Podcasts about super constellation

Eine beeindruckende Fliegerkarriere liegt hinter Georg Kohne - und auch im Ruhestand sitzt er noch regelmäßig in verschiedensten Cockpits. Viele Gründe, ihn als Gast in unseren Podcast einzuladen. Viel Spaß mit den Geschichten von JU52, Super Constellation und Jumbo von einem echten Piloten-Vorbild! Wenn Ihr uns Supporten wollt, könnt Ihr uns hier einen Kaffee kaufen:  https://buymeacoffee.com/atcpilot  https://www.paypal.com/donate/?hosted_button_id=7C3UFSEZU7UV6 Vielen Dank!!! :-) Ihr habt Fragen an einen Piloten oder Fluglotsen? Oder Themenwünsche? Immer her damit: podcast@atcpilot.com oder über Instagram @ATCpilot_podcast - Wir freuen uns außerdem über positive Bewertungen des Podcasts und wenn Ihr uns weiter empfehlt :-) Schlagt uns auch gerne Eure Wünsche für zukünftige Gäste vor!

Malaysia flight 370 vanished without a trace, but that wasn't the first plane to disappear. In fact, there was a plane that disappeared and came back. Follow me down the rabbit hole about Santiago flight 513.Malaysia Flight Episode:https://open.spotify.com/episode/55iuzpxDuAXxKNdTL0AphOFlight 19 Episode:https://open.spotify.com/episode/6sVwwrk4wntGpkx1HBTJH1https://www.aerotime.aero/articles/the-myth-of-santiago-flight-513 https://www.mensxp.com/special-features/features/79021-mystery-santiago-flight-513.html https://www.youtube.com/watch?v=kZHx0u9gY9g https://en.wikipedia.org/wiki/Lockheed_L-1049_Super_Constellation https://aerocorner.com/blog/passenger-planes-that-disappeared/ Get bonus content on Patreon Hosted on Acast. See acast.com/privacy for more information.

Frank Blount was commissioned into the U.S. Air Force in 1960 upon graduation from Florida State University and completion of its ROTC program. Over the next 20 years, Blount would pilot planes carrying everyone from the President of the United States to heroes of our space program to precocious kids. He would also see intense action as a gunship pilot in Vietnam.In this edition of "Veterans Chronicles," Col. Blount takes us through his early days as a Super Constellation pilot and some of the unusual circumstances he faced in that role. He then tells us about changing to the C-130 and flying through 18 typhoons in East Asia before returning to the U.S., where he flew the Apollo 13 crew to Washington after the dramatic conclusion of that mission. He also flew the president and vice-president as a pilot of Boeing 707's commonly known as Air Force One and Air Force Two.Finally, he describes rejecting an assignment stateside in order to fly an AC-130 gunship in Vietnam. Blount takes us inside the intensity of that combat, being close to one of the rare gunship disasters of the war, and flying a mission after the war was officially over.

Bonjour et bienvenue dans le 120ème épisode de ce podcast ! Cette semaine, nous allons parler d'un sujet historique et plus particulièrement d'une compagnie aérienne désormais disparue : Swissair. Rubrique thématique Pour en parler avec nous, notre invité de la semaine est Jean-Paul. Jean-Paul a été employé par Swissair au sol pendant de nombreuses années. Il nous expliquera son parcours dans cette compagnie ayant commencé au plus jeune âge. Cela l'amènera à évoquer le parcours de son père qui y a également travaillé ainsi qu'à Air France au tout début de la mise en place de l'aviation commerciale. Ils nous expliquera l'évolution de Swissair dans les années 50 avec les mythiques DC-4 jusqu'aux Boeing 747 et aux tri-réacteurs DC10 et MD11. Cela nous permettra de passer en revue tout cet âge d'or où l'aviation était réservé à une élite ainsi qu'à son ouverture vers un public beaucoup plus large. Jean-Paul nous proposera de nombreuses anecdotes avec notamment son voyage en Super Constellation à New York, la mise en place de la première alliance entre compagnies ainsi que les évolutions techniques proposées par Swissair. On en viendra à parler du livre qu'il a écrit autour de l'histoire de cette compagnie légendaire aujourd'hui disparue. Il nous expliquera ce qui l'a motivé à écrire ce livre et à ce qui est inclus dedans. Vidéo de la semaine La vidéo de la semaine est une vidéo de la chaine Youtube de Ruesch Productions. Elle s'intitule “Zurich Airport Summer Time” et propose de très nombreuses vues prises sur l'aéroport de Zurich incluant donc de nombreux avions de Swiss mais aussi d'autres compagnies évoluant sur cet aéroport. Evidemment, il n'y a plus Swissair mais ce sont de bien belles images non moins. Lien vers la vidéo : https://www.youtube.com/watch?v=ov7WQJWKaVc Conclusion Ainsi se conclut donc le 120ème épisode. J'espère qu'il vous a plu et je vous invite à vous abonner sur votre application de podcast favoris. Également, n'hésitez pas à laisser un avis 5 étoiles sur iTunes ce qui permettra à d'autres personnes de découvrir ce podcast. Si vous avez des questions, des remarques ou des suggestions, n'hésitez pas à utiliser le formulaire de contact. Si vous voulez recevoir des notifications lors de la sortie des nouveaux épisodes, vous pouvez vous inscrire à la newsletter dans la barre latérale droite de notre site. Vous pouvez également nous suivre sur Twitter sur @ParlonsAviation et sur Facebook sur notre page « Parlons Aviation. » This podcast is powered by Pinecast.

