst possible things they could have hit. Had they not hit it, I think this flight would have seen minimal injury. That's just horrible luck...
Hmm A DC-9 in the 70s, in a storm....dual flame out. Yep. Been there; done that! Happily my experience was at altitude in rain, not hail. The flight crew nosed her over, kept airspeed and re-lit the flame before the ground came up to smite us. (It did look like it was coming up damn fast. And close!) But I have a really good idea how the passengers felt when the engine sounds vanished. Lots of underwear need changing on my flight! Unfortunately there was even worse to come for these poor folks. When the gear touched the road, they probably felt relief at dodging the bullet. But no....so sad. RIP for those lost..........
@@potat19 Well if you realize that this was about 45 years and I am now an Old Coot with BidenBrain..... Then I can give it a try... A Hughes Airworst outta San Jose. In our climb out headed for Phoenix via Las Vegas. Arriving as they were about to close the doors (as usual), my business buddies and I were seated in the very back next to the starboard engine. Climbing through the dense clouds We hit the heavy rain as we circled to the east. And it was HEAVY rain. All of a sudden, the heterodyne note of the engines went away and our starboard engine flamed out. Next to ME. Much of the chatter died out! Within about a minute the port engine followed his pal. TOTAL SILENCE. Of the engines and of the cabin. I think that most of us - like me - were stunned. We were almost all business travelers. The silence continued as we nosed over and began the shallow dive. My first thoughts were that we would glide back to San Jose. When we broke the clouds. I could see that we were unlikely to make the airport. (My business travel took me in/out of there often.) That's when the AW SHIT hit my brain. Yeah I was scared. After what seemed an eternity, the pilot(s) relit the flame and you could heard dozens of breaths being released!!! We waited for the captain to explain....total lack of communication - for the entire flight to Phoenix..... There was a funny moment though. Several rows ahead of us were three engineers from AirResearch. They begin talking, somewhat loudly, about all of the ways that a jet engine can fail. More TOTAL SILENCE spread out in a wave from the Aholes. Finally after a couple of minutes of this sheeeet, a guy in the row directly ahead of them turned around and said in a LOUD, command voice "SHUT THE F---- UP!!!" There was much literal applause..... Flew a lot after that for business, including to Europe. And personal outta the country. Even a wonderful trip "Down Under" with my recent bride. After the scare I learned more about jet engines and flame out. Generally, at altitude it would be not a disaster as crews trained to relite - assuming the engines were not damaged. Now that's a way different story. Nowadays as an octogenarian, with many medical issues I am pretty much a homebody and doctor bound (in my truck, not aircraft!).
The way you produce these, along with your narration (calming voice, without much overreacting. Ummm as in, it isn't hyperanimated speech) makes for so much more effective and engaging mini documentaries. When you mentioned... that due to the scope limitations of the on-board radar... they flew straight in INTO the hailstorm... my heart sank. And then the second instance when your team had the on-screen animation of them first turning back... then reversing the decision and going back 180°. Literally a shiver ran through my body. (I was sadly unaware of the details of the incident and felt like... they wouldn't make it.) . While our heart goes out to the souls of those departed and their near-dear ones... it fills me with a strange sense of reassurance in how resilient and resourceful our species is. I cannot even fathom, how I would have reacted or acted.. had I been the cockpit crew. . That the nearest airfields weren't timely considered or the Cornelius Moore airfield (now Polk County airport) did not at all got considered... makes us wonder if the outcome would have been less fatal, had that landing on the airports worked out! . Hope you have peaceful and relaxing holidays in London. Wishes for you to continue your craft of AV film making. *_Please do consider having closed captioning options added to these excellent mini documentaries_* as it would surely help non native English speakers too to be more engaged and for specific terms or names to be better understood. 🤍👌🏽💙👍🏼🙂.
Off topic, Chloe Howie is so sweet! I just subscribed to that channel too. I love that you opened up and shared your beautiful transition. You would make a great friend. You're so so sweet♥️♥️♥️♥️
Mate, I'm really enjoying these short series you are producing. As a former military aircraft tech they are informative and deeply interesting. I have binger watched all of your content and am looking forward to more.
For Aviation I would say can you do Trans Colorado - 2286. (Also known as Continental Express 2286) was an accident Ive scoured over TH-cam there is nothing, but the Wiki page means something with the pilots having some history. For Railroads: Cajon Pass is similar to the Morpeth Curve except, it's in the San Gabriel Mountains in the Western US in the state of California with a 2.2% grade. It had a total of 2 fatal accidents, 1 Non-fatal accident, 3 collisions / derailments in the late 1980's to Mid-Late 90's in 1989, 1994 and 1996 and 2 incidents in the 2010's not having deaths. It's on the Wiki page but more info in on the internet
@@Powerranger-le4up Even More Baffling was both pilots having a history. As the First Officer according to the Wiki page had a history of Alcohol Abuse. This is an accident the first of its kind to involve alcohol and drug usage. Even so. The Captain had a reputation of making it on time regardless of how late they are behind. Note: The First Officer Ralph Harvey on the day of the crash did test negative for any alcohol usage in his urine and blood Pilots were Captain Stephen S. Silver and First officer Ralph Harvey
To be honest, the DC 9 was more of a small mainline airframe rather than a "regional jet". Its direct successors, the MD88, MD90, and Boeing 717 were more in the mainline jet category than a CRJ or ERJ.
@@57Jimmy - Common industry terminology referring to what levels (markets if you will) where the equipment is generally used. There’s not a firm distinction, and it is also blurred by time, as modern “regional jets” are equivalent to what was once considered mainline equipment. Back in that era, carriers like Southern and Ozark weren’t really considered “regional carriers” in the context of the term today - though they arguably served somewhat similar markets. Thus the DC-9 has generally always been viewed as a “mainline” airframe, given that it was operated by mainline carriers such as Northwest and Delta (and many others), as opposed to modern regional carriers which evolved to be primarily feeders for their mainline codeshares ( and in turn, the equipment they typically operate).
