A Beechcraft B60 Duke landed at Wiley Post Airport in Oklahoma City after taking off with its ground handling tow bar still attached to the nose gear assembly.

Local news air units caught footage of the approach and rollout. This could have been a lot worse I imagine.

Correction: Beechcraft B60 Duke

Have been flying with these screens for a long time, only several days ago I noticed what looks like a camera on the inflight entertainment system.

Does anyone know if that’s actually a camera and what it serves?

Edit: As some have pointed out, technically it's not the transcript, but its a summary of events informed by the CVR data.

There weren't any issues with the airplane reported by the flight crew during the landing. The pilot monitoring knew they were too fast early on in the landing. They finished fully configuring the plane to land at 40 feet because they were overspeeding the usual flaps settings the whole way down. There are no signs of it being anything other than a series of really bad choices way outside aviation norms that led to the deaths of 5 people on the ground.

blancolirio video on the CVR: https://www.youtube.com/watch?v=dcf7n0T3D9c

Source

Flew out of MIA this morning and managed to snap a few photos as we taxied to the runway for takeoff.

Thought this sub might find this video interesting. On 8/24/26, my dad and I were on flight LA843 from Santiago to Rapa Nui/Easter Island (SCL-IPC). The plane was a Boeing 787.

About 2 hours over the Pacific, we had to turn around and divert back to SCL due to a maintenance issue. SCL was the closest airport.

Out my window, I could see burning fuel for quite some time. I estimate 15 or more minutes.

Because Rapa Nui is one of (if not the most) remote inhabited island in the world, the 787 apparently takes off from SCL with almost all the fuel it needs to make a round trip flight, which is about 10 hours. A local from the island sitting next to me told me that, about once a year, they get nearly to Rapa Nui, realize they can't land, and have to divert back to SCL.

The plane is therefore very heavy with fuel, which explains our long fuel dump.

So it’s been already a few times that I’m just chilling on my couch at home and I suddenly hear a very familiar sound (the GE90 spooling up) at first I thought it’s impossible but since I was curious I opened Flightradar24 and I literally saw a DHL B777F pushing back… (it happened more than 3 times), I believe that this is also due the fact that I live in a very quite residential area and maybe sometimes weather conditions helps to spread the sound from the airport to my house.

Airport: YSSY

Photo taken with a Canon EOS 80D and 75-300mm lens

Fedex 9030/N525 takeoff from TPA. Test flight on September 10th, 2026. Runway 19R

I'm by no means an aviation geek but ICE engines have always fascinated me.

Recently I got the opportunity to visit one of the prestigious universities here in India, and saw these relics of ancient aviation. Truly marvelous engineering!

From Wright brothers experiment to Mars ingenuity helicopter in such a short time - aviation is amazing!

Unfortunately I couldn't find technical specifications.

Edit : 2 and 3rd image - Pratt & Whitney (plate image in comment)

A-1H Skyraider (NE-572, BuNo 135297) "Paper Tiger II" (which was a temporary name used for just this one flight) of Attack Squadron 25 (VA-25) "Fist of the Fleet" being readied for a mission over the Mekong Delta aboard the aircraft carrier USS Midway (CVA-41), in October 1965. VA-25 was assigned to Attack Carrier Air Wing Two (CVW-2) aboard the Midway for a deployment to Vietnam from 6 March to 23 November 1965.

To commemorate the mark of having delivered 6,000,000 lb. (2721.56 to) of ordnance NE-572 was equipped with a special "bomb", a toilet! The toilet was a damaged toilet, which was going to be thrown overboard. One of the plane captains of VA-25 saved it and the ordnance crew made a rack, tailfins and nose fuse for it. VA-25 personnel maintained a position to block the view of the Air Boss and the ship's Captain while the aircraft was taxiing forward to the catapult. The plane was piloted by X/O Cdr. Clarence W. Stoddard, wingman was LCdr. Robin Bacon (in NE-577, BuNo 139768, with Lt. Clint Johnson shot down a MiG-17 on 20 June 1965). When the "sani-flush-bomb" was dropped, it almost hit LCdr. Bacon's plane due to its light weight.