Ze života technika a palubního mechanika, který zasvětil celý svůj život letectví. Jan Fíla nastupoval do ČSA v roce 1958 jako technik do hangárů na opravy Avia Av/Il-14. Postupně se propracoval na pozici palubního mechanika a na palubách IL-62 procestoval celý svět. Skončil v roce 2002 jako vedoucí odboru leteckých předpisů na ÚCL.

Pan Am Flight 214 was a scheduled flight of Pan American World Airways from San Juan, Puerto Rico, to Baltimore, Maryland, and Philadelphia, Pennsylvania. On December 8, 1963, the Boeing 707 serving the flight crashed near Elkton, Maryland, while flying from Baltimore to Philadelphia, after being hit by lightning. All 81 occupants of the plane were killed. The crash was Pan Am's first fatal accident with the 707, which it had introduced to its fleet five years earlier. An investigation by the Civil Aeronautics Board concluded that the cause of the crash was a lightning strike that had ignited fuel vapors in one of the aircraft's fuel tanks, causing an explosion that destroyed one of the wings. The exact manner of ignition was never determined, but the investigation yielded information about how lightning can damage aircraft, leading to new safety regulations. The crash also spawned research into the safety of various types of aviation fuel and into methods of reducing dangerous fuel-tank vapors. Pan American Flight 214 was a regularly scheduled flight from Isla Verde International Airport in San Juan, Puerto Rico, to Philadelphia International Airport with a scheduled stopover at Baltimore's Friendship Airport. It operated three times a week as the counterpart to Flight 213, which flew from Philadelphia to San Juan via Baltimore earlier the same day. Flight 214 left San Juan at 4:10 p.m. Eastern time with 140 passengers and eight crew members, and arrived in Baltimore at 7:10 p.m. The crew did not report any maintenance issues or problems during the flight. After 67 passengers disembarked in Baltimore, the aircraft departed at 8:24 p.m. with its remaining 73 passengers for the final leg to Philadelphia International Airport. As the flight approached Philadelphia, the pilots established contact with air traffic control near Philadelphia at 8:42 p.m. The controller informed the pilots that the airport was experiencing a line of thunderstorms in the vicinity, accompanied by strong winds and turbulence. The controller asked whether the pilots wanted to proceed directly to the airport or to enter a holding pattern to wait for the storm to pass. The crew elected to remain at 5,000 feet in a holding pattern with five other aircraft. The controller told the pilots that the delay would last approximately 30 minutes. There was heavy rain in the holding area, with frequent lightning and gusts of wind up to 50 miles per hour (80 km/h). At 8:58 p.m., the aircraft exploded. The pilots were able to transmit a final message: "MAYDAY MAYDAY MAYDAY. Clipper 214 out of control. Here we go." Seconds later, the first officer of National Airlines Flight 16, holding 1,000 feet higher in the same holding pattern, radioed, "Clipper 214 is going down in flames." The aircraft crashed at 8:59 p.m. in a corn field east of Elkton, Maryland, near the Delaware Turnpike, setting the rain-soaked field on fire. The aircraft was completely destroyed, and all of the occupants were killed. The aircraft was the first Pan American jet to crash in the five years since the company had introduced their jet fleet. A Maryland state trooper who had been patrolling on Route 213 radioed an alert as he drove toward the crash site, east of Elkton near the state line. The trooper was first to arrive at the crash site and later stated that "It wasn't a large fire. It was several smaller fires. A fuselage with about 8 or 10 window frames was about the only large recognizable piece I could see when I pulled up. It was just a debris field. It didn't resemble an airplane. The engines were buried in the ground 10- to 15-feet from the force of the impact." It was soon obvious to firefighters and police officers that little could be done other than to extinguish the fires and to begin collecting bodies. The wreckage was engulfed in intense fires that burned for more than four hours. First responders and police from across the county, along with men from the United States Naval Training Center Bainbridge, assisted with the recovery. They patrolled the area with railroad flares and set up searchlights to define the accident scene and to ensure that the debris and human remains were undisturbed by curious spectators. Remains of the victims were brought to the National Guard Armory in Philadelphia, where a temporary morgue was created. Relatives came to the armory, but officials ruled out the possibility of visually identifying the victims. It took the state medical examiner nine days to identify all of the victims, using fingerprints, dental records and nearby personal effects. In some cases, the team reconstructed the victims' faces to the extent possible using mannequins. The main impact crater contained most of the aircraft's fuselage, the left inner wing, the left main gear and the nose gear. Portions of the plane's right wing and fuselage, right main landing gear, horizontal and vertical tail surfaces and two of the engines were found within 360 feet (110 m) of the crater. A trail of debris from the plane extended as far as four miles (6 km) from the point of impact. The complete left-wing tip was found nearly two miles (3 km) from the crash site. Parts of the wreckage ripped a 40-foot-wide (12 m) hole in a country road, shattered windows in a nearby home and spread burning jet fuel across a wide area. The Civil Aeronautics Board was notified of the accident and was dispatched from Washington, D.C. to conduct an investigation. Witnesses of the crash described hearing the explosion and seeing the plane in flames as it descended. Of the 140 witnesses interviewed, 99 reported seeing an aircraft or a flaming object in the sky. Seven witnesses stated that they had seen lightning strike the aircraft. Seventy-two witnesses said that the ball of fire occurred at the same time as, or immediately after, the lightning strike. Twenty-three witnesses reported that the aircraft exploded after they had seen it ablaze. The aircraft was a Boeing 707-121 registered with tail number N709PA. Named the Clipper Tradewind, it was the oldest aircraft in the U.S. commercial jet fleet at the time of the crash. It had been delivered to Pan Am on October 27, 1958 and had flown a total of 14,609 hours. It was powered by four Pratt & Whitney JT3C-6 turbojet engines and its estimated value was $3,400,000 (equivalent to $28,700,000 in 2020). In 1959, the aircraft had been involved in an incident in which the right outboard engine was torn from the wing during a training flight in France. The plane entered a sudden spin during a demonstration of the aircraft's minimum control speed, and the aerodynamic forces caused the engine to break away. The pilot regained control of the aircraft and landed safely in London using the remaining three engines. The detached engine fell into a field on a farm southwest of Paris, where the flight had originated, with no injuries. The plane carried 73 passengers, who all died in the crash. All the passengers were residents of the United States. The pilot was George F. Knuth, 45, of Long Island. He had flown for Pan Am for 22 years and had accumulated 17,049 hours of flying experience, including 2,890 in the Boeing 707. He had been involved in another incident in 1949, when as pilot of Pan Am Flight 100, a Lockheed Constellation in flight over Port Washington, New York, a Cessna 140 single-engine airplane crashed into his plane. The two occupants of the Cessna were killed, but Captain Knuth was able to land safely with no injuries to his crew or passengers. The first officer was John R. Dale, 48, also of Long Island. He had a total of 13,963 hours of flying time, of which 2,681 were in the Boeing 707. The second officer was Paul L. Orringer, age 42, of New Rochelle, New York. He had 10,008 hours of flying experience, including 2,808 in Boeing 707 aircraft. The flight engineer was John R. Kantlehner of Long Island. He had a total flying time of 6,066 hours, including 76 hours in the Boeing 707. The Civil Aeronautics Board (CAB) assigned more than a dozen investigators within an hour of the crash. The CAB team was assisted by investigators from the Boeing Company, Pan American World Airways, the Air Line Pilots Association, Pratt & Whitney, the Federal Bureau of Investigation and the Federal Aviation Agency. The costs of the CAB's investigations rarely exceeded $10,000, but the agency would spend about $125,000 investigating this crash (equivalent to $1,060,000 in 2020), in addition to the money spent by Boeing, the Federal Aviation Administration (FAA), Pratt & Whitney, and other aircraft-part suppliers during additional investigations. Initial