DC-8 Jetliner Crashes on Takeoff at Anchorage Airport - Capitol International Flight 26 (1970)
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- เผยแพร่เมื่อ 18 ก.ย. 2024
- On Friday 27 November, 1970, Capitol International Airways Flight C2C3/26, operated by a McDonnell Douglas DC-8 registration N4909C, tried to take off from Anchorage International Airport in Alaska, but couldn't do it due to an unexpected and unusual failure.
The graphics in this video are unbelievable. Good job!
Your videos make aviation a work of art, even when the plane is sitting still on the ground.
Thanks!
I was born and raised in Anchorage AK. I was 13 at the time this accident happened.
We lived in a Neiborhood down the street from the airport and would have to drive by the wreckage and then the scar left behind on the ground every day for awhile. There is or was a road at the end of the runway that, that plane almost took out.
I had totally forgotten about the incident till I came across this video 50 years after the accident.
1970. I wasn't even in High School yet, barely paid attention to aviation then. Learned to fly some years later.
The technology then compared to today! Leaps and bounds.
1970 was very 60's really
I don’t understand why this has happened many times before. At the first sign that the plane is not lifting off , ABORT the damn takeoff.
I was on the very next flight. For those of you who don’t know, Capital world Airlines is a charter airline that makes daily trips from Fort Lewis, Washington Seattle to Cam Ranh Bay Vietnam , two refueling stops along the way anchorage Alaska, Yakota Air Force Base, Japan . The problem was weboarded at the civilian terminal at Seattle Tacoma airport, and no one told us shit about where we were going other than Vietnam. We had no idea the plane ahead of us crashed and killed everybody, and most of these guys we had known from hanging out in the staging area of Fort Lewis, where those reporting to Vietnam would check the roster every day to see when their particular flight was going to leave. When we left Seattle, we had no idea what was about to happen, because just a few hours later, we started to descend, and someone said Vietnam must either be a lot closer to the states, or this motherfucker, must be super sonic! We landed in Anchorage and we were not allowed to leave the plane while they put in food and fuel for the long trip to Japan. After we left, we noticed the flight attendants had all gathered around the galley and we’re consoling each other. When you’re in the army, no one tells you anything but we found out halfway to Japan. That many of these people on this particular flight would have been on the one that went down, but for some reason ended up going one flight later and missing the crash.
Respect.
Reminds me of Jan 6, 1973. I was in the Army--11B--with orders changed from Vietnam to Korea because of the US withdrawal and turning everything over to the South Vietnamese army. We were on a Flying Tigers Lines DC-8-63CF packed with Army and Air Force personnel from Travis AFB to SEATAC to Anchorage to Yakota, Japan to Osan, Korea. Same type airplane, same route as this accident,except it ended in Korea, instead of Vietnam. Four take-offs, and four landings, and three refuelings. I think the seats were on slide-in pallets, but I couid be mistaken after these years. We were packed in like sardines, 3-and-3, and it all.... lasted....FOREVER. I can only imagine what it was like inside this Capitol DC-8, in the dark, as it skidded along the ground and burst into flames. How could people even move to the exits? A miracle anyone survived. But for the grace of God go I..... At the end of my tour I took the option of flying back commercial on a Northwest Orient DC-10 from Seoul to Detroit. What a difference!!!
Thank you for your service!
@@johnnyc.holmes4251 Capitol not Capital was just one of the many airlines that flew to Vietnam for the military. Capitol, TIA, World, Trans Caribbean, Seaboard World, Airlift, Saturn, ONA, Flying Tigers plus major airlines all flew troops and cargo to Vietnam. I flew three trips to Vietnam in the fall of 69’ for Seaboard World and got furloughed in January 1970 and went to work at Capitol in May but only flew Europe and some domestic. Capitol was always feast and famine for pilots. One of the Captains I flew with just before my furlough from Capitol was getting furloughed the same day as me.
These older crashes are very much appreciated. Thanks mate.
I flew DC-8 for Capitol. Never knew this story.
I must be the oldest guy here. I rode on a Capital Airways DC3 from Chicago to San Antonio TX in 1960 to begin my air force basic training.
Who's your favorite Beatle??