Is it just me or does it seem that many disasters happen on the last flight? The Hudson landing is one that comes to mind. That was their last flight of a four day leg. There was another air crash on someone’s second to last flight before retirement. Odd stuff.
@@antorseax9492 or it could be a lapse of concentration as you think ‘I’m nearly finishedz’ so you’re not paying as close attention as you would normally would.
Aeroperu 603 a B 757 Disaster Breakdown has done was on the final leg but no not always Delta 191 happened on the first leg of the journey and Northwest 255 was the 2nd leg of the journey and Air Florida 90 was on the 1st leg as well to add
Great video. I like that you have some disaster averted videos and kept thinking perhaps this would be another. So close and it seems CRM was a factor here. First officer very familiar with that airport that likely made the most sense but they lacked the altitude to get back to it after being plagued by likely the captain’s indecision regarding where to put er down.
I had no idea there was a crash this close to home for me. Its weird to think about a plane trying to land on one of the roads in Atlanta. So frustrating how close this could have been to survivable too
the road was too narrow, so it may have exploded from the wings hitting the trees. But for a moment, the landing was fine, and may have turned out better if that gas station wasn't there.
@@OwlRTA I've noticed for some reason in the southeastern US, they don't always have wide ditches or much clearance between the trees and the roads. In other parts of the US they cut the trees down near the roads to prevent crashing cars from running into them and killing everybody.
@@OwlRTA im ignorent about this topic but isn't the best way to deal with emergency of this type is for the aircraft to send an emergency signal and which ever airport is near it should start to communicate with them? and I completely understand why they spoke with the watch tower at the airport which they were supposed to land
@@Khalid-np6eo - Many airports are uncontrolled and have no one there to talk to. Modern avionics can quickly display all suitable nearby airports to crews, but that technology did not exist at that time.
I love your channel but I did freak out on a flight last week when I heard a cockpit alert - then I remembered it was autopilot disconnect for landing. Keep up the good work.
To put a slightly finer point on one aspect: At 5:30 in the video discusses the radar. First, airborne weather radar does NOT reflect off of clouds! The particles which make up clouds are far too small to be detected by these radar systems. What the radar energy does reflect off of are (primarily) raindrops and other forms of precipitation. Different types of precipitation have different reflectivities, thus the amount of energy returned to the radar is impacted by both the type AND intensity of the precipitation. The radar energy is also partially absorbed and dispersed by various phenomena, including the atmosphere itself, but much more significantly by precipitation. The term more commonly used for this is is attenuation, meaning not all of the radar energy is available to be reflected back to the antenna. Atmospheric attenuation is predictable and accounted for in radar design, but precipitation attenuation is a more difficult issue to resolve. The signal can also be attenuated by other factors such as water or ice on the radome, or even excessive amounts of paint on the radome. Compounding these factors was the fact that the older radars of this generation were monochromatic, they depicted different intensities of precipitation with different levels of brightness, but these different brightness levels could be difficult to distinguish. It is believed that Southern 242 encountered extreme attenuation, to the degree the display may have indicated to the pilots that the area they were flying into was a thin area of relatively light precipitation, when in fact it was the worst part of the storm. The crew did the best they could with the information they had, but unfortunately for many years much of the training that crews received on radar was informally passed along, and not all of it was completely accurate or insightful. Thankfully both radar technology and training has improved significantly over the years, as has our understanding of convective weather and its associated hazards.
Southern Airways Flight 932 happened 7 years prior to this crash, killing most of the Marshall University football team in Huntington, West Virginia. The movie We Are Marshall tells the whole story, for those interested.
"You see, the way the radar worked in this case was the radar would beam out some radio waves." Boy, if there's any flies on you, they must be paying rent.
But could they have even landed on a small airfield like Polk County (or Cornelius Moore)? I mean without engines they would not have had reverse thrust, right? I have no idea how much this increases the required length of landing strip, but I'd imagine it would be substantial...
I knew about Cartsville, but I hadn't known about Polk County airfield. It's just isn't possible for the pilots to know about all these airfields, but I always felt it was insane that, just because of the edge of the controlled area by the tower, that the tower didn't know about them. I REALLY hope that now we are in a far more technical age, any tower can with a swift instant look, find ANY nearby airport, including the very nearest. I must have been a stressful time in the cockpit regardless!
I would say in hindsight that this crash was influenced much more by indecision than the storm. The pilots switched around between multiple directions, and didn't consider the best option in their current direction each time they switched. Obviously, the situation could've been avoided with better weather forecasting, but given the tech available at the time, they still could've saved it. Once again, all of this is hindsight. I am sure it would've been incredibly stressful for the pilots in the moment and really hard to make the right decision.
As tragic as this is, I couldn't help but chuckle at 0:57 . You're talking about the American South, but you've chosen a video clip of Deadwood, South Dakota. For folks outside the US, despite the name, South Dakota is actually a rather northerly state. Deadwood is at roughly the same latitude as Montreal, Canada. Just a tiny bit of confusion, easily made for those not aware of US geography (which honestly includes quite a few US residents).
7:27 That's incorrect. The rain and hail overloaded the engines, causing the generators to cut out for 36 seconds. That's what Keele was referring to when he said they "got it back." That occurred when the plane dropped from 15,000 to 14,000 just _before_ the conversation with ATC played earlier. The engines failed during that conversation.
I had heard that the compressor surge bleed valves failed to unload the compressor and as a result the compressor experienced compressor stall which was exasperated by them adding thrust to try to climb back to their assigned altitude. The stalls then tore up the engines which resulted in dual engine flameout.