theories of the cause of the crash focused on the possibility that the plane had experienced severe turbulence in flight that caused a fuel tank or fuel line to rupture, leading to an in-flight fire from leaking fuel. U.S. House Representative Samuel S. Stratton of Schenectady, New York sent a telegram to the FAA urging them to restrict jet operations in turbulent weather, but the FAA responded that it saw no pattern that suggested the need for such restrictions, and Boeing concurred. Other theories included sabotage or lightning, but by nightfall after the first day, investigators had not found evidence of either. There was also some speculation that metal fatigue as a result of the aircraft's 1959 incident could be a factor, but the aircraft had undergone four separate maintenance overhauls since the accident without any issues having been detected. Investigators rapidly located the flight data recorder, but it was badly damaged in the crash. Built to withstand an impact 100 times as strong as the force of gravity, it had been subjected to a force of 200 times the force of gravity, and its tape appeared to be hopelessly damaged. CAB chairman Alan S. Boyd told reporters shortly after the accident, "It was so compacted there is no way to tell at this time whether we can derive any useful information from it." Eventually, investigators were able to extract data from 95 percent of the tape that had been in the recorder. The recovery of the wreckage took place over a period of 12 days, and 16 truckloads of the debris were taken to Bolling Air Force Base in Washington, D.C. for investigators to examine and reassemble. Investigators revealed that there was evidence of a fire that had occurred in flight, and one commented that it was nearly certain that there had been an in-flight explosion of some kind. Eyewitness testimony later confirmed that the plane had been burning on its way down to the crash site. Within days, investigators reported that the crash had apparently been caused by an explosion that had blown off one of the wing tips. The wing tip had been found about three miles (5 km) from the crash site bearing burn marks and bulging from an apparent internal explosive force. Remnants of nine feet (3 m) of the wing tip had been found at various points along the flight path short of the impact crater. Investigators revealed that it was unlikely that rough turbulence had caused the crash because the crews of other aircraft that had been circling in the area reported that the air was relatively smooth at the time. They also said that the plane would have had to dive a considerable distance before aerodynamic forces would have caused it to break up and explode, but it was apparent that the aircraft had caught fire near its cruising altitude of 5,000 feet. Before this flight, there had been no other known case of lightning causing a plane to crash despite many instances of planes being struck. Investigators found that on average, each airplane is struck by lightning once or twice a year. Scientists and airline-industry representatives vigorously disputed the theory that lightning could have caused the aircraft to explode, calling it improbable. The closest example of such an instance occurred near Milan, Italy in June 1959 when a Lockheed L-1049 Super Constellation crashed as a result of static electricity igniting fuel vapor emanating from the fuel vents. Despite the opposition, investigators found multiple lightning strike marks on the left wing tip, and a large area of damage that extended along the rear edge of the wing, leading investigators to believe that lightning was indeed the cause. The CAB launched an urgent research program in an attempt to identify conditions in which fuel vapors in the wings could have been ignited by lightning. Within a week of the crash, the FAA issued an order requiring the installation of static electricity dischargers on the approximately 100 Boeing jet airliners that had not already been so equipped. Aviation-industry representatives were critical of the order, claiming that there was no evidence that the dischargers would have any beneficial effect, as they were not designed to handle the effects of lightning, and they said that the order would create a false impression that the risk of lightning strikes had been resolved. The CAB conducted a public hearing in Philadelphia in February 1964 as part of its investigation. Experts had still not concluded that lightning had caused the accident, but they were investigating how lightning could have triggered the explosion. The FAA said that it would conduct research to determine the relative safety of the two types of jet fuel used in the United States, both of which were present in the fuel tanks of Flight 214. Criticism of the JP-4 jet fuel that was in the tanks centered around the fact that its vapors can be easily ignited at the low temperatures encountered in flight. JP-4 advocates countered that the fuel was as safe, or safer than, kerosene, the other fuel used in jets at the time. Pan American conducted a flight test in a Boeing 707 to investigate whether fuel could leak from the tank-venting system during a test flight that attempted to simulate moderate to rough turbulence in flight. The test did not reveal any fuel discharge, but there was evidence that fuel had entered the vent system, collected in the surge tanks and returned to the tanks.[1](p9) Pan American said that it would test a new system to inject inert gas into the air spaces above the fuel tanks in aircraft in an attempt to reduce the risk of hazardous fuel-air mixtures that could ignite. On March 3, 1965, the CAB released its final accident report. The investigators concluded that a lightning strike had ignited the fuel-air mixture in the number 1 reserve fuel tank, which had caused an explosive disintegration of the left outer wing, leading to a loss of control. Despite one of the most intensive research efforts in its history, the agency could not identify the exact mechanics of the fuel ignition, concluding that lightning had ignited vapors through an as-yet unknown pathway. The board said, "It is felt that the current state of the art does not permit an extension of test results to unqualified conclusions of all aspects of natural lightning effects. The need for additional research is recognized and additional programming is planned." Accident Report Safety Recommendations The following recommendations for your consideration are submitted: Install static discharge wicks on those turbine powered aircraft not so equipped. Reevaluate problems associated with incorporation of flame arrestors in fuel tank vent outlets. We believe positive protection against fuel tank explosion from static discharge ignited fuel/air mixtures at fuel tank vent outlets can be provided by flame arrestors having sufficient depth. A possible alternative to No. 2 that may be considered is to render the mixture emitting from the vent outlet non-ignitable by the introduction of air into the vent tube. We believe the surge tanks located just outboard of the reserve tanks, by virtue of their location near the wing tip, are vulnerable with respect to lightning strikes. Burn marks on the skin in the tip area of N709PA substantiates this belief. This being the case, it is believed a measure of protection will be attained if the wing skin is not utilized as part of the surge tank walls. This could be accomplished by providing an inner wall with an air gap between it and the wing skin to form the surge tank. It is recommended that this concept be considered. Another alternative appears to provide sufficient thickness of the skin in this area to prevent burning through by lightning strikes. Suggested for consideration is the requirement that only Jet A fuel be used commercially. Vapor flammability temperature charts provided by Esso show that much less of the operations would occur with the vapor in the flammability range while using Jet A fuel as compared with Jet B fuel. Finally, it is recommended that every effort be expanded to arrive at a practical means by which flammable air/vapor mixtures are eliminated from the fuel tanks. There appears to be at least two approaches to accomplish this act. There is the possibility of inerting the space above the fuel by introduction of an inert gas. An alternate approach is to introduce sufficient air circulation into the tanks to maintain a fuel/air ratio too lean for combustion. There may well be other approaches to attain this goal; if so, they should be explored. Other problems of like complexity have been resolved and we feel the resolution of this problem is likewise attainable at a cost commensurate with the benefits. We recommend that FAA/CAB solicit the aid of the aviation and petroleum industry as well as government and defense agencies to provide a solution to this problem that is applicable to aircraft in service as well as new aircraft.

