Despite flying being one of the safest modes of transportation as compared to other modes (car, etc.), the fact that TheFlighChannel will never be short of crashes to highlight is a sobering thought.
@Bzake your wrong" they are very safe, planes have a lower chance to crash than a car, and it usually comes down pilot error to crash a plane. Planes are one of the safest forms of transportation.
@Bzake nonsense...it’s because they’re far safer objectively. Statistics are adjusted for numbers/miles/hours etc. You are more likely to die on the way to work today than you are on a commercial flight. FULL STOP.
@Bzake walking across the street is more dangerous...you’re delusional. You watch videos about plane disasters so you substitute that emotion for logic. More people died in the last hour on the roads in the US than have died in the last 12 years in commercial jets. Literally.
Really? Name anything with any risk element involving billions of people over 100 plus years where this isn’t the case. He does 1 video a week. He could just do car crashes from TODAY and never run out of content.
I am a 767 captain. On the 767-300 (not sure about other types), when you press the "Go Around button(s)" on the back of the thrust levers the following happens when the aircraft is flying on the autopilot: The autopilot smoothly pitches the aircraft up to a go around nose high pitch attitude while simultaneously adding enough power to attain a 2000 foot/min climb rate at the present airspeed. The auto thrust system does not add full power, merely enough power to attain a 2000 foot/min climb. The FMAs (flight mode annunciators on the top of the PFDs (primary flight displays) in front of of each pilot will display "GA/GA/GA" indicating that the speed / lateral navigation (LNAV) / vertical navigation (VNAV) modes are now in Go Around (GA) status. The video here did not accurately indicate that in the simulation of the Prime crash. There is no aural warning indicating that the GA mode has been activated, only visual cues on the PFDs and naturally tactile cues. The only way to exit the GA mode is to reselect other LNAV or VNAV modes on the flight control panel or by turning off both flight director switches. Selecting a Go Around mode on the 767-300 does NOT disconnect the autopilot as erroneously stated by numerous people. I flew the Airbus 300--600 for 17 years prior to the 767 and the go around logic was similar with the main exception that the Airbus went to full power on a go around. The autopilot also remained engaged during the go around without any aural warning. Hope this sheds some light and clears up a lot of the false information propagated here.
Thank you. I'm not a pilot. But I could not understand from the video how a plane's configuration could be changed by pressing the GA switch and the crew don't receive confirmation or an alert of some kind. Also, as another commenter wrote, apparently the pilot and FO both had spotty records; so, if true, their competency in avoiding this crash was not addressed in the video either.
Interesting and excellent explanation-- Thank you! If I ever fly a 767-300, I'll remember that. (I'm a GA pilot!) But it's valuable info for pilots who are flying that aircraft.
It is crazy to me just how many of these accidents where pilots got lost in space could have been solved at any time by looking at the Altitude Indicator.
Most of the time, potential accidents ARE solved by looking at their instruments. What the hell was he looking at when flying IMC and said "we're stalling" and pushed the aircraft over 30 degrees nose down with Go Around power set.
It feels like Go Around mode is such an important change to everything else the pilots are doing that there should be a computer call out "Go Around activated" or something similar.
totally agree.....something to make the pilots aware that a "Go Around" was activated.....the NTSB can say this is benign, but....its NOT that benign.....obviously...... : (
As a pilot in training, one of the things we’re taught is to NEVER trust what your bodily senses are telling you without cross checking your instruments first. I’m IMC, sense serve more to deceive you than to help you and it’s almost always a better idea to look at your instrument panel than to trust the sensations you’re feeling.
One instrument playing up could be disconcerting, or more than one very disconcerting, but in this case NO main instruments were telling the pilots any other than what was going on !!
Crashes have been caused by malfunctioning instruments having the pilots believe that they are nosediving, causing them to pitch up, which causes the plane to stall and fall out of the air.
That's why you cross-check. For example, for a given pitch, power setting (and trim), a specific airspeed will result. Physics demands it. If you haven't touched the power but the airspeed starts radically changing, and you've confirmed the engines are still operating as expected and any drag inducing devices aren't deployed, you probably have a failed artificial horizon. Even in hard IFR it's possible to at least keep an aircraft flying roughly straight and level with nothing but airspeed (for pitch) and the mag compass (turn). Initial confusion can certainly result at the moment of an instrument failure in IFR (I've personally experienced it twice for real and numerous times in various simulators), but you can generally work out what's gone wrong fairly quickly with a few cross-checks. The main things to remember are: 1. Trust the instruments - especially when one has failed or is suspected to have failed, and 2. Never forget that the instruments themselves do not make the aircraft fly - physics does. Pitch plus power will always equal performance. Hold to that however you can, work the problem, and you'll likely live long enough to sort out what's going on. Personally I've always found the most 'disorienting' moments of IFR flight are the result of 'breaking out' back into visual conditions after you've spent a period of time 'desynced' from what your ears (vestibular system) have been telling you. That moment of transition and reintegration between what you see and what you feel is an odd one. Getting "the leans" while IFR is unpleasant, but (IME) not too difficult to ignore as long as you remain focused on the instruments and maintain a proper scan.
The 32yo who was hitching a ride in the jump seat was the one I feel bad about. Finally had a ticket to the majors after much work and sacrifice and has the misfortune of picking a ride with these two clowns. He had the sense to call out to pull up and he wasn't a crew member. Very sad.
My dad was a WWII pilot and when I started flying he told me to always depend on the instruments and not on what I felt. I remembered that advice the first time I had to descend through the clouds.
Sounds like a very loving dad. Yet there is one who loves you more than your dad ever did, God Almighty. He offers the free gift of salvation and his only begotten Son Lord Jesus Christ, who died for The remission of all our sins then was raised up on the third day. The Creator did not intend for men to Fly through the sky and machines. Did you know that the Bible refers to the devil as the prince of the powers of the air? He is the main reason why planes fall out of the sky. Men are not living the way they are supposed to live. As long as you fly a plane, you are putting yourself at risk. That’s why my advice to you is to repent and come to the Lord Jesus. He loves you and wants you to be safe my friend. As I love you and want you to be safe as well. As for me, God willing the only times that I will fly will be during the days of great tribulation and the second coming of Messiah Jesus. God bless you.
Randy Ward thank you for your comment. It is one of the few here worth reading. My late dad, God rest his soul, was a pilot also.Your dad gave you good advice. BTW it is weird that your excellent comment has garnered only 3 likes, whereas other insidious comments like: " Oh geez, this is do horrific, I can't imagine....I mean can you just...huzzah wuzza blah blah babba booboo crappy nonsense " comments collect 800 likes. Real sign of the degradation of human intelligence I guess.
@@Endmomrntsbestrong Yes of course I will. May the Lord God bless you, keep you, and give you peace. Much love and blessings to you and your household.
You left out the facts that the first officer was of manifestly (documented) questionable competence, that the first officer had lied his way into getting hired, and that Atlas Air did not adequately check the first officer's background before or after hiring him. These are serious omissions.
There is so much more to this crash than what this video presents. And the F/O's family has the audacity to sue the company because they claim he had not been trained well enough.
@@Hedgeflexlfz Yes i would almost characterize this video report as a "whitewash" were i to be temporarily possessed by the spirit of Norm Macdonald as he wanders through the land. Seriously though, I was sad to have to give a thumbs-down, but the glaring omissions in this video report make me wonder how many important pieces of information are omitted from other video reports on this channel.