The heroism of most airline pilots in such intense situations stems from their ability to focus and keep their wits about them, even in the midst of horrible odds of survival.
It's funny you mention the development of the DC-9 family, I have such drastically different feelings about the different versions. The old Northwest DC-9s had character, American's MD-80s were absolutely detestable, awful planes to fly on, but I also loved Air Tran's 717s every time I flew them. I like American's other planes, but those MDs were just miserable. Groaned every time I walked up to the gate and saw one.
It must have been terrifying in the passenger cabin with hail beating against the plane and what must have been extreme turbulence. It's a wonder anybody survived at all.
That TACA pilot had just one eye! How he had or kept his ATPL just with one eye is beyond me, but he made a better forced landing with one eye than many others would do with two or three!
I distinctly recall reading at the time, it may have been in the Atlanta Constitution, that the pilots shut down the second engine to preserve it from the hail, and were unable to restart it. I don’t see any mention of this in any of the documentaries though. I’ll update this comment if I can locate the article as it now bugs me.
I read the NTSB report, and no, they definitely didn't shut it down. They reported their first engine out, then the first officer said, "My #, the other engine's going down to, #" (# means "nonpertinent word", i.e., swearing. C'mon, it was 1977.) Engine 2 just died like engine 1 had. See page 22 of appendix D in the NTSB report (online at www.ntsb.gov/investigations/AccidentReports/Reports/AAR7803.pdf.
what about LANSA flight 508? Pretty much the most famous example of a weather-caused crash after the L-188A had its wings exploded by lightning. There was one survivor and movies have been made about that flight.
This accident is always tragic to listen to. The pilots fought so hard to save their passengers and nearly pulled it off. Had they successfully landed, the way people viewed aviation would have completely changed. Total engine failure was seen as an unsurvivable scenario. No jet powered airliner at this point had ever successfully landed with no engines and had everyone on board survive. The pilots came so close to proving it was possible but lost it all at the last minute, causing this accident to be another example to the aviation industry of how total engine failure was unsurvivable. It wouldn't be until 6 years later that the world would be shown that total engine failure was survivable when Air Canada 143 performed the first successful emergency landing of a jet powered airliner with no engines, changing the aviation industry forever. Even though these pilots were unable to succeed, they still fought their hardest in a scenario that they had not been trained for, regardless of the lost lives, these pilots are heroes for that.
Flight 242 was the accident that has shown once and for all that landing a jetliner on a highway is an extremely bad idea even in absolute emergency. Compare this to the Scandinavian MD-80 or Varig 254 that both crash landed in a forest with little to no victims. Today it's taught not to attempt a highway landing in such planes. For say a Piper Archer it's still a good option though, while forest is the worse one.
I think the pilots made a mistake by landing on narrow road I think a field would have been a better option. The engines could have been restored to running (before thay tore themselves to pieces) but at the time most companies didn't train pilots how to do this.
So since you brought it up, when do we get tornado videos then..? That tornado you mentioned as the worst of the outbreak was an F-5 rated tornado that was northwest of Birmingham, AL. Not the first or last violent F/EF-3+ tornado in that area, looking at you 1998, though you have to go back three years from the time of the 1977 crash for, at the time, the worst tornadoes in state history. Then 2011 happened and blew the records out of the water. Also worth pointing out there has been at least one plane that flew into a tornado, an NLM Cityhopper flight. Also, also, I've been hunting down the transcript/recording of the STL tower spotting the infamous tornado in the mid/late 2000s, that I can't find it.
I actually had a conversation with myself about how I wanted to see a revival of jets similar to the DC-9 due to the success, and then Chloe uploads this video haha. I also strongly remember the Southern Airways tragedy from 1970, I was adamant about seeing the movie that was inspired by the tragedy.
To London? Your commmentary,, is always very well research, but your English speech is a lot better than many English born verbal delivery. Certainly much easier to understand than most U.S. influenced English. While still visiting London, I would highly recommend that you attempt to contact another very talented TH-cam video author, who has a channel specialising in transport. He is a London Black Cab (or taxi) owner driver who, apart from being in a very difficult & specialised industry which is one of those iconic London images. It is is impossible to work in this profession, if you haven’t attained ‘The Knowledge’ which may take up to 3 or 4 years learning about London, before you can gain a green badge certificate - mandatory for attain this qualification before you are entitled to drive a London taxi. His Chanel is called Tom the London Taxi Driver, or similar. Tom also is available for London history drives - I intend, or hope to take an excursion with him next time I visit London.
In the beginning was the Word, and the Word was with God, and the Word was God. 2He was with God in the beginning. 3Through him all things were made; without him nothing was made that has been made. (John 1:1-3)
Please stop giving out false information the APU is a small fan that drops out the bottom of planes and uses no fuel otherwise what happens when the plane runs out of fuel just no flight controls? That hole at the back of planes is so that the pressure in doesn't explode ear drums
What you are describing is a RAT, or ram air turbine, which has a small wind driven generator and hydraulic pump. An APU is entirely internal and is used not only for emergencies, it's also used to start the engines, charge batteries and run the air conditioning packs on the ground. The "hole in the tail" IS the APU exhaust, and the cabin pressure release valves are usually on the lower side of the tail. You should brush up on your aircraft knowledge before casting shade on others.
What Juan Carlos said - you clearly know nothing of what you speak. Further the DC-9’s primary flight controls are mechanical - there is no need for a RAT on that aircraft. As for the outflow valve, IIRC on the DC-9 that is on the left aft fuselage, below and toward the front of the #1 engine.