On Friday, December 16, 1960, a United Airlines Douglas DC-8, bound for Idlewild Airport (now John F. Kennedy International Airport) in New York City, collided in midair with a TWA Lockheed L-1049 Super Constellation descending into the city's LaGuardia Airport. The Constellation crashed on Miller Field in Staten Island and the DC-8 into Park Slope, Brooklyn, killing all 128 people on the two aircraft and six people on the ground. It was the deadliest aviation disaster in the world at the time. The death toll would not be surpassed until a Lockheed C-130B Hercules was shot down in May 1968, killing 155 people. In terms of commercial aviation, the death toll would not be surpassed until the March 1969 crash of Viasa Flight 742, which crashed on takeoff and killed all 84 people on board the aircraft, as well as 71 people on the ground. The accident became known as the Park Slope plane crash or the Miller Field crash, after the crash sites of each plane respectively. The accident was also the first hull loss and first fatal accident involving a Douglas DC-8.     United Airlines Flight 826, Mainliner Will Rogers, registration N8013U, was a DC-8-11 carrying 84 people from O'Hare International Airport in Chicago to Idlewild Airport (now John F. Kennedy International Airport) in Queens. The crew was Captain Robert Sawyer (age 46), First Officer Robert Fiebing (40), Flight Engineer Richard Pruitt (30), and four stewardesses.[1] Trans World Airlines Flight 266, Star of Sicily, registration N6907C, was a Super Constellation carrying 44 people from Dayton and Columbus, Ohio, to LaGuardia Airport in Queens. The crew was Captain David Wollam (age 39), First Officer Dean Bowen (32), Flight Engineer LeRoy Rosenthal (30), and two stewardesses. Star of Sicily's sister ship N6902C, Star of the Seine, was destroyed in another mid-air collision with a United Airlines flight in 1956. At 10:21 A.M. Eastern Time, United 826 advised ARINC radio — which relayed the message to UAL maintenance — that one of its VOR receivers had stopped working. ATC, however, was not told that the aircraft had only one receiver, which made it more difficult for the pilots of flight 826 to identify the Preston intersection, beyond which it had not received clearance. At 10:25 A.M. Eastern Time, air traffic control issued a revised clearance for the flight to shorten its route to the Preston holding point (near Laurence Harbor, New Jersey) by 12 miles (19 km). That clearance included holding instructions (a standard race-track holding pattern) for UAL Flight 826 when it arrived at the Preston intersection. Flight 826 was expected to reduce its speed before reaching Preston, to a standard holding speed of 210 knots or less. However, the aircraft was estimated to be doing 301 knots when it collided with the TWA plane, several miles beyond that Preston clearance limit. During the investigation, United claimed the Colts Neck VOR was unreliable (pilots testified on both sides of the issue). ("Preston" was the point where airway V123 — the 050-radial off the Robbinsville VOR — crossed the Solberg 120-degree radial and the Colts Neck 346-degree radial.) However, the CAB final report found no problem with the Colts Neck VOR. The prevailing conditions were light rain and fog (which had been preceded by snowfall). According to the DC-8's FDR, the aircraft was 12 miles (19 km) off course and for 81 seconds, had descended at 3,600 feet per minute (18 m/s) while slowing from more than 400 knots to 301 knots at the time of the collision. One of the starboard engines on the DC-8 hit the Constellation just ahead of its wings, tearing apart that portion of the fuselage. The Constellation entered a dive, with debris continuing to fall as it disintegrated during its spiral to the ground. The initial impact tore the engine from its pylon on the DC-8. Having lost one engine and a large part of the right-wing, the DC-8 remained airborne for another minute and a half. The DC-8 crashed into the Park Slope section of Brooklyn at the intersection of Seventh Avenue and Sterling Place (40°40′38″N 73°58′25″W), scattering wreckage and setting fire to ten brownstone apartment buildings, the Pillar of Fire Church, the McCaddin Funeral Home, a Chinese laundry, and a delicatessen. Six people on the ground were killed. The crash left the remains of the DC-8 pointed southeast towards a large open field at Prospect Park, blocks from its crash site. A student at the school who lived in one of the destroyed apartment buildings said his family survived because they happened to be in the only room of their apartment not destroyed. The crash left a trench covering most of the length of the middle of Sterling Place. Occupants of the school thought a bomb had gone off or that the building's boiler had exploded. The TWA plane crashed onto the northwest corner of Miller Field, at 40.57°N 74.103°W, with some sections of the aircraft landing in New York Harbor. At least one passenger fell into a tree before the wreckage hit the ground. There was no radio contact with traffic controllers from either plane after the collision, although LaGuardia had begun tracking an incoming, fast-moving, unidentified plane from Preston toward the LaGuardia "Flatbush" outer marker. The likely cause of the accident was identified in a report by the US Civil Aeronautics Board. United Flight 826 proceeded beyond its clearance limit and the confines of the airspace allocated to the flight by Air Traffic Control. A contributing factor was the high rate of speed of the United DC-8 as it approached the Preston intersection, coupled with the change of clearance which reduced the en-route distance along Victor 123 by approximately 11 miles.   The only person to initially survive the crash was an 11-year-old boy from Wilmette, Illinois. He was traveling on Flight 826 unaccompanied as part of his family's plans to spend Christmas in Yonkers with relatives. He was thrown from the plane into a snowbank where his burning clothing was extinguished. Although alive and conscious, he was badly burned and had inhaled burning fuel. He died of pneumonia the next day. In 2010, on the 50th anniversary of the accident, a memorial to the 134 victims of the two crashes was unveiled in Green-Wood Cemetery, Brooklyn. The cemetery is the site of the common grave in which were placed the human remains that could not be identified. The events of the collision are documented in the 5th season, episode 1, of The Weather Channel documentary Why Planes Crash. The episode is titled "Collision Course" and was first aired in April 2013. https://youtu.be/ilFKPhgMGqM  As a result of this accident, the following changes were instituted: Pilots must report malfunctions of navigation or communication equipment to ATC. All turbine-powered aircraft must be equipped with Distance Measuring Equipment (DME). Jet aircraft must slow to holding speed at least 3 minutes before reaching the holding fix. Aircraft are prohibited from exceeding 250 knots when within 30 nautical miles of a destination airport and below 10,000 feet MSL.