@@isobel64 You know nothing about this. The captain's yoke was pulled all the way back in an effort to pull the plane out of the dive. The incompetent F/O pushed his yoke all the way forward and was diving the plane. The Captain is a hero who was fighting this idiot F/O.
The number of pilots who are afraid of flying, but still fly, sometimes boggles my mind. This FO had a tendency to freak out and start "pressing buttons" whenever he lost situational awareness. That Citation crew who crashed a perfectly good plane in Jersey a few years back had the same tendency. Just because you love planes doesn't mean you have to be the one flying. If you're failing checkrides and just not "getting it", make some changes.
IDK, so far I’ve failed two checkrides, both over steep turns(for different reasons), but I worked to fix them. I’m definitely not a type A pilot type, and I have been told I’m not a natural pilot, but I’ve been able to prove myself and make friends and be an acceptable instructor and pilot. I have ADHD and Anxiety which got me through 1.5 years of having to prove to CAMI I could function as a pilot, but I got through it and got that happy letter. I’m also a pretty cruddy driver. I worked through a lot of adversity and now I’m developing aviation curriculum that will be most likely the template for the community college system of an entire state as a 22 yo fresh CFI. More than anything though, I feel at home in an airline cockpit. I’ve been messing with flight sims since I was 11 and work well in rigid environments. That being said I have caught myself being impulsive in airline cockpits(but even then in the training environment, I did make correct decisions for the situation I thought I was in), but I’ve learned and gotten better and used the QRH for the remainder of that time. IDK though, maybe I just can’t take a hint.
@@littleferrhis I used to be a CFI and based off your wall of text you're not one of the guys I would have ever been concerned about. Just don't ever let bad habits form and don't be afraid to say no to ATC, Ops, Crew or Dispatch
I'm confused. Where in the video was there a mention of the FO "freak[ing] out and pressing buttons"? I didn't find any commentary on the FO's tendency to freak out. There was however a mention of Somatogravic Illusion; a documented psychomotor response in complete IFR conditions that occur upon rapid and sudden acceleration. Your comment contains inaccuracies and I'd suggest you take it down out of respect. That first office did in fact die after all, and can't defend himself. If you are however trying to construct a point on your original thesis regarding "the number of pilots who are afraid of flying", I'd implore you to provide some relevant data. Otherwise, thanks and cheerio. Lol.
@@nathanielgirma8265 Hi Nathan, This video left out a lot of the NTSB's findings regarding this crash. (I can't link the 3,000 page docket because TH-cam deletes comments with external links). Conrad, the FO, had lied to Atlas on his application, hiding a long history of failed check rides and work history from previous carriers. One of those carriers, Mesa, was where he failed two checkout sessions and left the company. His evaluator told NTSB "He'd make frantic mistakes [and] start pushing a lot of buttons without thinking about what he was pushing." Conrad went on to flunk out of Commuterair and Air Wisconsin due to failing to satisfactorily complete his training. At Atlas he failed his 767 type rating, but was given another chance because his (false) work history showed a lot of vacancies that convinced the Check Airman that his poor performance was due to a gap in flying, not skill, despite having failed 5 sim sessions and an oral. During his 2nd attempt at qualifying, his examiner noted that he had a "tendency to panic when faced with an unexpected event." They awarded Conrad his type rating anyway. NTSB board member Michael Graham, after reviewing Conrad's history, went on record to state "I'm miffed why this pilot was allowed to continue in the cockpit." The answer is because he lied about his history and hid his multiple failures. When presented with unexpected thrust, his instinct was to nose a perfectly good airplane into the ground, ignoring 3 working artificial horizons and airspeed indicators to do it. The video also left out the fact that the Captain pulled full aft on the yoke almost immediately after the dive began. There are rumors he pulled so hard he broke his wrist or the yoke. I mention it because some commentators here have tried to blame the Captain for not "responding fast enough" or whatever, but he did all he could trying to over-power Conrad, who was dead-set on nose-diving his plane with all his might. Hope that provides a bit more clarity than what the video provided! Cheers and good night.
I'm surprised these "awful piloting" events don't happen more often. When you think of how bad people are with their cars. It's a credit to how professional pilots are.
Or it’s otherwise a credit to automation. It makes both flying easier and crew inadequate (as they lose their skills by over-relying on it). Prevent the problem (most often) and causes the mishaps (when the shit hits the fan).
@@krusty1974 I absolutely Agree !!! Hand flying a 767 or a-330 uses the same basic characteristics of the Cessna 152. We all were “stick and rudder” pilots but at some point some of us have lost that “skill” so as we’ve seen many times before when it’s reliant a “pilot” takes over after the aircrafts systems fail us, it’s often confusion in thr cockpit. I still enjoy hand flying my fathers J-3 cub and renting single engine aircraft at my local FBOs just to stay real to myself.
@@fgrau7376 I wish to add a layer to your agreeable comment. We are now deep into the 2nd or 3rd generation of “Children of the Magenta” (see video on TH-cam). This means chances are today’s pilots have been trained by one (Children of the magenta) already so it is no longer the case of loosing skills but rather of pilots who never had them at all. This is a catastrophe. No way to recover what you never had. There is no “falling back into something i once new”.. and it’s not “some of us”, to me it looks more like “most of us” which sometimes looks like “all of us”. A world of impostors disguised as pilots hiding inside a uniform.
@@MicroSoftner if this had all started just a little higher, they might have pulled out of it. It didn't help that the first officer decided to have a religious experience rather than try to regain control of the aircraft.
There's no shortage of these types of situations where pilots are in the clouds. The mechanisms of our inner ear, that help us keep our balance while walking about on the face of the earth, can betray us when deprived of alternate sensory input (sight.) They said in this video, the FO truly believed they were stalling when the nose pitched down and speed was increasing. (Virtually impossible to stall in this configuration.)
Yes, it still annoys me that there are several ways to stop various catastrophes in an aeroplane. I love the scientists simple logic. But, hey ! , then here we go with the cost of it all ... cost/v lives. Jeez. , i mean the airlines execs budgets bla blah. In the future, when planes cant fly anymore due to volcanic ash, and toxic atmosphere...then we're back to donkey & cart peeps. Do the math. 😎💖
If somebody thinks that flying is dangerous because this great channel is not running out of the content, just remember that there's 100k flights a day all over the globe and none of them crashes
Once again, commercial air travel is safer than commercial based land travel, but not by much. If you use private air travel compared to private land travel and make the numbers line up by basing the statistics on car owners vs. plane owners, private planes lose hands down. This is the only stat I can find that compares small planes to private autos: In 2013, traffic accidents killed 32,719 people, according to the National Highway Traffic Safety Administration (NHTSA). The fatality rate was 1.1 deaths per 100 million vehicle-miles traveled. Assuming an average vehicle speed of 50 miles per hour (a big assumption), the fatality rate for automobiles translates to 1.1 per every 2 million hours. Taking the preliminary 2013 fatality rate in general aviation of 1.05 fatalities for every 100,000 hours of flight time and scaling it up to 2 million hours gives a comparison rate of 21 general aviation fatalities per every 2 million hours. This suggests that stepping on a private plane is about 19 times more dangerous than getting into the family sedan. This year alone the number of small plane fatalities is alarming. Kathryn's report is a great place to stay up to date on this kind of information. I agree commercial air travel is the safest form of public transportation statistically but there is always the fact that if I lose the method of propulsion in a bus, on a train, or in a car, I just coast to the side or let it stop.