![ไลฟ์สุ่ม iPhone 295 บาท... โกงมั้ย?[ โกงมั้ยครับ ep.97 ] | DOM](http://i.ytimg.com/vi/gdstHEE4UUE/mqdefault.jpg)
In remembrance to the victims:
Captain William Wade McKenzie, 54
First Officer Lyman Woods Keele Jr., 34
Howard Wayne Abercrombie, 20
Walter Hite Amick Jr., 30
Marvin Oscar Berglin, 68
Glenn Foster Bradley, 52
Bobby G. Cameron, 41
Edwin N. Cobb, 37
Tommy Joe Coe, 34
Wesley Ray Corrick, 47
Gordon Burnett Coley, 33
Robert North Cummer, 60
Boyden Elmer Davis Jr.
Frank Dawson
Patricia Dawson
Clifton Charles Durham
James Addison Forte, 34
Robert M. Furniss Jr., 53
Joseph David Giles, 29
Karen Lynn Jewell Giles, 27
Harry C. Gordon, 26
William Frederick Goubeaud Jr., 26
Earl Clifton Griffin Jr., 45
Emily Anne Griffin, 46
Cecil Griffith
Bruce Groth, 30
William Victor Gudaitis, 52
Herman Galey Hamby, 49
William Clifford Haverkamp Jr., 33
Charlene Yvonne Havisto, 26
Horrace Kevin Hay, 22
Joseph Patrick Heckl, 38
Leo F. Horner Sr., 51
Philip Anthony Inzina. 51
Earl Dean Johnson, 28
Bevil J. Killgore, 51
Homer M. Kitts, 61
Thomas Monroe Mazingo, 57
Herman Wesley McClure, 51
Alton Vaughn Mobley, 51
Corinne S. Morton, 60
Masaru Ori
Irwin Earl Perlin, 65
William Julian Perryman, 65
Ivan Drezel Potts Jr., 44
Richard Povinelli, 39
James A. Power, 40
William Michael Reeves
Kelsie Aubra Rogers, 42
Edward Francis Rossler, 35
Robert Michael Sanders
Phillip Randolph Sherrill, 35
Joseph Smith
Romie L. Smith, 43
Annette Snell, 32
Mary Susan Drugger Tarbox, 50
Milford Dwayne Waldrep, 26
John Walker
Bryon D. Wicksell, 33
Barbara Ann Benke Wicksell, 27
George Duncan Wilkinson, 50
Michael Lewis Williams
James W. Williamson, 29
And those on the ground:
Kathy Griffin Carter, 18
Jeffrey Richard Carter, 5 months
Berlie Mae Bell Craton, 70
Edna Griffin Gamel, 23
Courtney A. Gamel, 11 months
John T. Gamel, 5
Larry Allen Griffin Jr., 6 months
Edith Faye Robinson Griffin, 22
Ernest L. Prewett, 66
And to the lucky ones who survived:
Flight Attendant Sandy P. Ward
Flight Attendant Anne T. Lemoine, 26
Edward R. Brock
Bernard Bryan, 45
Jerry W. Causey, 35
Clavin H. Childress, 51
Frederick L. Clemens, 18
Lee S. Collier
Richard William Darby, 27
Don Foster, 38
Sally Furniss, 37
Leland C. Lavender
Jeffrey C. Magnell, 20
James L. Philips Jr., 31
Lee Quick, 40
Robert F. Reams
Ronald Seamon, 29
Amy L. Sebastian
Warren Sindorf, 62
John Tielking
David Anthony Twist
Richard Zeleznok
actually incredible how many people survived. thanks for this dude.
I was glad that at least no children seemed to be in the aircraft. Then there are the ground casualties...
Air Crash Investigation revealed that Don Foster was able to survive because he kind of made a nest for himself with his jacket, luggage, and a blanket.
Flight attendant Cathy Lemoine-Cooper who contributed much to the crash documentaries passed away June 12, 2020.
@@Powerranger-le4upThat was actually quite a genius decision on his part. In fact, today, it's now routine that during emergency landings, flight attendants hand out blankets and pillows to passengers to soften the impact of emergency landings.
This crash happened a few miles from my home. I went to the town and viewed the crash site as well as the memorial. When you look at the stretch of highway, it's amazing that they were able to set it down at all. And it's even more impressive that there were survivors.
I'm a Georgian myself (Colquitt County here) I've always wanted to visit the memorial and pay my respects
I’m a new transplant to the Atlanta area and I’d never heard of this crash. Definitely would like to see that memorial as well!
Yeah I live like 20 min from where this happened. My brother use to live like 10 min or less from the site . I have driven through a few times but have never stopped to see the memorial. Didn’t know there was one.
These pilots were heroic. They didnt know what they flew throrugh but came so close to saving everyone giving their lives to do so
As I recall they received inadequate weather reports, from their preflight briefings through everything they heard from ATC. Nothing they got would lead them to believe the storm was that big or powerful. But then ATC radar was really terrible, and it's easy to understand if they were always a bit cautious in their reporting.
They gave it everything they had, and I agree it's sad how close they came to a safe landing and couldn't. The CVR transcript shows their courage and their drive to do their job until the end under terrifying and insane conditions. They flew the plane the best anybody could, and they kept flying it until it was on the ground. I mean yeah, heroic.
I'm actually really glad (for lack of a better word) that a video was done on this incident. Southern Airways Flight 242 was always one of those accidents that stood out to me, in that it took numerous factors to come together to cause this, as is the case with any accident, but the fact that the pilots really tried their best to prevent this accident and save their plane is definitely praiseworthy. To those who survived, the family of those who died, continue to stay strong. And keep up the good work @DisasterBreakdown. Always looking forward to your videos every Saturday.
Any pilot will do their best to save their plane, otherwise they don't belong in the cockpit. These pilots were just doing their job, I don't see anything extraordinary really.
