Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:00):
Jay Ratt left back end of the program. It seems
like it's been an active early part of the year
for plane crashes. Jay, good morning, Lay.
Speaker 2 (00:08):
Good morning. But fortunately we can celebrate the fact that
no one was killed in this Toronto plane crash. A
lot of times when you see an aircraft on its top,
it's a matter of how many did we lose? And
thankfully that doesn't appear to be the case here.
Speaker 1 (00:22):
You know, yes, I don't remember covered sadly a lot
of crashes, but I don't remember hearing one like this.
This is extraordinarily uncommon, is it not.
Speaker 2 (00:34):
It is, and I think that would be the appropriate
way to word it, because what we have here is
the situation of an aircraft that comes in and Gary,
when you look at some of the video that is
just now starting to come out, one of the things
that I think is going to be interesting to see
is the right main landing gear because apparently as it
was coming into land, either the aircraft was blown slightly
(00:56):
off the runway where the right landing gear went off
the runway causing the aircraft to tip to the right,
or it could have collapsed. And because what happened was
is the video was showing it comes in and it
dips to the right hard so much in fact, that
it tips over enough force to shear off that right wing,
which caused the aircraft then to start to spin and
(01:18):
then flip over on its top. And it just when
you see that much force being exerted on that aircraft,
it's just amazing. And you know, hats off to the
flight crew for getting everybody off the aircraft. And I
will say, it takes a special kind of stupid, my friend,
for any of these idiots that delayed an evacuation from
an aircraft that's on its top to collect their stupid
(01:41):
bags before getting off the aircraft.
Speaker 1 (01:43):
I hadn't heard about that part.
Speaker 2 (01:45):
Yeah's it's on the videos, okay, Yeah, you can see people.
Speaker 1 (01:48):
Yeah, what speed is an airliner doing when it touches down.
Speaker 2 (01:56):
Normally, Gary On It depends on aircraft by aircraft, But
I'll just say, in round numbers, one hundred and forty,
one hundred and fifty miles an hour, that's going to
be the touchdown speed. Now, in the event of a
cross wind like we had here, typical airline protocol calls
for your approach speed to be slightly increased because you're
trying to compensate for that cross wind which we had
(02:16):
at about thirty five forty five miles an hour, which
crews are trained to operate in, so that in itself
shouldn't be a situation. The runway breaking conditions we were
told from a previous flight that had landed was good,
so that didn't appear to be the issue. But again
the National Transportation Safety Board that's going to be playing
second fiddle. There'll be the assist role working with the
(02:39):
Canadian authorities as well as Bombardier, the aircraft manufacture. Those
three groups will be able to determine the sequence of
events exactly what happened. You know, was it a mechanical
situation to cause the gear to fail if that's what happened,
did the crew land too hard? I mean, was there
a weather situation that caused it? Normally, the sequence of
(02:59):
events creates these types of issues, and fortunately we're going
to learn make aviation safer without anybody hopefully being killed
in this, and that's that's always that's always great to see.
Speaker 1 (03:10):
Yeah, I'm not even going to begin to blame the
pilot or anything, because I have no idea, and we'll
see what the investigation shows.
Speaker 2 (03:17):
Violets sometimes have medical episodes at a critical moment. So there's
so much we don't know.
Speaker 1 (03:21):
But yeah, this and that. But the thing that comes
to mind is we've all experienced this however time. Many
times we've flown, there are very very very smooth touchdowns
and then there are kind of bouncy ones. Oh yeah,
I assume this. What accounts for that is that some
pilots are a little better than others, right.
Speaker 2 (03:40):
They are. But also sometimes you have wind conditions where
maybe the wind is stronger than what's reported and it
catches the crew off guard and they've got critical moments
to compensate, which you know, you're you're just feet off
the runway. So the idea of having much time to
react is cut down considerably. So you know, one thing
I know is is people that operate automobiles, if we
(04:02):
spent time twice a year practicing crashes and how to
control our vehicle, we would all be much better drivers.