@The Truth sets free Lots of people survive airline crashes and mishaps and many people die in car wrecks. What you said is meaningless. Statistically commercial airlines travel is much safer that cars. From best to worst is commercial airlines, railroad, buses, passenger vehicles, general aviation. This is based on fatalities per mile traveled. (Guessing from your username and the typical god bless comment you are probably trolling or someone who likes conspiracy theories. Either way the facts are what they are).
@@Meh4991z Air Disasters isn't a channel. It's a Canadian TV production. And I actually enjoy both. I'm simply saying that Flight Channel does the same or better job of conveying what happened in less time.
Thank you for the video. According to his obituary, Captain Sean Archuleta was 36 years old (not 32). He left behind a wife, 6 month old son & a stepdaughter.
The family should sue for this ! Captain Sean Archuleta children will grow up with out a father and his children will never remember him they are to little 😓 I can't imagine the pain his wife and children are experiencing that is heartbreaking :(
Too many things don't make sense here and I wonder if the video editor was being overly polite in not wanting to attribute blame to the pilots? How can they both have not noticed the TOGA? The audio recorder picked up the click although the obvious change would have been full throttle. Those 767s aren't quiet planes! And then why were they dropping the nose? The FO thought they were stalling while the captain said nothing? I know it's easy to be an arm chair critic but this is all a bit odd.
From what I understand the F/O should have never been allowed right seat much less on airport property. He was a known flight hazard. There is a lot more to this if anyone would like to research and have a better understanding as to why this plane crashed. This video does not tell the entire story as to why this happened.
On your recommendation, I did some research on Aska. If he wouldn't have covered up his training failures during his Atlas interview, this accident probably never happens. So sad.
Yes correct. The F/O had issues in training, when he became stressed or dealt with a difficult scenario in the simulator he would start pushing buttons randomly. Clearly showing his lack of knowledge. But some how he got checked off to fly a real plane ✈! 💁🏻
You failed to mention that both the captain and f/o both had training difficulties on the 767 and had to re-test. This was even more so for the f/o Aska who actually concealed his spotty training record when he applied for employment at Atlas Air. He had failed 5 flight simulator sessions such that his partner complained he was being held back because of Aska's failures. Captain Blakely also was placed on proficiency watch program (PWP) by Atlas.
Well that is an interesting part that would have been useful to know and help with understanding the resulting crash. I wonder why it was left out of the video.
Findings - airline “failed to address the first officer's aptitude-related deficiencies and maladaptive stress response. “Aska's first checkride on the aircraft ended in failure due to poor crew resource management (CRM) and improper aircraft control. His examiner described him as stressed and lacking situational awareness”. “Captain Blakely experienced difficulties during training for his type rating on the 767. On October 31, 2015, he was declared unfit for a checkride”. Atlas Air placed him in the pilot proficiency watch program (PWP) due to his training issues.
Oh no, how could they not notice? This is incredibly sad. Of course it's easy to judge afterwards. I'm just feeling frustrated and very sorry for them.
Not sure why with every activation of a setting there would not be an audible feedback voice: GO AROUND MODE ACTIVATED…. Too many of these crashes on this Chanel seem to be due to a inadvertent switch being turned on or off and not noted by the crew. The cockpit is chalk full of lights and buzzes and clicks but for certain things there should be a clear voice announcing something has been turned in or off.
Totally. I am noticing this as well. How has this not dawned on them? Very possible they want the pilot to focus on the instruments in an emergency but this is a no brainer. Especially when there are passengers on board.
With all this automation, why can't the controls "automate" themselves to the configuration that is - if not most optimal - but the safest? Tons of videos are about "the position of control x was showing y setting". the entire MCAS debacle was activating nose down when it wasn't even safe.
@@Polentaccio Pilot monitoring as usual, was asleep. So many pilot error crashes not 'detected' by the PM.....Hadn't realised the thrust levers were still....[not set right]
@@rohitnijhawan5281 Ever heard the expression "Too many cooks spoil the broth" ? Exact same applies here - 2 pilots & numerous automated systems. Not one person really knows what's going on. Is he doing it or am I supposed to be doing it ? Oh, somebody's doing it - is it him or the AP ? Cockpits are a bad environment of confusion. Confusion of who is doing what Confusion of instrumentation (too complex) Confusion of switch type controls - there's masses of them Confusion due to lack of instrument simplification (i.e. make the correct reading on an instrument be when the pointer points vertically up. A quick scan of the instruments would reveal if any pointers were not pointing up. Set AP to descend. Press 'Landing' button - and that should configure the aircraft during the descent to the runway. But no, it has to be a complex routine on top of complex and distracting radio calls.
Newer planes do have more systems alerts. This is an older model 767 with some the first generation automation. There is generally a que, the thrust levers advancing and the sound of the engines spooling up to go around thrust should have been noticeable. Why both pilots failed to recognize that, we will never know. I have to assume the Captain acting as PM was diverting attention to other duties. The FO was not paying attention to what he was doing. Clearly the FO had some attention diverted for whatever reason and was not scanning the instruments to ensure the plane was flying in parameters.
@@The_Original_forresttrump Even in times of CRM, the captain has the ultimate responsibility. He was supposed to be monitoring. The main responsibility ultimately rests on him.
I'm not a pilot but bad weather, going around it while descending and low hour f/o - the captain is the problem here. He took control and gave it back (due to issue).. should have kept it and landed the plane!!
I'm at a total loss to understand what exactly the pilots were monitoring. In IMC I was trained to watch, and crosscheck, the flight instruments like a hawk. They even had a 3rd pilot in the Jump Seat. Hitting GA would not just cause the engines to spool up, the thrust levers would advance giving another visual clue that something radical had changed from a normal approach profile. Unless CVR was not available to TheFlightChannel, there seem to be very little communication between the pilots. A tragic and avoidable incident.
Yes, you get the feeling something is missing from the story. 3 well qualified pilots should be plenty, and why did the captain or first pilot not advice tower of the go-around? Or did I misunderstand? They never intended any go-around at all?
@@Hallands. there was no intention of a go around. The go around button placement is fine. The devil is in the simplest of the pilots hand placement detail.
@@darrinsteven7002 Yeah. I read the cockpit transcripts and the investigation. Both pilots were having difficulties passing the routine tests and both frankly sound unreasonably stressed, unfocused and insecure during approach. First pilot can’t decide if there’s an emergency or his evaluation is wrong, so he doesn’t communicate his worries to the captain, then begins a pitch down maneuver even though they’re already 2000 feet below the beacon corridor, which he erroneously reports as 2000 above. The captains says nothing and does nothing in the last 20 seconds…
@@plane_guy6051 NO THE PILOTS DON'T GET ENOUGH DISCRIMINATION there should be no redos and morons liek this should be detected and banned in the process!
The FO was a bad pilot. That came out of the investigation that he had numerous training failures at previous companies. He failed twice to upgrade to Captain at his previous company. Not only was he a poor pilot, he refused to acknowledge his deficiencies which means he was never going to accept how to correct for them. As for the pilot monitoring who was the plane's captain missing it; I have to assume the captain had his attention averted doing something else like sequencing the approach. There are periods of vulnerability where one crew member is performing another function. Clearly the FO who was the pilot flying also was not paying attention. For whatever reason the FO dropped out his instrument scan, which means the FO was simply along for the ride. Had the FO been keeping the proper instrument scan even with the autopilot flying he would have caught the change in attitude and been aware of his airspeed and if he had aviation sense he would have known if the plane was in a bad configuration or not and been able to make a more rational change. Again this FO was not a very good stick, so he lacked the ability to rationalize what was going on. Below 10,000 feet, the FO should have been following through the autopilot and scanning the instruments as if he was manually flying. If he was doing those things he would have caught the error.