PODCAST - BULLES D'HISTOIRE, mardi et samedi à 10h30. Chronique animée par Stéphane Dubreil sur les bandes dessinées historiques. Cette semaine, Stéphane rencontre Jean-Laurent Truc. Dans cette bulle d'histoire, Stéphane Dubreil rencontre le journaliste Jean-Laurent Truc pour un album qui revient sur un épisode extraordinaire de son enfance. 1962, l'Algérie accède à l'indépendance et Jean Laurent doit quitter Colomb Bechar, au sud du pays, pour revenir en métropole. Il embarque avec ses frères et sœur, sa mère dans un Super Constellation en direction de Marseille. Arrivé au-dessus d'Oran, le pilote reçoit l'ordre de se poser. Il sait que le danger guette ses passagers si il obéit. Il décide finalement de passer outre, il éteint sa radio et vole vers Marseille. Jean Laurent Truc part de cette histoire vraie pour construire « un thriller dans une carlingue » avec son lot de personnages haut en couleur : un espion, un agent secret, une hôtesse de l'air intrépide, un baroudeur louche, un pilote ancien de la Seconde guerre et de l'Indochine et bien sûr, lui et sa famille pris dans la tourmente, d'une guerre qui s'achève.  Non retour est publié par les Editions Dargaud, 76 page, 15 € 