This video deals with Capitol (with an "o") International Airways. I believe the Capital (Airlines) you're referring to merged with United Airlines in 1961.
I have had brakes dragging on taxi but this detectable. A quick look and definite push on the Parking Brake release handle/knob would solve the problem. Not all big aircraft had a Parking Brake warning light back then. It became standard on the annunciator panel later on. The slow acceleration is also a big clue. When you get over 3000 hours in one type, these slight clues stand out. PNF and FLT ENGINEER should have detected slow acceleration and called ABORT. Complacency has killed many .
If you are cleared “into position and wait “ sometimes the parking brake is set. At this point all checklists are completed. Thus once cleared for takeoff it is conceivable the parking brake was left engaged.
Today’s aircraft have bells and whistles that go off if you throttle up in this configuration. It’s called a takeoff warning horn.
Quite agree. We've seen this before. This should NEVER have happened. Highly experienced crew in cockpit sensing something wrong, should TOTALLY have aborted takeoff.
@@jmp.t28b99 There has always been a bright amber anti skid light that comes on when the parking brake is set. Kind of hard to miss it.
@@jmp.t28b99 The DC8 had no Parking Brake release handle/knob. The parking brake was released by manually pressing on both rudder peddles as if you were applying manual brakes. That action released the parking brakes. They were set by pressing hard on both rudder pedals and pulling out the center of the nose wheel steering on the Captains side. The parking brake was released by pressing hard on the top of both rudder pedals. When the parking brake released the Amber Anti Skid OFF or FAIL light would extinguish.
@@californiadreaming9216 Do you recall other previous incidents?
I just left ANC/Ted Steven’s flying back to WA. I’d never heard of this accident before, good job on recreation!
I'm not a pilot, but if you are 10-15 seconds past the time for a normal V1 and you're not there yet, shouldn't you abort?
I would abort but who knows. Maybe the pilots thought they we overloaded a little, but aborting is logical.
Yes, RTO--Refused Take Off as they call it.
@@tuff30s takeoff roll is not “timed.” However, when the -8 and 707 were new, they did time roll for this reason. The takeoff warning horn will alert crew to brakes in parked .
strangely this music was the same music they use at Chili's on wing night.
Wow, what a crazy discovery. My family was supposed to be on this flight but missed it because of a broken radiator hose while driving to the airport. I was less than 1 year old at the time and my parents were stuck on base because of the car breakdown. My dad lost several of his coworkers that night.
My very first flight was on a Capitol DC-8-63 in December 1970, JFK-Nassau. I never knew about this crash until now.
Yet another, "Who forgot to disengage the Parking Brake, again !!??"
Thats why I ALWAYS use it, so releasing it is part of muscle memory & never left undone.
Makes it hard to drive away lol.
Unbelievable what flight simulation is doing today.
Interesting graphics, but nothing like it actually looked like in 1970. I remember this crash as I lived very close to the airport in those days. The buildings depicted weren’t there, and there was no centerline lights on the taxiways or runway. Furthermore, it occurred in the winter.
A very experienced crew with plenty of hours on the DC-8.
We had a DC-8 go down on Elmendorf AFB, Dec 26, 1968, day after Christmas. I was sound asleep and rocked out of my rack by the screaming jet engines, they the sky erupted into flames. It was Seattle, Anchorage, Japan, then Nam...flaps had frozen, very traumatic deal for a 19 year, and very saddened for the 3 flight crew members, it was a mail wagon.
🙏
P.S I had just left Elmendorf for Nam when this happened.
Makes me upset that so many died here. The plane is not lifting off. At the very least, it’s not lifting off normally. Abort the takeoff. I know that it’s easier said than done, but I’ve heard many pilots talk about this. If anything seems abnormal on takeoff abort. They had plenty of runway left when it first showed signs of not lifting off. I think. I could be wrong there.
I was on a stretch 8 from LAX to San Juan; about use all the runway for t/off,step climb as we were heavy scared the crap out of me! I had 3k hrs going to San Juan to fly for a commuter airlines...
Wow..this was terrible I never knew this happened unbelievable I was flying almost that same route in august 1968 from Travis Air Force Base to anchorage Alaska then on to Yokoda Air Force Base Japan then on to bien hoa Air Force Base Vietnam…we were flying on a DC-8 airlift international charter flight..