It seem as many people are solely blaming the FO. Yes, he might be bad at his skills or maybe not experienced or having a bad day. Yet, no one is looking at the conduct of the Captain. bad PM duties or what? The airplane goes into a nuclear strike thundering unusual attitude and he say- what is going on? I have flown with many different crews and if the plane gets out of hand, it rarely goes past a few seconds before the Captain takes back the control to right itself. How do you as Captain not act when he parameters are beyond normal flight? or the other half of the crew set to act and correct.
What do you even say when you realize you can't pull up enough and you're about to contact? I can't even imagine...you have a perfectly normal flight, 15 min later you're 500 feet from the ground going 300mph straight towards it. Thank you to all of the brave pilots out there, and to all who are still flying, bless you and I hope this never happens to you
There have been two crashes of an Airbus that involved not understanding the go-around. China Airlines Flight 140 which killed 264 people and Gulf Air Flight 072 which killed 143 people.
I'm always astonished by accidents like this. Even when I fly VFR I keep my eyes on the instruments, that some private IR pilot might be overwhelmed or not proficient enough to realize an upset like this is understandable while not acceptable, but a crew of two ATPL pilots in a sterile cockpit below 10.000ft not realizing any of the indications and then also misinterpreting all the signs is crazy to me. This just shows why upset recovery training has become so important in airline training and I'm glad that it is pushed even more.
The pilot monitoring didn't even monitor. The pilot flying didn't look at his gauges or instruments when his visual was impaired in the clouds. There's only so much a plane and automation can do, the rest is up to the human pilots.
I looked a little further into it, there is a good video from the NTSB on TH-cam showing how quickly it happened. The FO was just incompetent (failed multiple checks and should not have been in the cockpit), the Capt. Had maybe 5 seconds before it was to late. Look at the NTSB video, it is astonishing.
Crazy. That is a great word for this if this is what happened. What caused the pilot to think stall? He looked at the attitude indicator saw brown and thought stall instead of dive? It couldn't have been that he glanced at the airspeed indicator and thought stall. Same with the rate of decent but not quite as clearly. The only thing I can think of is horrific skills or the HSI was active instead of an attitude indicator and he got his cue from somewhere else. ** Can you imagine if they throttled up and pitched down like you would in a Cessna. OMG. I think the stall procedure on large a/c is significantly different though. Seems to me that I was told it is just throttle, nose level. ** The NTSB report indicates both the attitude indicator and the HSI were being displayed each on different screens at the pilots 12 o'clock position on the panel. www.ntsb.gov/investigations/AccidentReports/Reports/AAR2002.pdf P 8-11
I think the captain was giving the control to the F/O as a learning experience; telling the f/o he has the controls all the way to the gate, basically, and then withdrew to monitor the performance of the pilot, without monitoring the performance of the aircraft adequately. His question "what's going on" is proof of that; he was simply sitting back and letting the young guy do his thing. It's a common practice routine: sitting back and letting the student learn through his own mistakes, except this time, the captain was behind the curve, too, or perhaps put too much faith in the f/o. The fact that the person riding along was the first to yell "pull up" might indicate that he was the only one looking out the windows at the time.
HUGE thank you for highlighting the instruments and levers/switches involved. It helps really put me in the cockpit and understand how things could have contributed to the accident.
Well if you’re woke - skill, knowledge or training doesn’t matter….just your gender/color. Forgot the lady’s name on CNN who was stating that none of those qualifications mattered to be a pilot. The other speaker asked her if she be okay if a surgeon was cutting on her and and her only qualifications as a surgeon was her looks and color…… lame
I flew the 767 in my career as an airline pilot. I have got to say that this is one of the strangest accidents I have ever seen. How that go around switch got activated and the failure of the flight crew to disconnect the autopilot is beyond me.
She had nearly hours 100,000 of flight time. I really like when companies buy these old planes, update the cockpit and keep them in the air. Besides the tragic loss of life, of course, it's sad the plane's service ended in this way too.
@@whothis2338 in normal people’s English, inanimate objects are “it”. Of course, chronically single lunatic nerds can see a female everywhere, even in something as phallic and powerful as a jetliner. 🤦🏼♀️
I kept staring at the flight display showing the extreme steep descent. It just seems unfathomable that neither of them looked to see the orientation of the plane for the entire episode.
@@BrooklynBalla Such conspiracy myths are BS - the CVR Data´s are fully available in the internet. The FO was totally incompetent and the wrong man at the wrong place at the wrong time - but not a murderer.
@@NicolaW72 So how come while the plane was diving the FO was pushing the stick forward while the Captain was pulling the stick back?That makes absolutely no sense.
Ten things need to go wrong for a crash } All three of them didn't really want to be there +3 All three of them zzz mind wandered +3 = 6 two of them lacked high grade skill 2 + 6 = 8 One of them bumped the knob and didn't know it 1 + 8 = 9 The other ones mind was still wandering 1 + 9 = 10
Crashes have been caused by malfunctioning instruments having the pilots believe that they are nosediving, causing them to pitch up, which causes the plane to stall and fall out of the air.
I remember, when I worked at Amazon, we had a fatality at one of our fulfillment centers in Germany. It was like our entire Amazon family was grieving. May the crew of flight 3591 rest in peace.
I quit because of medical reasons, but they told me that I was always rehirable. AMAZON was hard work but it was great pay and great benefits. I’m not knocking that company. Yes, the rates were a pain in the ass but I made it.
I'm a dim layman, but in these cases of disorientation I always fail to understand how the altimeter is not the size of a briefcase and screaming at the pilot ... trust only me, you're heading for the ground!!!
exactly, or why the pilot didnt think to look there in the first instance. If I am driving and my car does something weird, I look straight at the dash for clues. I didnt need any special training for that. If I think I'm upside down or falling, I would look at the instruments that show exactly that in the cockpit.
It’s difficult to appreciate unless you have experienced it. Somatogravic illusions are powerful and make you “feel” as if your body is doing one thing when it is doing the opposite. Training is the only thing that reinforces that the instruments are correctly showing you the state of the aircraft. In this case the FO wasn’t sufficiently trained or wasn’t suitably skilled. They should not have been sitting in the seat of an airliner. Why the Captain didn’t pick up on the FOs error soon enough we will never know. The size of the instruments would not be a factor in this pilots lack of trust in what all the instruments were telling him.
Its not the altimeter that caused the problem, it’s that the basic instrument scan of the ADI and power. Attitude and power get set and monitored. The concept is called control and performance. You set a situation with the adi and power, and you monitor the performance with your monitoring instruments (so adi and engine thrust is the control, monitor instruments are everything else…VVI, altimeter, airspeed, heading, etc). Look at the simulation how much pitch down got put into the scenario, with the power up, these guys were goners long before they realized it. Every accident is a chain, and in this one a glaring weak link in that chain was the lack of basic flying skills of the FO. He never should have been in an airplane…any airplane. And if there is any good news it’s that he wasn’t flying a load of 250 passengers. RIP to the 3 that were killed that day.
Learning to really trust your instruments and not your body's panic is something that requires intensive, constant practice and training. Some people don't have what it takes to be a pilot, and this FO seems to have been one of them.