And that's what these pilots do. They've men and women
practice emergency scenarios constantly so they can be better performed.
It performed they it's automatic to them. There's no panic.
It's a matter of okay, let's work the problem and
go from there. You listen to the cockpit voice recorders
(04:23):
and some of these emergencies, and you would think people
are driving down the store to get milk or something.
They're very calm.
Speaker 1 (04:30):
Well anything to the fact that this plane is on
its way out into retirement. This actual aircraft, what is
it a nine hundred.
Speaker 2 (04:42):
It's a CRJ nine hundred, which has an incredible safety record.
Speaker 1 (04:46):
They're retiring these planes, are they not?
Speaker 2 (04:48):
Jay Well, some of the CRJ nine hundreds, which is
the latest version of the Bombardier line, we're seeing more
and more of those. And I don't know the age
of this specific aircraft, but regardless of the age, airplanes
are constantly being rebuilt every few years. The aircraft engine,
the parts of the fuselage, everything on there has a
(05:08):
maintenance part number, and every so many cycles or hours flown,
that item is either inspected or replaced. So you don't
want to look at a nineteen year old aircraft or
fifteen year old or thirty like you would a thirty
year old car in the driveway. It's just completely different
because of the continent's maintenance that these things are under.
I know pilots that fly to CRJA nine hundred like
(05:29):
it a lot, and it's and obviously it's an incredibly
sturdy aircraft. Look what it did. It protected the lives
of everybody on that aircraft on its side with a
ring wing ripped off and even with some fuel that
was coming out of that aircraft. And hats off to
the first responders. Yeah out there.
Speaker 1 (05:46):
Fast, amen. Jay, thank you, always good to have you
on my pleasure. I have a good one. Jay rat Lefar,
iHeart aviation analyst here on kaab's morning News. I love
talking to Jay, but let's hope that if we talk
to him later in the year, it isn't about a crash.
Jay Ratt left back end of the program. It seems
like it's been an active early part of the year
for plane crashes. Jay, good morning, Lay.
Speaker 2 (00:08):
Good morning. But fortunately we can celebrate the fact that
no one was killed in this Toronto plane crash. A
lot of times when you see an aircraft on its top,
it's a matter of how many did we lose? And
thankfully that doesn't appear to be the case here.
Speaker 1 (00:22):
You know, yes, I don't remember covered sadly a lot
of crashes, but I don't remember hearing one like this.
This is extraordinarily uncommon, is it not.
Speaker 2 (00:34):
It is, and I think that would be the appropriate
way to word it, because what we have here is
the situation of an aircraft that comes in and Gary,
when you look at some of the video that is
just now starting to come out, one of the things
that I think is going to be interesting to see
is the right main landing gear because apparently as it
was coming into land, either the aircraft was blown slightly
(00:56):
off the runway where the right landing gear went off
the runway causing the aircraft to tip to the right,
or it could have collapsed. And because what happened was
is the video was showing it comes in and it
dips to the right hard so much in fact, that
it tips over enough force to shear off that right wing,
which caused the aircraft then to start to spin and
(01:18):
then flip over on its top. And it just when
you see that much force being exerted on that aircraft,
it's just amazing. And you know, hats off to the
flight crew for getting everybody off the aircraft. And I
will say, it takes a special kind of stupid, my friend,
for any of these idiots that delayed an evacuation from
an aircraft that's on its top to collect their stupid
(01:41):
bags before getting off the aircraft.
Speaker 1 (01:43):
I hadn't heard about that part.
Speaker 2 (01:45):
Yeah's it's on the videos, okay, Yeah, you can see people.
Speaker 1 (01:48):
Yeah, what speed is an airliner doing when it touches down.