I worked part time for Airlift in Japan while stationed at Yokota Air Base.
@@flyerbob124 yes flew over to nam on airlift international flew home on braniff DC-8 ended up after the military working for delta airlines on the ramp loading and unloading many DC-8’s…
@@sandeewood2948 In December of 1968 I flew from Travis AFB to Yokota on a green Braniff 707 and flew the same plane home 2 years later.
I was stationed at Yokota at this time and a WC135 had just crashed at Yokota due to a flight control jamming. Those poor bastards on flights after the capital crash had to see it at Anchorage then see the WC135 off the side of the runway at Yokota and they haven’t even got to the war in Vietnam.
I remember that DC8 whining sound.. I took Capitol many times in the late 70s, early 80s to/from Europe, also between L.A. and New York. It was a good deal and you could buy cheap one way tickets you couldn't buy on regular airlines. I remember from the west coast to Europe, we stopped in Iceland a few times.
I'm not understanding this. If they reached Vr, they should have been able to lift off. The time/distance it took to reach rotation speed is irrelevant. If they got to Vr, they should have been able to lift off. I wonder if they never achieved this speed and just tried to force the plane to fly since they were passed V1.
I thought that too. Unless the torque from the brakes was pushing the aircraft down.
Apparently they never got to V1; they were between Vr and V1, hoping to still take off. If they made it to V1, less weight of the aircraft would have been on the landing gear and takeoff might have been possible. However, they waited too long to abort. At that point, everyone just along for the ride.
@@danburch9989 Other way around. The aircraft accelerates from V1 to Vr. At V1 stopping on the runway is no longer an option without overrunning the remaining runway. Like Eric posted, if they achieved Vr, once rotation begins there is enough airspeed to generate lift to go fly. I don't quite understand davidmccann's post. Perhaps the aircraft just couldn't accelerate that last couple of seconds during the rotation procedure.
@@daviddennis5789 Yes, I did get them backwards. Once they passed V1, they were committed to the takeoff even though it wasn't really possible. On real long runways, theoretically Vr can come before V1 and if they can't rotate, they can still stop.
The slower acceleration was apparently due to a brake sticking .
Wouldn't Vr depend on the take off weight - and if they were all military personnel , is it possible that they used an average passenger weight which was significantly lower than reality ?
At 10kgs / 22lbs per pax that could be 5000lbs difference.
Always always abort a takeoff that you know is impossible no matter what!
I took a World Airways stretch DC8 from McChord through Anchorage to Korea in 1977. When fully loaded like ours, it took forever to get off the ground and very sluggishly climbed. Too underpowered in my opinion.
GREAT simulation, especially on the runway.
They had the damn park brake on ! Wonderful check list guys - You sucked bad - period .
Wasnt it Captial that crashed at Newfoundland with members of the 101st coming back from a peace keeping mission ?
Arrow Air
@@grandepho1 Thanks ,wasnt sure I knew of capital could not remember the others
This reminds of the Yaroslavl accident in 2011. A Yak 42 did not accelerate and take off, finally crashing and killing almost all aboard. For us, sitting safely by our screens, it is easy to ask that why did they not abort the take off. I guess, Mentour Pilot could give a good explanation, but basically: the pilots are determined to take off. They watch the speed and wait for the V1 and VR and then rotate and expect the aircraft to get airborne in few seconds. But then it don't just happen. We, the human, are slow. The first thought is something like "whattahell, whatswrong". Then we began to process the thing: something is wrong.
Now, an airliner is very complex thing. Not accelerating is caused by excessive mass, not having as much thrust as expected or friction. How to find that in few seconds? Is parking brake on, is either pilot braking, are spoilers extended, are engines working as gauges indicate, is the aircraft heavier than expected? Each second, at take off speed, the aircraft proceeds some 70 meters or 250 feet, roughly. 10 seconds of wondering makes 700 meters. And then you hit the threshold lights, VOR or ILS station, fence, a road, a ditch, glideslope light posts, you name it. Good bye.