I remember the day that this crash occurred since I live south of the crash site. I immediately called a pilot friend & asked him what he thought. He would not speculate & I thank the Flight Channel for letting us know. RIP to all 3 pilots who lost their lives. 💔😢🙏🏻❤️
This was a routine flight that ended up in a disaster because of one accidental button push. Some pilots would've looked at this video and thought it was a suicide, others would think extreme loss of control. Unless you were in the cockpit when it happened, you won't know what happened until the NTSB report comes out. Not a lot of pilots like to comment on cases like these for that reason.
I’m surprised the ATC didn’t discuss their decreasing altitude with them; as soon as their landing profile went below the minimum altitude they needed to be alerted! It’s surprising to say the least...
The Trainee Pilot in the Jump Seat being the first one to scream "Pull Up" says a whole lot about the Captain and his First Officer's lack of concentration and focus in what is supposed to be the most intense part of the whole flight operation. Sad...
Both Pilots in flying seat failed; however, I would say the Captain failure to monitor add the most significant impact to the end. His job was Comm & monitor & assist with check lists....biggest one is simply MONITOR, but failing to see the throttle levers being automatically push forward is really bad, airspeed, altitude??. I'm not suprise that the jumpseat pilot was the first to see what's going on, he was not under stress and only thing he could do was observe and without any responsibility.
From what I understand from this mishap, is that not only did the FO pitch the nose down, he slammed the nose down abruptly. When the Captain realized what was going on he tried to counter it, but the FO was in death grip on the yoke. The plane was put in an abrupt nose dive and was overspeeding faster than what is shown on the video. This was probably causing some mach tuck issues where it becomes even more difficult to pull out of a high dive.
No expert but does the capt have an override,,, some button he pushes that switches control from the FO to him whether the FO likes it or not... If not why not
As a pilot your videos are so helpful to learn from. Sad to watch a tragedy see the error and cannot fix it, but definitely helps to always maintain CRM and safety awareness.
'Pilots with limited instrument flight proficiency have a well-documented tendency to disregard flight instruments and act instinctively in reaction to this illusion' Wow that's fascinating and terrifying.
Good grief, how can any pilot think he’s stalling when the aircraft is nose down, high speed, low AOA, accelerating to the deck? I mean even in a moment of confusion that’s some pretty bad intuition.
Humans are not meant to fly. He was experience the Somatogravic effect (spelling?). The acceleration tricked his inner ear into telling his brain that they were pitching upward. Humans are not meant to fly in clouds. Our brain does not know how to process it properly. This is why instrument training is so critical at all levels of training.
He thought he was stalling and pushed nose down...ergo nose down and high speed. He thought he stalling because of the sudden acceleration because of go around while in the clouds.. The human brain interprets this as climbing... In aviation terms pitch up which could result in a stall. Trained pilots need to disregard this raw sensation and rely on the instruments. That was the ultimate failure of the fo.
@@Bren39 it’s not totally clear in this video the timing and sequence of events. But starting 10:10, FO switches off speed brakes, then pushes the stick nose down, then the plane is descending and picking up speed … and only after some more seconds does FO call out that it’s stalling. Maybe he just delayed verbalizing his thoughts but looks to me like FO himself controlled the plane into an accelerating descent, yet interpreted that as a stall, which is what I’m hung up on. It’s one thing to be a victim of your inner ear, but the fact that he was the one controlling the plane should have provided him some situational awareness I’d think.
That person riding in the jumpseat was a pilot just hired by United. His class date was to be a few days later. He was making a routine commute back to Houston. He had the good sense to say "Pull up!". This was pilot error. Flying a perfectly good airplane into the water.
After ‘shouting’ Pull Up! There didn’t seem to be any response from the other two on the flight deck. Something like ‘Are you mad’ or ‘OK, I’ve got this’ would have been appropriate. It looked as though no one took any notice.
@@lonemaus562 And United actually kept his seat in the new hire class. With his name tag, all of his class materials, sitting on the table where his empty chair was. In memory of the deceased pilot.
Another easily fixed failure: The FAA still does not have a database to keep track of pilots who should not be. Companies should have a way to report on significantly below average piloting skills/behavior...so this sort of accident can be avoided. Or....?
Maybe the union opposes it. I was thinking recently that aircraft should have cameras because they provide much more information than the voice recorder, so I looked it up and apparently the NTSB has been calling for cameras in the cockpit for over a decade but the pilots union is blocking it.
When you describe the PF as someone with "limited instrument flight proficiency" this is the same person you earlier stated received his proficiency rating on the 767 in Sept. 2017, a year and a half prior to this accident, and had 520 hours on the 767. The PM who is supposed to be watching the instruments, had even more experience. What was he looking at that didn't trigger warning bells in his head?
The call of "We're stalling" while instruments show adequate airspeed is very confusing.. Did neither the captain nor F/O recognize the dive they were putting themselves in? Very strange they didn't even glance at their instruments to see 300 knots and 30 degree pitch down almost looks like a flat out intentional crash leading up to the PF pulling up.
@@jamesrau100 Which should never been done, the instruments where correct. This was reminiscent of AF 447, when FO Bonin pulled a "Bonin" and stalled a perfect aircraft from FL350 down to the ocean with repeated stall warnings over several minutes and refused to believe his instruments, all that was incorrect was the speed indication.
If you read the reports, the co-pilot had a tendency to panic and react. He would then start pushing every button. This came up repeatedly in training. He was fired from more than one airline for demonstrating a low skill set. At no point, was his reaction ever trained out of him. He should not have been in this position.
you never mentioned that the Capt did in fact tried to recover struggling pulling up, while the FO (with long history if failed trainings and Type ratings, not mentioned here...) was instead pushing down to their death
@Alejandro brunner Well, you're wrong, but you're probably used to that. The FO wasn't an affirmative action hire. He got the job because he lied on his resume, and duped the Check Airman into giving him a 2nd shot. There's a reason we haven't had a single US based Major Airliner to crash with fatalities since 2001. We don't let the wrong people get into the seat. FO Conrad was a case of lying and cheating, that can never again be repeated.
@Alejandro brunner I'm curious how you'd have handled the two pilots of the Learjet 35A that crashed in Teterboro New Jersey back in '17. Watch a video on them and get back to me. I want to know how they were any different from Conrad, besides the obvious.
@Alejandro brunner Agreed, you don't make "simple mistakes", it's not a mistake with you, it's deliberate malice as you're supremacist trash. Reap what you sow.
This plane landed in the bay right behind my office. I was off that day or I would have no doubt seen it. I always watch the planes coming through Anahuac. I’ve seen planes fly so low you could actually see what shades are open. This is a sad and avoidable tragedy.
My friends dad is a pilot at Bush Intercontinental Airport. I was praying it was not him because just heard a plan went down headed towards Houston did not know till later it was an Amazon plane. It was not him thankfully. We use to go fishing and crabbing over in Anahuac off I-10 and could not believe a plane went down there.
You're right an excellent video. Except for one detail that was incorrect. The aircraft was parked at Cargo City ( Prime Air ramp) as referenced in the audio when they called for pushback. The video however shows them at the Western Union ramp ( Atlas Air ramp) and pushing back from there for runway 9. A small detail yes but given the accuracy of their videos they should have gotten that correct.
One of the big questions, why did the Capt. show some responsibility? The f/o had a bad reputation and not alot of hours,yet he seemed to be totally inattentive when he should have intervened? This was avoidable
The captain was programming the flight computer to redirect them around the precipitation. The sudden pitch down would have created an extremely disorienting sensation of tumbling backward. He only had seconds to figure out what was going on, and he was probably confused by the discrepancy between the instruments, which showed they were diving, and statements of the FO, who said they were stalling. He was not inattentive but surprised by the accidental activation and the inexplicable response by the FO. It's easy to say he should have known, but from his perspective it would have been a very confusing situation that was beyond recovery by the time he realized what was actually happening.