My friends Ricky and Lucy join me for a round table discussion and dissection of an issue of Life Magazine from July 16th 1956. This issue features an article about the search for bodies in the Grand Canyon after a United Airlines Douglas DC-7 struck a Trans World Airlines Lockheed L-1049 Super Constellation over the Grand Canyon National Park on June 30th 1956.

Bonjour et bienvenue dans le 81ème épisode de ce podcast. Cette semaine, nous allons à nouveau parler d’un avion historique. Néanmoins, cette fois-ci, nous allons nous intéresser à un avion civil et en particulier le légendaire Lockheed Super Constellation. Notre invité de la semaine est Pierre-André. Pierre-André est membre de l’amical du Super Constellation Nantes. Rubrique thématique Dans un premier temps, nous irons en détail sur l’avion restauré par l’association. Nous évoquerons son histoire débutant sous les couleurs d’Air France sur les toutes premières lignes transatlantiques et évoluant vers le transport humanitaire en Afrique. Nous parlerons des particularités de cet avion et des innovations qu’il présentait pour l’époque avec notamment sa cabine pressurisée et les nouvelles possibilités de ligne qu’il offrait. Ensuite, Pierre-André nous présentera les travaux de restauration effectués par l’association avec notamment les chantiers de peinture de la cellule et les nombreux efforts d’aménagement intérieur. Il nous expliquera également les problématiques autour du vieillissement d’un tel avion, de son hébergement et de la disponibilité des pièces détachées. Erratum : lors de l’interview, nous avons oublié de mentionné un personne essentielle à la vie de l’amicale Super Constellation Nantes. Il s’agit de Michel Beyssat qui fut pilote de ligne chez Air France et président de l’association de 2001 à à 2019. Vous pouvez en savoir plus sur lui et son parcours ici. Vidéo de la semaine La vidéo de la semaine est une vidéo datant de l’époque où le Super Constellation Suisse volait encore. On peut y voir le démarrage de ses magnifiques et gigantesques moteurs radiaux et y écouter le doux bruit qu’ils font. https://www.youtube.com/watch?v=ynlAVeQd_MY Rubrique culturelle Cette semaine, Olivier nous parle du légendaire Supermarine Spitfire ainsi que de l’autobiographique de Claude Clostermann « Le Grand Cirque ». Conclusion Ainsi se conclut donc le 81ème épisode. J’espère qu’il vous a plu et je vous invite à vous abonner sur votre application de podcast favoris. Également, n’hésitez pas à laisser un avis 5 étoiles sur iTunes ce qui permettra à d’autres personnes de découvrir ce podcast. Si vous avez des questions, des remarques ou des suggestions, n’hésitez pas à utiliser le formulaire de contact. Si vous voulez recevoir des notifications lors de la sortie des nouveaux épisodes, vous pouvez vous inscrire à la newsletter dans la barre latérale droite de notre site. Vous pouvez également nous suivre sur Twitter sur @ParlonsAviation et sur Facebook sur notre page « Parlons Aviation. »

Over the last quarter of a century and mainly through donations and volunteer work, the Qantas Founders Museum, which is a nonprofit that is independent from the airline, has assembled an amazing collection of historical aircraft that, at one point in time or another, have been in Qantas service: these include a Boeing 747, a Boeing 707 and a Super Constellation, miraculously salvaged from an aircraft graveyard in the Philippines.I spoke with the museum’s communication manager, Nicole Kuttner, to learn more about the museum, what visitors can find there and their current projects, as well as the ways in which they are marking the Qantas centenary and, more generally, the practicalities of getting to Longreach and exploring the surrounding region.