Due to our slow decision making and limited situational awareness, without training, we change our intentions very slowly. A pilot hesitating in aborting is fatal. But how about a motorist not able to abort his passing intention? If you drive on highways, you can see stupid passings daily: those drivers are not trained to change their mind and other drivers don't expect them to decelerate and return to the original lane. If one surprise occurs at a time, we usually can handle it. But if more than one unexptected things happens at once, we are more or less likely in a trouble we cannot handle. For example, a biker is accelerating and passing a long truck. He sees a forthcoming car and accelerates to 150 kph. No problem, it is a powerful sports bike. When he passes the front of the truck, he sees a deer on the lane he should return to in order to avoid the possible collision with the forthcoming car. He has a split second to make some kind of a decision, but he is a human, slow to react and not trained for this kind of situation. His shoulders get locked and he is unable to steer of brake. He will proceed on his trajectory for some seconds. It is all about luck.
Very good airplane sounds!
Always found the DC8 a creepy plane. The 2 vents under the nose gave the illusion of a face. A very creepy face (see 3.19)
I flew them, the 62s, 63s, & 73s. They are fabulous machines, no parts are ‘life limited’ like the Seattle or Toulouse planes. Faster than most airliners too.
And I live in Anchorage (but not at the time of this accident), there’s quite a few transport category plane wrecks around here.
It is not creepy.. it's just in your mind...the DC-8 is a great airplane....the crashes are due to pilot error or maintenance workers that didn't do their job properly.
@@mariovuksanovic5077 I'm aware of it :) but I can't help seeing a face.
@@TheRealNatNat well...yes that's true.
as a kid I flew on Braniff's DC-8s.....one night while waiting to board the Braniff blue two tone, I was staring at the nose from the terminal building. window which was at the same height as the cockpit windows and I suddenly realized that this DC-8 in the Braniff blue two tone color scheme looked very much like a dolphin..
Inlets for the cabin-air turbocompressors, which were installed below the cockpit. The Boeing 707 had these units mounted above the engines.
Cessna Citations crashing lately, no parking brake light, it is in the checklist 3 times, but yep, holding long after the check list run.
According to the CFR they reached flying speed but the investigation said they never did. What happened there?
A few years later, about 1977, DC8 full of cattle crashed on takeoff at ANC. The captain was found to be drunk.
that's a load of bull, hahahaha
Read the actual accident report. The NTSB thought the parking brake was still set. Two USAF Pilot passengers thought they heard tires blowing. There was evidence that the DC8 main tires never turned during takeoff, rubber and marks on the runway. The crew said they never set the brakes but the #1 EPR was INOP and the Captain was occupied with setting the power. Normally when the Parking brake is set the bright
amber ANTISKID OFF light is sitting right in front. of the Captain. The NTSB says there could have been a problem with the circuitry of the light. I think that could be caused by an Inop bulb in the light. Warning lights normally have two bulbs but if you don’t catch the one bulb being out on your preflight and replace it with an operable bulb and the second bulb burns out the light stays OFF. The airport was experiencing light freezing drizzle and braking action was reported as poor.
He stopped the end of the runway and his brakes iced up.
Did the crew configure the DC8 properly for take off and why not cut power & abort the take off when the problem occurred?
219 passengers ? it was a stretched DC8 ? or a special military cabin configuration ?
It was a Super 63 stretch variant of the DC-8. 219 pax capacity was most likely an all economy configuration
DC-8 Series 63: The "Super DC-8" Series 63 was the final new-build variant and entered service in June 1968. It had the long fuselage of the -61, the aerodynamic refinements and increased fuel capacity of the -62 and 19,000 lb (85.1 kN) JT3D-7 engines.
With a maximum capacity of 259 passengers, the DC-8 Super 63 was the largest commercial jet flying until the Boeing 747 entered service in 1970
6 seats across when the airline configuration is 5 (I believe). I flew from Norton AFB in CA to Clark AFB in the Philippines, a 21 hour flight with stops in Hawaii and Guam. NOT comfortable.
@@kcindc5539 It was DC-8-63F. Max pax = 269.
This was a military charter. As required, it was fitted with 36” seat pitch, which is why it didn’t hold the usual higher load for an all Y DC-8-63. It also aided with the evacuation.
