Maintaining Lies | The Crash Of Omega Air Refueling Services Flight 70
- Published on: 5/14/2020
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This is the story of omega air refueling services flight 70. Usually when I start a video I tell you about the plane that was flying, the operator, the origin airport, the destination airport and all of that stuff but today it's a bit different. Today we have to talk about omega air refueling services first cause that's an interesting conversation all on its own.
Omega air refueling services is a private operator that operates air tankers exclusively. You have private airlines that carry passengers and cargo and like that omega air refueling services carries fuel. So if you need your strike fighters refueled and you dont have your own air tankers on hand you call these guys. Theyll launch their planes fuel yours up and land back. thats their business model. By their website they've done about 5000 missions and they’ve delivered about 180 million pounds or about 81 million kilograms of fuel. Which is a lot, they support a whole host of clients from the US navy to the marine corps to the australian british and canadian air forces. Not bad at all. They operate the KC-707 and the KDC-10. Keep in mind thats the KC-707 and not the KC-135. The KC-135 is a brother to the 707 but it was designed from the ground up to be a tanker. Whereas the KC 707s that omega flies were passenger planes a long time ago which got converted into tankers. I didn't know that there existed a private air tanker operator, I guess you learn something new everyday. If you do know of any others do let me know in the comments below!
On the 18th of may 2011 at about 5:23 pm PDT an omega air refueling services 707 with the tail number N707AR was taxiing out onto runway 21 of point mugu naval air station california. Their mission today was to refuel Fa 18s off in the offshore warning area airspace. The pilots, a captain a copilot and a flight engineer were all very experienced. The wind was coming from 280 degrees and was at 24 knots and gusting to 34 knots, the pilots looked out the cockpit window and at the windsock flapping in the wind. All looked good. The pilots crunched the numbers and they came up with 141 knots for their V1 speed and 147 knots for the speed at which they had to rotate. V1 is the speed at which you can no longer safely abort the takeoff. If something goes wrong after V1 you have to get your bird in the air cause there just isnt enough runway for you to stop safely on. The pilots being cautious added 5 knots to their rotate speed to compensate for the gusting winds. The piots talked about the power settings for take off. The copilot was the pilot monitoring and he advised the captain about advancing the throttles slowly to avoid a power surge. The controller gave the all clear and flight 70 was given clearance to take off and they were asked to turn to 160 when airborne.
The captain advanced the throttle and he pushed the yoke down and he applied some aeilorns to compensate for the crosswind. The plane accelerated and it picked up speed as it went down the runway. They hit their rotate speed and the captain gently lifted the plane into the air aiming to pitch the plane up by 11 degrees. The plane gained about 20 feet of altitude and was 7000 feet down the runway when all three crew members heard a loud thud and the throttle for engine number 2 the inboard engine on the left side automatically went to idle.
The captain applies full right rudder and right aileron to level the wings but despite his best efforts the plane continued to drift left. The captain knew that his bird was crippled and that she
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