O nosso entrevistado é piloto comercial há 40 anos e ao longo da sua carreira na aviação ele já comandou aeronaves fantásticas, entre elas o clássico Electra da Varig, na Ponte Aérea Rio-São Paulo, o MD-11 e os Boeings 727, 767 e 777, o triple seven, aeronave da qual é comandante até hoje. O nosso entrevistado é da segunda geração de uma família de pilotos, que já está na terceira geração. Seu Pai, Dilermando, foi piloto e comandante de linha aérea, na Real, na Tap e na Varig, e comandou aeronaves maravilhosas, entre elas o Super Constellation. Sua Mãe, Ione, também trabalhou na Varig, como comissária de bordo no Constellation, onde se conheceram. Já a terceira geração da família está com a decolagem autorizada! O seu filho Matheus, estuda e se prepara em Portugal para ingressar na carreira como piloto de linha aérea. Imagine que o nosso entrevistado começou a carreira voando pela Rio Sul, no início dos anos 1980, e depois por quase 23 anos foi piloto da Varig e há praticamente 15 anos voa na Korean Air, companhia aérea sul-coreana. Ele tem uma vida dedicada à aviação comercial, transportando pessoas e cargas por todo o planeta há 40 anos. São 30 mil horas de voo acumuladas aos longo de quatro décadas. E durante a nossa conversa ele contou histórias muito legais, curiosas e engraçadas sobre sua vida na aviação. Há dois anos ele idealizou e, juntamente com um grupo de aviadores, comandou a criação do Brazilian Pilots Teaching For Free, uma comunidade para profissionais da aviação, também aberta aos entusiastas, como eu, que democratizou o compartilhamento de conteúdo e treinamento sobre aviação, que oferece assessoria gratuita para pilotos, desde os iniciantes até o mais experientes. É uma comunidade que troca informações, conhecimentos, experiências e compartilhar histórias sobre a aviação no Brasil. Nesta entrevista, ele explicou mais detalhes sobre este importante trabalho que realiza no Teaching for Free. E é com muita alegria que recebemos no podcast Outra Visão, Rafael Santos, o Comandante Rafael, o Tiozão do Teaching for Free, que eu sei, tem muitas histórias para contar. Acompanhe a entrevista! Entrevista realizada dia 25/08/2020 LINKS – Rafael Santos – Teaching for Free Site - https://teachingforfree.com/ Youtube - https://www.youtube.com/c/TeachingForFree Instagram - https://www.instagram.com/teachingforfree/ Facebook - https://www.facebook.com/teachingforfree/ Linkedin - https://www.linkedin.com/company/teachingforfree Twitter - https://twitter.com/teachingforfree Spotify / Anchor - https://anchor.fm/teachingforfree

  Qantas may have retired its last active Boeing 747, but there are still two of the "queens of the skies" on display in Australian aviation museums. One of those, a Boeing 747-200, can be found at the Qantas Founders Museum in Longreach, Queensland. Qantas has a long and proud association with Longreach, the town where it first started its operations in the 1920s and even manufactured its own aircraft. Today, Longreach is home to the iconic museum that celebrates the history of Australia's national carrier. As well as the Boeing 747, there is a Boeing 707, Super Constellation, DC3, Catalina and other Qantas aircraft and memorabilia on display. In this episode, Matt chats to Tony Martin, the CEO of the Qantas Founders Museum in Longreach.   Episode contents: 1:03 - Fortnightly news round-up 10:22 - Interview with Tony Martin   Links: AFF on Air Discussion thread - a dedicated AFF thread to discuss the podcast and ask questions Qantas Founders Museum   Frequent Flyer Gazette articles referenced in the fortnightly news round-up: Virgin Australia to Retain Lounges, Ditch 777s & A330s Defunct Tigerair Loses its Roar Overview of Australian State Border Restrictions Woolworths Relaunches Everyday Rewards ACCC Forces Etihad to Refund Cancelled Flights What Could Oneworld Alliance-Wide Upgrades Look Like? Qantas Dream Planner Sends Real-Time Reward Alerts

Welcome to Episode 49 Sponsored by Goodman Models. Hosts Stuart Clark Anthony Goodman Thanks to our wonderful Patreon Supporters! *************************************** LATEST NEWS SMP Super Model Contest 2020! Presenting SMP's Super Model Contest 2020 sponsored by Moscato Hobby Models Rules: Any subject / Any scale / Anything goes / Must be your own work 3-month duration starting July 1st, Ending September 30th. You must not start until July 1st. Max. 3 pics and a brief (no more than 100 words) description You must Include: Scale / Manufacturer / Subject Name Prize: Baby Space Crab 1/48 Scale Resin Kit from Moscato Hobby Models Our Judge is Terry Miesle of Terry's Trade Secrets! Send your photos and description to smpcontest2020@gmail.com *************************************** MAILBAG David Waples writes: Enjoyed the show and especially the interview.  I shared this with the other two podcasts as they were talking about egg/distorted/cute subjects.  I do these every Easter just for a break and for fun.  I love these Chibi-Maru kits from Fujimi because they include or can be purchased with photo etch, wood decks, and fit together beautifully.  Great way to dip your toes into multimedia shipbuilding.  This is the IJN Ise kit with photo etch and wood deck.  Thanks again for putting on a great show. Ray Davis writes: G'day Stuart and Anthony, I hope that you are both doing well at this crazy time! I know that it is well and truly overdue, but I'm sure that you can appreciate how flat out things have been. Especially with recently qualifying as a Volunteer Bush Fire Fighter with the RFS, here in Sydney. I thought that I would kill two birds with one stone and show you my workspace that I use. (When I get the time). As well as letting you know, Anthony, that these Super Sanding Blocks work like a treat. As I am currently using them on a 1/72 Super Constellation that I am refurbishing slowly. Anyway, I hope that both you and your families take care and stay safe and healthy. Kindest Regards, Ray Allan Gillis writes:  Hi Stuart, I was just listening to the latest episode and you mentioned your “what if” Canadian A-4 project. Something you might not know is that you could actually do a historically accurate Canadian A-4 Skyhawk! Yes, the RCN trialled the Skyhawk as a replacement for the Banshee’s on the HMCS Bonaventure, so we actually did operate them a little. In the end, the A-4 was just too heavy and landed at too high a speed for the deck structure of the Bonnie. I got that info from a guy who flew as part of a Tracker crew on the Bonnie, but there is also a brief reference to it on the Bonaventure’s Wikipedia page. Cheers, – Allan Ricardo Salame sends in some of his Ma. K photos: ****************************** LATEST HOBBY ANNOUNCEMENTS Meng is coming out with a 1/32 Fokker Triplane and the web is wondering if it's WNW