@@bigballz4u their job is extraordinary by definition then
There were videos about this already. One of them was actually on tv . Seconds from disaster maybe? Or another show about aircraft crashes I can’t remember. But all pilots do the best they can to save their aircraft. They don’t wanna die either.
@@derekrohan9619 yeah Mayday. But sometimes they do want to die. Germanwings flight 9525?
@@leon6777 Basically, yeah, but I one thing I could add to that is that airline pilots, who are put in rare situations and land safely, aren't necessarily master pilots, but lucky pilots, because they come out on top in situations that they happened to have prior training for in proper procedures for those events.
On the contrary, the term 'pilot error' is somewhat a misnomer, because crashes found to be due to pilot error are often the result of poor training, and when dangerous situations arise, the pilots are doomed because they had bad luck.
They almost pulled it off but the plane wing hit that telephone pole.
That damn pole came outta nowhere !! 😁
Poor guys :/
Man that's a bummer he caught the gas station with the wing... They were so close to pulling It off.
Chloe, I’ve been watching your videos for a while now. Today has been one of the hardest days of my life and, believe it or not, hearing your calm voice at the end of it brought me so much comfort. Thank you for that. I always appreciate your content, and tonight, I watch your video in honor of my father, who made his career in the aviation industry keeping people safe on aircraft. Stay well, Chloe.
Chloe ? Wait this dudes a woman ?
@@Gus1966-c9o if you go look on her other channel she made a video about being transgender
@@michaelasouth5634 thats so coooll
I have to say your videos are always fantastic, but at the end explaining how planes evolve just brings it too a new level. Thanks heaps.
This storm system was responsible for the F5 tornado earlier that day in Smithfield (North of Birmingham, AL). Dr. Ted Fujita strongly considered labeling that tornado an F6 due to the destruction it produced.
This accident always stood out to me. It amazes me that they just so happened to have picked a place that had a damn gas station that was foul of the "runway", which is probably one of the worst possible things they could have hit. Had they not hit it, I think this flight would have seen minimal injury. That's just horrible luck...
Congratulations on 100K! I appreciate all of your hard work to make these interesting, educational videos.
Hmm A DC-9 in the 70s, in a storm....dual flame out.
Yep. Been there; done that! Happily my experience was at altitude in rain, not hail.
The flight crew nosed her over, kept airspeed and re-lit the flame before the ground
came up to smite us. (It did look like it was coming up damn fast. And close!)
But I have a really good idea how the passengers felt when the engine sounds vanished.
Lots of underwear need changing on my flight!
Unfortunately there was even worse to come for these poor folks.
When the gear touched the road, they probably felt relief at dodging the bullet.
But no....so sad.
RIP for those lost..........
Hey! I’m interested in your story. What crossed your mind at that moment? Did you have a fear of getting on planes after that?
Much love 🤍
@@potat19 Well if you realize that this was about 45 years and I am now
an Old Coot with BidenBrain..... Then I can give it a try...
A Hughes Airworst outta San Jose. In our climb out headed for Phoenix via
Las Vegas. Arriving as they were about to close the doors (as usual), my
business buddies and I were seated in the very back next to the
starboard engine. Climbing through the dense clouds We hit the heavy
rain as we circled to the east. And it was HEAVY rain.
All of a sudden, the heterodyne note of the engines went away and our
starboard engine flamed out. Next to ME. Much of the chatter died out!
Within about a minute the port engine followed his pal.
TOTAL SILENCE. Of the engines and of the cabin.
I think that most of us - like me - were stunned. We were almost all business
travelers.
The silence continued as we nosed over and began the shallow dive. My
first thoughts were that we would glide back to San Jose. When we
broke the clouds. I could see that we were unlikely to make the airport.
(My business travel took me in/out of there often.) That's when the AW SHIT
hit my brain. Yeah I was scared. After what seemed an eternity, the pilot(s)
relit the flame and you could heard dozens of breaths being released!!!
We waited for the captain to explain....total lack of communication - for
the entire flight to Phoenix.....
There was a funny moment though. Several rows ahead of us were three
engineers from AirResearch. They begin talking, somewhat loudly, about
all of the ways that a jet engine can fail. More TOTAL SILENCE spread out
in a wave from the Aholes. Finally after a couple of minutes of this sheeeet,
a guy in the row directly ahead of them turned around and said in a LOUD,
command voice "SHUT THE F---- UP!!!" There was much literal applause.....
Flew a lot after that for business, including to Europe. And personal outta the country. Even a wonderful trip "Down Under" with my recent bride.
After the scare I learned more about jet engines and flame out. Generally,
at altitude it would be not a disaster as crews trained to relite - assuming
the engines were not damaged. Now that's a way different story.
Nowadays as an octogenarian, with many medical issues I am pretty much
a homebody and doctor bound (in my truck, not aircraft!).
TACA 110 and its one-eyed pilot is such an amazing story of airmanship. Love seeing it get a mention on the channel!
Please keep making subtitles for your videos! I love your channel because of the quality and the consistency of including subtitles :)
The way you produce these, along with your narration (calming voice, without much overreacting. Ummm as in, it isn't hyperanimated speech) makes for so much more effective and engaging mini documentaries.
When you mentioned... that due to the scope limitations of the on-board radar... they flew straight in INTO the hailstorm... my heart sank.
And then the second instance when your team had the on-screen animation of them first turning back... then reversing the decision and going back 180°.
Literally a shiver ran through my body. (I was sadly unaware of the details of the incident and felt like... they wouldn't make it.)
.
While our heart goes out to the souls of those departed and their near-dear ones... it fills me with a strange sense of reassurance in how resilient and resourceful our species is.
I cannot even fathom, how I would have reacted or acted.. had I been the cockpit crew.
.