@@billiebobbienorton2556 have you read this guy's back story. He was fired from every regional, falsified his flying hours, and the list goes on and on. Educate yourself . I do not have a bad reputation. .
@@goodenough4399 I was a flight attendant for both PanAm and United probably for more time than you have been on this earth. No, I am not a pilot, but they always discuss CRM in both initial training and yearly recurrent training And the discuss the good and the bad Look at United 232 and Captain Al Haynes I think it is fair to say, that is a perfect example of the power of experience and truly CRM.
My dad actually used to know the pilot. Used to fly with him at Commute Air, parted ways after my dad went to Allegiant. The pilot then went to United Express. I remember the day very well, my dad had actual been in Houston that same day. May all 3 Onboard Rest In Peace
I have seen multiple videos on this but you always seem to absolutely knock it out of the park! Amazing video, incorporating the audio and video you are a real pro at this and as a fan for years you just keep getting better and better. I really love you and your channel!
@@brucelee4996 not really he has copped out to doing these air crash investigations after he already tried and failed at the original content that Inthis is better than him just copying everyone else. This guy is the original
Heartbreaking.... On one of my last flights, my passenger jet was following another Amazon cargo 767 while waiting to take off, and, of course, it looked exactly like the one in this video. Except I didn't know that Amazon is painted underneath the fuselage (on the belly). I hope a crash like this never happens again!!!
@TheFlightChannel - I've been a subscriber since you were in your early few thousand club. I always knew your channel will grow and fast and I was right. But you grew too! Your effort is always showing, the research, the animations, music... Enthusiasm at its best
Not a pilot. However, how could they not be aware of the pitch of the aircraft? There had to be a physical sensation that the nose of the plane was down and not up. How could all three pilots not be aware of this ?
The first officer was to blame in the NTSB report. He became disoriented and put the plane into an unrecoverable nose dive. His last words were "Lord have mercy" and "Lord you have my soul"... his response to stress was to yell for God.
Captain was also held responsible for not monitoring the instruments. That’s the job of a pilot monitoring. NTSB - “captain's failure to adequately monitor the airplane's flightpath and assume positive control of the airplane”.
RIP to the pilot and their crew..without you guys we can't get what we bought. You worked so hard for us every single day and night even in bad weather so the package arrived on time :( you deserve paradise
MM is correct. The first officer was a weak pilot who was allowed to continue flying because of the color of his skin. There are pilots out there that continue to fly, not because they are good, but because they are a minority.
The irony is that the family of the incompetent FO is suing the airline. He should never have been in that cockpit to begin with. Affirmative action has no place in aviation.
LOVE these videos. One request: although it looks cool, the text in all caps makes it difficult to read. Especially when it’s synced to the voice recordings and it goes by faster. Consider using proper case (upper and lower as appropriate) and a serif font for easier readability. It’s also easier to read and view the images on the screen if the text is at the bottom like traditional subtitles.
Imagine the tracking updates for all of the stuff in that plane. 2/22- Order received by Miami facility 2/23- Order departed Miami facility 2/23- Uhh….
How did i find these videos? How did i become obsessed? This is great quality and im learning quite a bit, thank you. - Airfield/Runway fire dispatcher
its so frustrating when the pilot monitoring isn't monitoring - airspeed and the Artificial Horizon would have showed something wasn't right surely. Sorry that the 3 people on board lost their lives. Very sad.
Interesting how you omitted major key findings of the investigation. The F/O was woefully inept as a pilot, and he lied about his credentials. His incompetence caused him to panic, and he pointed the airplane at the ground. Strange how you didn't feel that was worth mentioning.
I spent 3 years at Amazon’s Breinigsville, PA fulfillment center. He was great and the benefits were also great. However, they worked us to the bone. May the victims of Atlas Air flight 3591 RIP. ❤️❤️🙏🙏
@@SangKi_Park he didn't know the pilots. He implies he worked for Amazon. Nothing to do with the crash or what pilots Amazon puts behind the wheel together. The third guy shouldn't have even been on this flight. The f.o. shouldn't have been the pilot flying this day either. So yes r.i.p we say but really.. fulfillment center! Thats lower than box truck driver or forklift operator... the boxer with clear tape has a more exciting job. Cheers!
Who is "He"? I also don't know what your childish pictures are supposed to represent. If you have problems expressing yourself, I would suggest a dictionary.
I'm not a pilot, but an aircraft mechanic and have had a lot of interactions with pilots flying on aircraft I've worked on. I feel like with the pilots that were flying the aircraft should have been able to use their instruments to determine their flight path and to correct it as needed. Just my 2 cents to what occurred
@3:38 its not ground but tower! (I plane spot at MIA! ) im a local but regardless its not ground that clears for takeoff 🛫 Second mistake, it took off from 9 so towards east or downtown, they show the takeoff from 27, wrong side! Details are important!!! So they show a takeoff towards everglades when it took off towards beach 🏝
The research that I did for this accident led me to several Boeing 757,767 Commercial Pilots questioning the F.O. and the actions he took. Apparently, he was not a very good pilot with several attempts at remediation flying and he failed 3 check rides on the Boeing 767. They categorized him as a "button pusher" who would panic in adverse conditions that required him to act immediately. There was a great analysis by the Blancolirio channel. He is a 777 Airline pilot with 30 years of experience. I just wonder how a mediocre pilot with poor piloting skills could end up at a large company like Atlas Air and in the right seat of a 767.
Well, he definitely panicked. Bumped the G/A button, didn't notice the change in pitch and power. Not by feel, not by instrument crosscheck. That alone makes him "not a very good pilot" Retracted the speed brakes, got a spatial disorientation in IMC, thought he was stalling and didn't look at his instruments. He was in IMC with spatial D / unusual attitude and he didn't look at his instruments. Just pushed the nose down (and said something about "we're stalling") and 20 seconds later it was too late to save the plane. Terrible aviating, terrible situational awareness, terrible communication. It doesn't surprise me to learn his history, but I don't need it to know that he was a bad pilot. Put a perfectly good plane with two functioning engines straight into the ground.
All Aircraft Crashes are always "Headline News". I live in the Houston area and I only vaguely remember this crash. It was in the news and then it was gone ! It is sad but, Unless there is a massive loss of life, people tend to forget. Thanks to this fine channel we usually get at least some answers.
I remember when this Atlas Air crash happened. At first the speculation on what caused it to nose dive into the lagoon was hushed up. The story disappeared for awhile before being revealed.
That’s super scary, and sad, and as other people say “flying is the safest” and while that being statistically true, I personally have developed the mindset that once I’m off the ground, that’s it, I no longer have control of getting myself out of what to me is one of the most horrible situations that you could be in, other than getting into a head on crash or being burned alive
I am wondering will it be possible to announce “Go around mode activated” by cockpit speakers once. I believe it solves the purpose rather than giving so much of trainings to find the inadvertent pressing of switch. And it’s very surprising to know that NTSB has not recommended this simple solution.
@@mightyrockstar22 I believe the other one saves time and minimise error thus avoiding panic in tough situations. Because will be other things to deal for pilots. Automations should minimise the risks and avoid errors so it will favour the pilots to fly better.