Wow !! --- Support this podcast: https://anchor.fm/emotional-anatomy/support

  The Historic Aircraft Restoration Society (HARS) boasts a collection of over 60 aircraft, including a retired Qantas 747, Super Constellation and DC-3s. John Travolta's Boeing 707 will also soon be added to the museum at Illawara Regional Airport, which is open daily to the public. In this episode, Matt chats to HARS President Bob de la Hunty. Also in this episode, the latest frequent flyer news and the plan to get rid of Melbourne Airport's taxi touts.   Episode contents: 1:01 - Fortnightly news round-up 4:52 - AFF's 13th annual gathering 7:17 - Interview with Bob de la Hunty from HARS 22:21 - Melbourne Airport's taxi touts 25:22 - Ask Matt: Oneworld Award stopover rules   Links: AFF on Air Discussion thread - a dedicated AFF thread to discuss the podcast and ask questions 13th Annual AFF Gathering a Success The History of Airport Slots – Ernst Krolke Speech at AFF#13 HARS website Melbourne Airport Taxi Touts Scamming, Harassing Tourists   Frequent Flyer Gazette articles referenced in the fortnightly news round-up: Qantas Grounds 3 Boeing 737-800s over Pickle Fork Cracks Australian Government Overhauls Smartraveller Website American Airlines Adds Christchurch, Auckland-Dallas Flights Air New Zealand to Fly Non-Stop to New York Qantas Flies Non-Stop from New York to Sydney Airline Route Changes from 27 October 2019 Virgin Australia Wins Haneda Approval Is Qantas Car Insurance a Good Deal? Velocity 15% EOY Transfer Bonus – November 2019

How big a boost does aviation tourism provide to Australia and is it something we should be investing in now?

Derek welcomes Michael Legge, the creative mind behind numerous movies as well as the horror host show The Dungeon of Dr. Dreck! Michael discusses his background and origins as a monster kid and movie maker, and talks about what went into his Dr. Dreck character and show. Also, Derek is REALLY excited about Barbara Steele appearing at the upcoming Living Dead Horror Convention. Be sure to visit our complete website at , and don't forget our Wiki Campaign! Voicemail: 503-479-5MKR (503-479-5657)Email: monsterkidradio@gmail.com (.mp3s of every episode of Monster Kid Radio is available for download at our barebones behind-the-scenes website at ) Living Dead Horror Convention - Support Monster Kid Radio on Patreon - Keep the  Open - Sideshow Cinema - The opening and closing song "Super Constellation" (from the album Red Triangle) appears by permission of Mister Neutron - All original content of Monster Kid Radio by is licensed under a . Monster Kid Radio is a registered service mark of Monster Kid Radio LLC.

Flight International Deputy Editor Max Kingsley-Jones discusses the importance of the Lockheed Super Constellation, and its predecessor the Constellation, which launched a new era of air transport. This "Queen of the Skies" was flying over the Paris Air Show, and Max was able to tour the aircraft on the ground. See Flightglobal.com/parisvideo for video footage of the tour.

Max Kingsley Jones continues his tour of the Super Constellation in the cockpit, talking with volunteer pilot Paul Zitzer.

The Super Constellation wouldn't get far without an expert Flight Engineer at the cockpit station.

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!

Lambda lambda lambda! Hoje Alottoni, Vince Glotto, Comandante Júnior e Azaghâl, o anão apertam os cintos para embarcar em um papo sobre a profissão de AVIADOR. Neste podcast: Aprenda quanto custa para se tornar um piloto, entenda se um celular pode mesmo derrubar um avião, descubra quais são os papos que rolam na cabine e memorize sempre onde fica a machadinha! Tempo de duração: 78 min COMENTADO NA LEITURA DE E-MAILS Vídeo: Quantos DeLoreans você quer? Dimensão Nerd TeiaCast Chip Sangrento (BlogCast) Braincast TV #9.1 - Jovem Nerd na Campus Party PROMOÇÃO DEMONSTRE SEU AMOR PELO JOVEM NERD - VOTE AGORA Elisabete Gonçalves pagou mico nas ruas de Londres. Felipe Queiroz fez um videoclipe musical Thiago Moskito cortou a cabeleira. PARA VER NO YOUTUBE Pássaro na turbina (decolagem) Birdstrike até o painel (Fotos 1 | 2 | 3 | 4 | 5 | 6 | 7) Super Constellation (que o avô de Vince Glotto pousou na água) Boeing 767 sequestrado fazendo pouso na água. Pouso no rio Hudson em Nova York (vários ângulos) Pousos difíceis Pouso suave FAIL E-MAILS Mande suas críticas, elogios, sugestões e caneladas para nerdcast@jovemnerd.com.br. RECADOS DE VOZ Mandem seus recados por voz para o nosso Podcast deixando sua mensagem em nossa secretária eletrônica do GTalk! É só ligar para "nerdcast.jn@gmail.com". iTUNES Você também pode assinar o Nerdcast em seu iTunes . Saiba como clicando aqui!