Speaker 2 (01:56):
Normally, Gary On It depends on aircraft by aircraft, But
I'll just say, in round numbers, one hundred and forty,
one hundred and fifty miles an hour, that's going to
be the touchdown speed. Now, in the event of a
cross wind like we had here, typical airline protocol calls
for your approach speed to be slightly increased because you're
trying to compensate for that cross wind which we had
(02:16):
at about thirty five forty five miles an hour, which
crews are trained to operate in, so that in itself
shouldn't be a situation. The runway breaking conditions we were
told from a previous flight that had landed was good,
so that didn't appear to be the issue. But again
the National Transportation Safety Board that's going to be playing
second fiddle. There'll be the assist role working with the
(02:39):
Canadian authorities as well as Bombardier, the aircraft manufacture. Those
three groups will be able to determine the sequence of
events exactly what happened. You know, was it a mechanical
situation to cause the gear to fail if that's what happened,
did the crew land too hard? I mean, was there
a weather situation that caused it? Normally, the sequence of
(02:59):
events creates these types of issues, and fortunately we're going
to learn make aviation safer without anybody hopefully being killed
in this, and that's that's always that's always great to see.
Speaker 1 (03:10):
Yeah, I'm not even going to begin to blame the
pilot or anything, because I have no idea, and we'll
see what the investigation shows.
Speaker 2 (03:17):
Violets sometimes have medical episodes at a critical moment. So there's
so much we don't know.
Speaker 1 (03:21):
But yeah, this and that. But the thing that comes
to mind is we've all experienced this however time. Many
times we've flown, there are very very very smooth touchdowns
and then there are kind of bouncy ones. Oh yeah,
I assume this. What accounts for that is that some
pilots are a little better than others, right.
Speaker 2 (03:40):
They are. But also sometimes you have wind conditions where
maybe the wind is stronger than what's reported and it
catches the crew off guard and they've got critical moments
to compensate, which you know, you're you're just feet off
the runway. So the idea of having much time to
react is cut down considerably. So you know, one thing
I know is is people that operate automobiles, if we
(04:02):
spent time twice a year practicing crashes and how to
control our vehicle, we would all be much better drivers.
And that's what these pilots do. They've men and women
practice emergency scenarios constantly so they can be better performed.
It performed they it's automatic to them. There's no panic.
It's a matter of okay, let's work the problem and
go from there. You listen to the cockpit voice recorders
(04:23):
and some of these emergencies, and you would think people
are driving down the store to get milk or something.
They're very calm.
Speaker 1 (04:30):
Well anything to the fact that this plane is on
its way out into retirement. This actual aircraft, what is
it a nine hundred.
Speaker 2 (04:42):
It's a CRJ nine hundred, which has an incredible safety record.
Speaker 1 (04:46):
They're retiring these planes, are they not?
Speaker 2 (04:48):
Jay Well, some of the CRJ nine hundreds, which is
the latest version of the Bombardier line, we're seeing more
and more of those. And I don't know the age
of this specific aircraft, but regardless of the age, airplanes
are constantly being rebuilt every few years. The aircraft engine,
the parts of the fuselage, everything on there has a
(05:08):
maintenance part number, and every so many cycles or hours flown,
that item is either inspected or replaced. So you don't
want to look at a nineteen year old aircraft or
fifteen year old or thirty like you would a thirty
year old car in the driveway. It's just completely different
because of the continent's maintenance that these things are under.
I know pilots that fly to CRJA nine hundred like
(05:29):
it a lot, and it's and obviously it's an incredibly
sturdy aircraft. Look what it did. It protected the lives
of everybody on that aircraft on its side with a
ring wing ripped off and even with some fuel that
was coming out of that aircraft. And hats off to
the first responders. Yeah out there.
Speaker 1 (05:46):
Fast, amen. Jay, thank you, always good to have you
on my pleasure. I have a good one. Jay rat Lefar,
iHeart aviation analyst here on kaab's morning News. I love
talking to Jay, but let's hope that if we talk
to him later in the year, it isn't about a crash.
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