There are probably thousands of incidents that have been caused by accidental instrument activation/deactivation, most of which are fully benign, a handful of which are fatal like above. If every single instrument had a voice warning when activated, pilots would likely become desensitised to voice warnings. This would be a really bad thing as voice warnings appear to be reserved for serious transgressions of safe flight (i.e. Terrain!) which prompts pilot action.
@@nochpo4230 As you said, aborting normal landing and going around with a different configuration is not a usual thing and it deserves voice announcement. Because this doesn’t happen in all flights and an alarming situation though.
Working for a major oil refiner for my entire career, it was widely known that ALL operating procedures and safety policies were the end result of a safety situation or near miss. Sadly, in some cases, this did involve injuries and even death.
I was over the Trinity Bay at the exact same time in a Piper Cherokee working on my instrument rating. Departed Baytown KHPY and getting bounced around pretty good by the weather. Crazy how a 767 was coming down in relatively the same airspace.
@@carloscain1027 But if he wanted to commit suicide, why activate a function that automatically interrupts the descent by pulling the plane back up towards the sky again? Wouldn't it have been much more effective to just nose dive straight in the ground? Also the fact he was pulling back to get the plane to pull back up again all the way to the very end sounds very inconsistent with suicidal behaviour.
If you had done any reading on this crash you would have found the FO failed numerous training events, instructor pilots noted that they had never seen a pilot fly as poorly as he did. On a stall recovery he would pitch the nose down 40 degrees for the recovery. The fault of the crash was the FO doing what he did and the Capt not paying attention.
I would think that they should add an audible “go around active” voice prompt when engaged. (Now I see this idea repeatedly in the comments. Lots of smart folks here!)
Bingo! No it's ok that other folks have said it , what's most important beyond everything else. Is that we all say it loud and clear! We all all together on this!
It's scenarios like these that make me a little nervous to fly. Typically, pilots are phenomenal, highly detail oriented professionals. However, small mistakes like these, and inside clouds where one can easily become disoriented, and not much space between you and the ground, is where one has a greater chance of crashing than in most other scenarios. It probably never occurred to that F/O that he had pressed the Go-Around switch apparently. The Captain, however, I would think, should've been paying more attention. Specially since they were in the final approach. But it's easier for me to say so I won't judge. May they be peacefully resting and my condolences to their families.
Yup, I hate flying already and the old " don't worry, these planes fly themselves" does not reassure me one bit when human error and mechanical/sensor error seem to intersect quite often.
All those people who like to say “AF447 wouldn’t have happened in a Boeing”. Well this crash wouldn’t have happened in a FBW Airbus. And despite having connected yokes the captain still didn’t notice the FO’s inputs until too late
It wasn't all that, remember the pilot was pulling the side stick, this was different, the pf wasn't pulling the yoke, instead, hit the go around switch (by accident), notice what I said, by accident, not deliberately. So, their point still stands.
Know what, doesn't matter what type of plane you are flying, a highly incompetent pilot like on AF447 and this crash will find a way to bring down a perfectly operational airliner.
![โอ้เธอช่าง... - บี้เดอะสกา ft. ต๋อง เทวัญ (Prod. by ป๋าเพชร) [Official MV]](http://i.ytimg.com/vi/zbWhiLFmVL0/mqdefault.jpg)
If I ever go down on a plane crash, I have the comfort of knowing that my death will one day be explained on this channel.
Interesting. Let's hope not.
I am waiting for a cockpit voice recorder to have "See you on The Flight Channel" as the last words spoken.
I feel the same as long as it’s a commercial flight. He has yet to do the Aaliyah plane crash of ‘01 - a chartered plane.
@@AsFewFalseThingsAsPossible 🤣🤣
@@petepeter1857 😎😂
Despite flying being one of the safest modes of transportation as compared to other modes (car, etc.), the fact that TheFlighChannel will never be short of crashes to highlight is a sobering thought.
@Bzake your wrong" they are very safe, planes have a lower chance to crash than a car, and it usually comes down pilot error to crash a plane. Planes are one of the safest forms of transportation.
@Bzake Per mile travelled, planes are many times safer than cars.
@Bzake nonsense...it’s because they’re far safer objectively. Statistics are adjusted for numbers/miles/hours etc. You are more likely to die on the way to work today than you are on a commercial flight. FULL STOP.
@Bzake walking across the street is more dangerous...you’re delusional. You watch videos about plane disasters so you substitute that emotion for logic. More people died in the last hour on the roads in the US than have died in the last 12 years in commercial jets. Literally.
Really? Name anything with any risk element involving billions of people over 100 plus years where this isn’t the case. He does 1 video a week. He could just do car crashes from TODAY and never run out of content.
I am a 767 captain. On the 767-300 (not sure about other types), when you press the "Go Around button(s)" on the back of the thrust levers the following happens when the aircraft is flying on the autopilot: The autopilot smoothly pitches the aircraft up to a go around nose high pitch attitude while simultaneously adding enough power to attain a 2000 foot/min climb rate at the present airspeed. The auto thrust system does not add full power, merely enough power to attain a 2000 foot/min climb. The FMAs (flight mode annunciators on the top of the PFDs (primary flight displays) in front of of each pilot will display "GA/GA/GA" indicating that the speed / lateral navigation (LNAV) / vertical navigation (VNAV) modes are now in Go Around (GA) status. The video here did not accurately indicate that in the simulation of the Prime crash. There is no aural warning indicating that the GA mode has been activated, only visual cues on the PFDs and naturally tactile cues. The only way to exit the GA mode is to reselect other LNAV or VNAV modes on the flight control panel or by turning off both flight director switches. Selecting a Go Around mode on the 767-300 does NOT disconnect the autopilot as erroneously stated by numerous people. I flew the Airbus 300--600 for 17 years prior to the 767 and the go around logic was similar with the main exception that the Airbus went to full power on a go around. The autopilot also remained engaged during the go around without any aural warning. Hope this sheds some light and clears up a lot of the false information propagated here.
Thank you on the clarification on the 767 not going into full thrust on GA. It is always great to have pilots comment on these videos.
Thank you. I'm not a pilot. But I could not understand from the video how a plane's configuration could be changed by pressing the GA switch and the crew don't receive confirmation or an alert of some kind. Also, as another commenter wrote, apparently the pilot and FO both had spotty records; so, if true, their competency in avoiding this crash was not addressed in the video either.
@@nyc-007 Define "spotty records". People say crap on here with absolutely zero context.
You ever see a UFO?
Interesting and excellent explanation-- Thank you! If I ever fly a 767-300, I'll remember that. (I'm a GA pilot!) But it's valuable info for pilots who are flying that aircraft.
It is crazy to me just how many of these accidents where pilots got lost in space could have been solved at any time by looking at the Altitude Indicator.
thats what I'm saying!
Its one word and it is extremely dangerous in all hazardous working environments . COMPLACENCY.
Most of the time, potential accidents ARE solved by looking at their instruments.
What the hell was he looking at when flying IMC and said "we're stalling" and pushed the aircraft over 30 degrees nose down with Go Around power set.
IMO, too much automation = less piloting and more technicians controlling the airplane.
@Nicki Bluhm💝 💖
It feels like Go Around mode is such an important change to everything else the pilots are doing that there should be a computer call out "Go Around activated" or something similar.
In most airplanes pressing a Go-Around switch disconnects the autopilot(s), generating a loud aural warning.