That the nearest airfields weren't timely considered or the Cornelius Moore airfield (now Polk County airport) did not at all got considered... makes us wonder if the outcome would have been less fatal, had that landing on the airports worked out!
.
Hope you have peaceful and relaxing holidays in London.
Wishes for you to continue your craft of AV film making.
*_Please do consider having closed captioning options added to these excellent mini documentaries_* as it would surely help non native English speakers too to be more engaged and for specific terms or names to be better understood.
🤍👌🏽💙👍🏼🙂.
Click on the CC tab to get Closed Captioning.
RIP
To the 63 passengers and crew of Southern Airways Flight 242 and the nine people on the ground
Grats on 100k. Very much deserved. Have a good time on your trip!
Off topic, Chloe Howie is so sweet! I just subscribed to that channel too. I love that you opened up and shared your beautiful transition. You would make a great friend. You're so so sweet♥️♥️♥️♥️
Mate, I'm really enjoying these short series you are producing. As a former military aircraft tech they are informative and deeply interesting. I have binger watched all of your content and am looking forward to more.
The Southeastern US can have some of the worst weather in the country.
For sure
And unpredictable.
For Aviation I would say can you do Trans Colorado - 2286. (Also known as Continental Express 2286) was an accident Ive scoured over TH-cam there is nothing, but the Wiki page means something with the pilots having some history.
For Railroads: Cajon Pass is similar to the Morpeth Curve except, it's in the San Gabriel Mountains in the Western US in the state of California with a 2.2% grade. It had a total of 2 fatal accidents, 1 Non-fatal accident, 3 collisions / derailments in the late 1980's to Mid-Late 90's in 1989, 1994 and 1996 and 2 incidents in the 2010's not having deaths. It's on the Wiki page but more info in on the internet
That’s a good idea. What the captain did the night before was a shock for me.
@@Powerranger-le4up Even More Baffling was both pilots having a history. As the First Officer according to the Wiki page had a history of Alcohol Abuse. This is an accident the first of its kind to involve alcohol and drug usage. Even so. The Captain had a reputation of making it on time regardless of how late they are behind.
Note: The First Officer Ralph Harvey on the day of the crash did test negative for any alcohol usage in his urine and blood
Pilots were Captain Stephen S. Silver and First officer Ralph Harvey
Mini air crash investigation just posted a piece on the trans Colorado accident
To be honest, the DC 9 was more of a small mainline airframe rather than a "regional jet". Its direct successors, the MD88, MD90, and Boeing 717 were more in the mainline jet category than a CRJ or ERJ.
Hmm. First I’ve heard of a mainline frame. How does it differ from a regional jet?
@@57Jimmy - Common industry terminology referring to what levels (markets if you will) where the equipment is generally used. There’s not a firm distinction, and it is also blurred by time, as modern “regional jets” are equivalent to what was once considered mainline equipment. Back in that era, carriers like Southern and Ozark weren’t really considered “regional carriers” in the context of the term today - though they arguably served somewhat similar markets. Thus the DC-9 has generally always been viewed as a “mainline” airframe, given that it was operated by mainline carriers such as Northwest and Delta (and many others), as opposed to modern regional carriers which evolved to be primarily feeders for their mainline codeshares ( and in turn, the equipment they typically operate).
Is it just me or does it seem that many disasters happen on the last flight? The Hudson landing is one that comes to mind. That was their last flight of a four day leg. There was another air crash on someone’s second to last flight before retirement. Odd stuff.
I reckon that's confirmation bias
@@antorseax9492 agreed
@@antorseax9492 or it could be a lapse of concentration as you think ‘I’m nearly finishedz’ so you’re not paying as close attention as you would normally would.
Aeroperu 603 a B 757 Disaster Breakdown has done was on the final leg but no not always Delta 191 happened on the first leg of the journey and Northwest 255 was the 2nd leg of the journey and Air Florida 90 was on the 1st leg as well to add
@@xr6lad I remember saying that crashes never happen in the last leg(!)
Great video. I like that you have some disaster averted videos and kept thinking perhaps this would be another. So close and it seems CRM was a factor here. First officer very familiar with that airport that likely made the most sense but they lacked the altitude to get back to it after being plagued by likely the captain’s indecision regarding where to put er down.
I had no idea there was a crash this close to home for me. Its weird to think about a plane trying to land on one of the roads in Atlanta. So frustrating how close this could have been to survivable too
It was survivable genius, that's why 22 people SURVIVED!!
@@emano1159 my dude, obviously. I meant survivable as in "75% of the passengers weren't killed and the plane wasn't turned into confetti"
great video, as always! hope you're enjoying your holiday!
Wait so is the gas station the only thing that caused the explosion? Could they have actually landed the plane if it wasn't there?
the road was too narrow, so it may have exploded from the wings hitting the trees. But for a moment, the landing was fine, and may have turned out better if that gas station wasn't there.
@@OwlRTA I've noticed for some reason in the southeastern US, they don't always have wide ditches or much clearance between the trees and the roads. In other parts of the US they cut the trees down near the roads to prevent crashing cars from running into them and killing everybody.
can we talk about why atc failed to notice a 3rd airport?
Out of their radar range
it was just outside of their range. Their maps didn't have it.
@@OwlRTA im ignorent about this topic but isn't the best way to deal with emergency of this type is for the aircraft to send an emergency signal and which ever airport is near it should start to communicate with them? and I completely understand why they spoke with the watch tower at the airport which they were supposed to land
@@Khalid-np6eo - Many airports are uncontrolled and have no one there to talk to. Modern avionics can quickly display all suitable nearby airports to crews, but that technology did not exist at that time.
I love your channel but I did freak out on a flight last week when I heard a cockpit alert - then I remembered it was autopilot disconnect for landing. Keep up the good work.