There is an excellent book about this crash entitled “Runway”. It’s worth finding in a used book store.
'Slow to accelerate but within limits'. WTF they were eating up runway like crazy. Great pilots just heads not in the game. Sterile cockpit and mandatory callouts now
4 man crew is the best way to fly ! No doubt about it ! Only money $$$ hey …
@@bobwilson758 Well the flight required one Captain, one First Officer, one Flight Engineer, and one Navigator, so four cockpit crew members were required by the FAA. Looks like you possess a certain level of ignorance by your comment.
Resuma em português como foi o acidente. Não entendi. Parece que o avião nem saiu da pista.
Rejected take off procedure ??
Looks like no flaps or slats
The DC8 did not have slats. It had one Slot at the forward edge of the wing on each wing.
6:53 "Unusually sluggish...but...normal?" WTF
...why the run has not been aborted? With wheels not turning, it must have been noticed, that reaching the rotation speed takes far too long....?
Incredibly sad event.................
If it wouldn't get off ground still on ground at that point why fidnt he slam breaks on
I was also expecting him to abort the takeoff, but he just seem to say "We're not gonna make it." and left it at that.
The brakes were already on.
Because the plane had already passed V1-decision speed. Once an aircraft passes that speed it is committed to takeoff, whatever emergencies occur after that you sort it out in the air
@@marquesdean5075yes after V1 the procedure is to treat it as an inflight emergency and not abort but a procedure for every possible scenario can’t be published.
Captains must have critical thinking skills and sometimes depart from standard procedures.
Think outside the box.
@@rotor-head I'm pretty sure the scenario for overheating brakes was published
by Douglas Aircraft Company when the DC-8 was still in it's flight testing phases, including that possible scenario.
Dont understand that if the reached Vr why then did the aircraft refuse to fly?
Search Falcon 10 departing, or trying to depart, Meigs Field Chicgo, with parking brake set. Aircraft accelerated to V 1 then Rotation speed. When the pilot flying rotated and more weight transferred to the main landing gear wheels the aircraft slowed. AC departed the runway into Lake Michigan. I believe this may have been a similar situation, If pilot forced the DC 8 off by pulling the ac off the ground I believe it would have flown.
i thought this video was about the plane that was overloaded, with USA soldiers'???
DC-8-63
Is this a *Soot-Plane?*
Why did they not abort early ????
All too common.
Pilot logic: Hey something is wrong with this take off. Don't know what it is. We could abort, but that is for babies. Hopefully it will rectify itself.
which game?
Why hasn’t airports put some sort of safety barrier beyond the end of runways for situations like this? Gravel, or something to help them stop? Or those big, rubber band things they have on aircraft carriers that prevent the jets from sliding off the carrier into the ocean? Just asking. If anyone knows why they don’t, I would like to know why.
RU stoopid or sumthin.? I'm a 3rd grader at Darby Avnue Elumentree, and even I no the anser. If it hit those giant rubber band things at hi speed, the plane would just sling shot backwords into the next plane taking off. Duhhhhh.
@@jakerabinz9411 LOL!
The arresters on a carrier are designed for fighters, much lighter than a fully-fueled DC-8.
@@johncantwell8216 Thanks for the info! That makes sense. I can stop wondering about that now. LOL! Would gravel help? I recall reading about something like that. Thanks for taking the time to answer some puzzling questions!
@@jakerabinz9411 There are no “stoopid”questions. I’m showing curiosity, and a willingness to learn something new. The “stoopid” people are those who don’t ask questions.
I would think a good checklist procedure followed the letter, would have totally prevented this accident. I used check lists in a for christ sakes cessna 150.
Guess who was NOT on that airplane?
Corporal Bone Spurs, also known as Donald Trump......
Your comment has ZERO to do with the video, however you are clearly suffering from end-stage TDS....our thoughts are with you in your final days on the planet.
Or john wayne.
Just a gibberish explanation by someone who is good at computer animation but, with no knowledge of aviation and trying to be popular by plucking an event from history .
Suppose they are trying to say that they took off with the park brake on. If that was the case, it would have been pretty hard to get to the take off runway in the first place and any professional would have noticed that.
Nothing newsworthy or factual here.
See... Military service kills.