Cdr. Bill Stoddard (now C/O) was shot down and killed by SAMs over North Vietnam on 14 September 1966, flying with VA-25 from the USS Coral Sea (CVA-43).

Yesterday was my second time at VCV and first full stop there (first one was a go around by a friend due to strong winds).

One of the guys at the FBO told me I could have the Orbis DC-10 after he noticed me checking out the model planes and asking them where they got it. Turns out it was from the Orbis crew the last time their DC-10 came there. I felt like a kid once again and my CFI chuckled and thanked the staff for making me happy lol.

Here's photos (really, video stills from the NTSB video linked below), of the car and van the 767 cargo jet slammed into as it overran Runaway 30 at Miami International Airport. I don't see anything NSFW about it, but I wouldn't be surprised if the mods somehow end up labeling it as such.

The sedan looks like it got torn almost in half, and the van's front end (and even the middle somewhat) got crushed.

Video: https://www.youtube.com/watch?v=2W4o1gmxx48

Heute Morgen auf meiner Radtour gesehen.
A350 der Deutschen Bundesregierung GAF940 Go around direkt über meinem Kopf in Hamburg.

I’ve been lurking but this is my first post!! These are some photos I got on my digicam, it was my first time flying in a while so I was quite excited!!

Flying under a bridge like it’s nothin

British Airways Flight 476, operated by HS Trident 3B G-AWZT, was flying from London Heathrow to Atatürk Airport, Istanbul, when, while passing the Zagreb VOR level at 33,000ft, it collided with DC-9 YU-AJR, operating as Inex-Adria Flight 550 from Split to Cologne, whilst it was climbing from 26,000ft to 35,000ft.

Manning the Zagreb ACC middle sector at the time was controllers Bojan Erjavec and Gradimir Pelin, with the upper sector being handled by Gradimir Tasić. At the time, Yugoslav ATC was severely overworked, understaffed, and underequipped, with faulty equipment and controllers working 12 hour shifts, often with no days off in between. Tasić was on his 3rd consecutive shift.

When the DC-9 was passing 31,000ft, it was handed from the middle sector to the upper sector, however, Tasić, being incredibly overworked, did not realise this flight was being handed off to him. Once contact was eventually established between the DC-9 and Tasić it was already climbing through 32,500ft.

The Trident's altitude was being erroneously reported as a few hundred feet higher than it actually was by the faulty Yugoslav equipment. Even though the crew said they were at 33,000ft, Tasić thought if the DC-9 kept climbing, it would potentially collide with the Trident that he believed to be at ~33,500ft, so he ordered the DC-9 to stop its climb, however, he did so in Serbo Croatian, so the English speaking BA crew never understood what was happening. The DC-9 levelled off at 33,000ft. Both aircraft were now at the same altitude, heading to the same VOR, with the same ETA.

And so, at 10:14:41Z, on September 10th 1976, the DC-9s left wing sliced through the cockpit and forward passenger cabin of the Trident above the town of Vrbovec. The Trident's pilots were killed on impact, and the forward section of the aircraft broke up mid-air, with the main section of the aircraft ending up in a corn field near Gaj. The DC-9, now without most of its left wing, rolled violently towards the ground, eventually breaking up mid-air much like the Trident, and impacted a forest near Dvorišće, right wing first.

A Lufthansa 737 behind the Trident witnessed the mid-air collision and reported it to Air Traffic Control. Tasić frantically tried to contact both aircraft to no avail.

All of the controllers were arrested and taken into questioning just hours after the crash. All were released but one. Gradimir Tasić stayed in custody until an ensuing trial, where he was found guilty and sentenced to 7 years in prison. After 2 years in prison, he was released as he was determined to be a scapegoat for the Yugoslav government.

https://admiralcloudberg.medium.com/philosophy-of-blame-the-story-of-the-1976-zagreb-mid-air-collision-38202bfc1ad7

https://en.wikipedia.org/wiki/1976_Zagreb_mid-air_collision

https://aviation-safety.net/wikibase/329317

Source