To put a slightly finer point on one aspect: At 5:30 in the video discusses the radar. First, airborne weather radar does NOT reflect off of clouds! The particles which make up clouds are far too small to be detected by these radar systems. What the radar energy does reflect off of are (primarily) raindrops and other forms of precipitation. Different types of precipitation have different reflectivities, thus the amount of energy returned to the radar is impacted by both the type AND intensity of the precipitation.
The radar energy is also partially absorbed and dispersed by various phenomena, including the atmosphere itself, but much more significantly by precipitation. The term more commonly used for this is is attenuation, meaning not all of the radar energy is available to be reflected back to the antenna. Atmospheric attenuation is predictable and accounted for in radar design, but precipitation attenuation is a more difficult issue to resolve.
The signal can also be attenuated by other factors such as water or ice on the radome, or even excessive amounts of paint on the radome.
Compounding these factors was the fact that the older radars of this generation were monochromatic, they depicted different intensities of precipitation with different levels of brightness, but these different brightness levels could be difficult to distinguish.
It is believed that Southern 242 encountered extreme attenuation, to the degree the display may have indicated to the pilots that the area they were flying into was a thin area of relatively light precipitation, when in fact it was the worst part of the storm. The crew did the best they could with the information they had, but unfortunately for many years much of the training that crews received on radar was informally passed along, and not all of it was completely accurate or insightful.
Thankfully both radar technology and training has improved significantly over the years, as has our understanding of convective weather and its associated hazards.
Horrible crash. RIP to the victims.
Southern Airways Flight 932 happened 7 years prior to this crash, killing most of the Marshall University football team in Huntington, West Virginia. The movie We Are Marshall tells the whole story, for those interested.
Very good video! Thanks!
These videos give me such an intense anxiety. They legitimately scare me. But I’m always here, every Saturday morning!
"You see, the way the radar worked in this case was the radar would beam out some radio waves." Boy, if there's any flies on you, they must be paying rent.
I Love The Dc-9
Do the KLM tornado incident
Have a good holiday, This is from the US Midwest where those storms live
I drive through New Hope every day to get to college, Jesus this is scary knowing it happens so close to home
But could they have even landed on a small airfield like Polk County (or Cornelius Moore)? I mean without engines they would not have had reverse thrust, right? I have no idea how much this increases the required length of landing strip, but I'd imagine it would be substantial...
I knew about Cartsville, but I hadn't known about Polk County airfield. It's just isn't possible for the pilots to know about all these airfields, but I always felt it was insane that, just because of the edge of the controlled area by the tower, that the tower didn't know about them. I REALLY hope that now we are in a far more technical age, any tower can with a swift instant look, find ANY nearby airport, including the very nearest. I must have been a stressful time in the cockpit regardless!
Unfortunately, the pilots and ATC weren't aware of Polk County because it was out of the radar range of Atlanta.
I would say in hindsight that this crash was influenced much more by indecision than the storm. The pilots switched around between multiple directions, and didn't consider the best option in their current direction each time they switched. Obviously, the situation could've been avoided with better weather forecasting, but given the tech available at the time, they still could've saved it. Once again, all of this is hindsight. I am sure it would've been incredibly stressful for the pilots in the moment and really hard to make the right decision.
As tragic as this is, I couldn't help but chuckle at 0:57 . You're talking about the American South, but you've chosen a video clip of Deadwood, South Dakota. For folks outside the US, despite the name, South Dakota is actually a rather northerly state. Deadwood is at roughly the same latitude as Montreal, Canada. Just a tiny bit of confusion, easily made for those not aware of US geography (which honestly includes quite a few US residents).
Well done
Love Youre Videos
Sounds crazy to me that there was flight between Muscle Shoals and Huntsville (100km trip)
7:27 That's incorrect. The rain and hail overloaded the engines, causing the generators to cut out for 36 seconds. That's what Keele was referring to when he said they "got it back." That occurred when the plane dropped from 15,000 to 14,000 just _before_ the conversation with ATC played earlier. The engines failed during that conversation.
I had heard that the compressor surge bleed valves failed to unload the compressor and as a result the compressor experienced compressor stall which was exasperated by them adding thrust to try to climb back to their assigned altitude. The stalls then tore up the engines which resulted in dual engine flameout.
The heroism of most airline pilots in such intense situations stems from their ability to focus and keep their wits about them, even in the midst of horrible odds of survival.
Visual mention of JAT 🙏
It's funny you mention the development of the DC-9 family, I have such drastically different feelings about the different versions. The old Northwest DC-9s had character, American's MD-80s were absolutely detestable, awful planes to fly on, but I also loved Air Tran's 717s every time I flew them. I like American's other planes, but those MDs were just miserable. Groaned every time I walked up to the gate and saw one.
It must have been terrifying in the passenger cabin with hail beating against the plane and what must have been extreme turbulence. It's a wonder anybody survived at all.
That TACA pilot had just one eye! How he had or kept his ATPL just with one eye is beyond me, but he made a better forced landing with one eye than many others would do with two or three!
I distinctly recall reading at the time, it may have been in the Atlanta Constitution, that the pilots shut down the second engine to preserve it from the hail, and were unable to restart it. I don’t see any mention of this in any of the documentaries though. I’ll update this comment if I can locate the article as it now bugs me.
I read the NTSB report, and no, they definitely didn't shut it down. They reported their first engine out, then the first officer said, "My #, the other engine's going down to, #" (# means "nonpertinent word", i.e., swearing. C'mon, it was 1977.) Engine 2 just died like engine 1 had. See page 22 of appendix D in the NTSB report (online at www.ntsb.gov/investigations/AccidentReports/Reports/AAR7803.pdf.
what about LANSA flight 508? Pretty much the most famous example of a weather-caused crash after the L-188A had its wings exploded by lightning. There was one survivor and movies have been made about that flight.
This accident is always tragic to listen to. The pilots fought so hard to save their passengers and nearly pulled it off. Had they successfully landed, the way people viewed aviation would have completely changed. Total engine failure was seen as an unsurvivable scenario. No jet powered airliner at this point had ever successfully landed with no engines and had everyone on board survive. The pilots came so close to proving it was possible but lost it all at the last minute, causing this accident to be another example to the aviation industry of how total engine failure was unsurvivable. It wouldn't be until 6 years later that the world would be shown that total engine failure was survivable when Air Canada 143 performed the first successful emergency landing of a jet powered airliner with no engines, changing the aviation industry forever. Even though these pilots were unable to succeed, they still fought their hardest in a scenario that they had not been trained for, regardless of the lost lives, these pilots are heroes for that.
A field would have been a better bet most likely.
Good Video
Flight 242 was the accident that has shown once and for all that landing a jetliner on a highway is an extremely bad idea even in absolute emergency. Compare this to the Scandinavian MD-80 or Varig 254 that both crash landed in a forest with little to no victims. Today it's taught not to attempt a highway landing in such planes. For say a Piper Archer it's still a good option though, while forest is the worse one.
So similar to USAir 1016, which crashed years later, in 1994.
POV: I’m flying today 💀
how did it go
@@Hooper45 I lived
Next Saturday can you make the Hinton train collision 36 Year old another Rail Disasters video
It’s takes longer that a week to turn videos out you can request this but will take time to get around to it
NEW SATURDAY UPLOAD!!! 😎✈️👊🏻
I think the pilots made a mistake by landing on narrow road I think a field would have been a better option. The engines could have been restored to running (before thay tore themselves to pieces) but at the time most companies didn't train pilots how to do this.
Hail can be embedded in any storm, it's a crap shoot, which is probably why pilots try to avoid storms as much as possible.
02:15
So did they leave at 15;54 like you say or did they leave at 15:;34 like you r showing ?
NEW VIDEO WOO!!
At the start i thought you were gonna describe them somehow managing to accidentally fly into a tornado. I wonder if that's ever actually happened?
NASA & research planes go right into/through tornados. They gather tons of date etc. Scary
where is the video on china airlines 642 referred to at the end?
The CF34 would never get shut down by any amount of rain and hail
The captain and first officer were thrown out on plane through the front windshield. No other comment is necessary about that.
Could you southern airways flight 932 that killed the Marshall University thundering herd football team please thank you?
Boeing need to try and find a good news story somewhere. MD11 steps up.
Imagine if Flight 242 flew into a tornado like the one responsible for the 1974 Super Outbreak.
Boeing no longer produces 717 :(
When stating the Boeing 717 is the safest airliner you have to take into consideration how relatively few that was made.
An APU can give up to 8kN of thrust.
Can you do air India 182?
So since you brought it up, when do we get tornado videos then..?
That tornado you mentioned as the worst of the outbreak was an F-5 rated tornado that was northwest of Birmingham, AL. Not the first or last violent F/EF-3+ tornado in that area, looking at you 1998, though you have to go back three years from the time of the 1977 crash for, at the time, the worst tornadoes in state history. Then 2011 happened and blew the records out of the water.
Also worth pointing out there has been at least one plane that flew into a tornado, an NLM Cityhopper flight.
Also, also, I've been hunting down the transcript/recording of the STL tower spotting the infamous tornado in the mid/late 2000s, that I can't find it.
I actually had a conversation with myself about how I wanted to see a revival of jets similar to the DC-9 due to the success, and then Chloe uploads this video haha. I also strongly remember the Southern Airways tragedy from 1970, I was adamant about seeing the movie that was inspired by the tragedy.
why risk your life in a DC-10 when you can fly in a DC-9? good times, good times, the 70s.
Yay
I remember watching Dothan Alabama news the next day and seeing film of the wreckage.
...all rear jets engines? I do not trust them, one bit.
To London? Your commmentary,, is always very well research, but your English speech is a lot better than many English born verbal delivery. Certainly much easier to understand than most U.S. influenced English. While still visiting London, I would highly recommend that you attempt to contact another very talented TH-cam video author, who has a channel specialising in transport. He is a London Black Cab (or taxi) owner driver who, apart from being in a very difficult & specialised industry which is one of those iconic London images. It is is impossible to work in this profession, if you haven’t attained ‘The Knowledge’ which may take up to 3 or 4 years learning about London, before you can gain a green badge certificate - mandatory for attain this qualification before you are entitled to drive a London taxi. His Chanel is called Tom the London Taxi Driver, or similar. Tom also is available for London history drives - I intend, or hope to take an excursion with him next time I visit London.
In the beginning was the Word, and the Word was with God, and the Word was God. 2He was with God in the beginning. 3Through him all things were made; without him nothing was made that has been made. (John 1:1-3)
Please stop giving out false information the APU is a small fan that drops out the bottom of planes and uses no fuel otherwise what happens when the plane runs out of fuel just no flight controls? That hole at the back of planes is so that the pressure in doesn't explode ear drums
What you are describing is a RAT, or ram air turbine, which has a small wind driven generator and hydraulic pump. An APU is entirely internal and is used not only for emergencies, it's also used to start the engines, charge batteries and run the air conditioning packs on the ground. The "hole in the tail" IS the APU exhaust, and the cabin pressure release valves are usually on the lower side of the tail.
You should brush up on your aircraft knowledge before casting shade on others.
What Juan Carlos said - you clearly know nothing of what you speak. Further the DC-9’s primary flight controls are mechanical - there is no need for a RAT on that aircraft. As for the outflow valve, IIRC on the DC-9 that is on the left aft fuselage, below and toward the front of the #1 engine.