This was an older aircraft, it probably wasn’t on this one, but is on the newer ones
@@richardjenkins4182 No, go around is an instruction to the autopilot to immediately climb.
totally agree.....something to make the pilots aware that a "Go Around" was activated.....the NTSB can say this is benign, but....its NOT that benign.....obviously...... : (
The go around was the least of their problems. Read up on this to find out what really happened. This video does not tell the whole story.
As a pilot in training, one of the things we’re taught is to NEVER trust what your bodily senses are telling you without cross checking your instruments first. I’m IMC, sense serve more to deceive you than to help you and it’s almost always a better idea to look at your instrument panel than to trust the sensations you’re feeling.
Regardless of the Go-Around mode, the fact the pilots ignored the instruments over their physical senses is horrible.
One instrument playing up could be disconcerting, or more than one very disconcerting, but in this case NO main instruments were telling the pilots any other than what was going on !!
Crashes have been caused by malfunctioning instruments having the pilots believe that they are nosediving, causing them to pitch up, which causes the plane to stall and fall out of the air.
That's why you cross-check. For example, for a given pitch, power setting (and trim), a specific airspeed will result. Physics demands it. If you haven't touched the power but the airspeed starts radically changing, and you've confirmed the engines are still operating as expected and any drag inducing devices aren't deployed, you probably have a failed artificial horizon.
Even in hard IFR it's possible to at least keep an aircraft flying roughly straight and level with nothing but airspeed (for pitch) and the mag compass (turn).
Initial confusion can certainly result at the moment of an instrument failure in IFR (I've personally experienced it twice for real and numerous times in various simulators), but you can generally work out what's gone wrong fairly quickly with a few cross-checks.
The main things to remember are: 1. Trust the instruments - especially when one has failed or is suspected to have failed, and 2. Never forget that the instruments themselves do not make the aircraft fly - physics does. Pitch plus power will always equal performance. Hold to that however you can, work the problem, and you'll likely live long enough to sort out what's going on.
Personally I've always found the most 'disorienting' moments of IFR flight are the result of 'breaking out' back into visual conditions after you've spent a period of time 'desynced' from what your ears (vestibular system) have been telling you. That moment of transition and reintegration between what you see and what you feel is an odd one. Getting "the leans" while IFR is unpleasant, but (IME) not too difficult to ignore as long as you remain focused on the instruments and maintain a proper scan.
Even for a pro like that captain, flying in the soup can be deadly.
Amazon has two planes and one of them crashes. Good thing Jeff Bezos isn't running the world....
Oh wait, we're fk'd.
The 32yo who was hitching a ride in the jump seat was the one I feel bad about. Finally had a ticket to the majors after much work and sacrifice and has the misfortune of picking a ride with these two clowns. He had the sense to call out to pull up and he wasn't a crew member. Very sad.
From this video it seems like he was the only one who knew what was going on.
@@alexg5107 Agree
Harsh
Sad
And he had a wife, young stepdaughter, and a new baby. 😭
My dad was a WWII pilot and when I started flying he told me to always depend on the instruments and not on what I felt. I remembered that advice the first time I had to descend through the clouds.
Sounds like a very loving dad. Yet there is one who loves you more than your dad ever did, God Almighty. He offers the free gift of salvation and his only begotten Son Lord Jesus Christ, who died for The remission of all our sins then was raised up on the third day. The Creator did not intend for men to Fly through the sky and machines. Did you know that the Bible refers to the devil as the prince of the powers of the air? He is the main reason why planes fall out of the sky. Men are not living the way they are supposed to live. As long as you fly a plane, you are putting yourself at risk. That’s why my advice to you is to repent and come to the Lord Jesus. He loves you and wants you to be safe my friend. As I love you and want you to be safe as well. As for me, God willing the only times that I will fly will be during the days of great tribulation and the second coming of Messiah Jesus.
God bless you.
Randy Ward thank you for your comment. It is one of the few here worth reading. My late dad, God rest his soul, was a pilot also.Your dad gave you good advice.
BTW it is weird that your excellent comment has garnered only 3 likes, whereas other insidious comments like:
" Oh geez, this is do horrific, I can't imagine....I mean can you just...huzzah wuzza blah blah babba booboo crappy nonsense "
comments collect 800 likes. Real sign of the degradation of human intelligence I guess.
@@servantofthelivinggod6192 please pray for me if possible thank you
@@Endmomrntsbestrong Yes of course I will. May the Lord God bless you, keep you, and give you peace. Much love and blessings to you and your household.
"Trust the Force, Luke!"
You left out the facts that the first officer was of manifestly (documented) questionable competence, that the first officer had lied his way into getting hired, and that Atlas Air did not adequately check the first officer's background before or after hiring him. These are serious omissions.
There is so much more to this crash than what this video presents. And the F/O's family has the audacity to sue the company because they claim he had not been trained well enough.
@@hubriswonk Yep the family sued for "racial discrimination" even though he lied about his checkride failures on this application to the airline.
@@Hedgeflexlfz Yes i would almost characterize this video report as a "whitewash" were i to be temporarily possessed by the spirit of Norm Macdonald as he wanders through the land.
Seriously though, I was sad to have to give a thumbs-down, but the glaring omissions in this video report make me wonder how many important pieces of information are omitted from other video reports on this channel.
Doesnt change the fact that the captain did nothing
@@isobel64 You know nothing about this. The captain's yoke was pulled all the way back in an effort to pull the plane out of the dive. The incompetent F/O pushed his yoke all the way forward and was diving the plane. The Captain is a hero who was fighting this idiot F/O.
The number of pilots who are afraid of flying, but still fly, sometimes boggles my mind.
This FO had a tendency to freak out and start "pressing buttons" whenever he lost situational awareness. That Citation crew who crashed a perfectly good plane in Jersey a few years back had the same tendency. Just because you love planes doesn't mean you have to be the one flying. If you're failing checkrides and just not "getting it", make some changes.
Speaking facts
IDK, so far I’ve failed two checkrides, both over steep turns(for different reasons), but I worked to fix them. I’m definitely not a type A pilot type, and I have been told I’m not a natural pilot, but I’ve been able to prove myself and make friends and be an acceptable instructor and pilot. I have ADHD and Anxiety which got me through 1.5 years of having to prove to CAMI I could function as a pilot, but I got through it and got that happy letter. I’m also a pretty cruddy driver. I worked through a lot of adversity and now I’m developing aviation curriculum that will be most likely the template for the community college system of an entire state as a 22 yo fresh CFI. More than anything though, I feel at home in an airline cockpit. I’ve been messing with flight sims since I was 11 and work well in rigid environments. That being said I have caught myself being impulsive in airline cockpits(but even then in the training environment, I did make correct decisions for the situation I thought I was in), but I’ve learned and gotten better and used the QRH for the remainder of that time. IDK though, maybe I just can’t take a hint.
@@littleferrhis I used to be a CFI and based off your wall of text you're not one of the guys I would have ever been concerned about.
Just don't ever let bad habits form and don't be afraid to say no to ATC, Ops, Crew or Dispatch
I'm confused. Where in the video was there a mention of the FO "freak[ing] out and pressing buttons"? I didn't find any commentary on the FO's tendency to freak out. There was however a mention of Somatogravic Illusion; a documented psychomotor response in complete IFR conditions that occur upon rapid and sudden acceleration.
Your comment contains inaccuracies and I'd suggest you take it down out of respect. That first office did in fact die after all, and can't defend himself.
If you are however trying to construct a point on your original thesis regarding "the number of pilots who are afraid of flying", I'd implore you to provide some relevant data.
Otherwise, thanks and cheerio. Lol.
@@nathanielgirma8265 Hi Nathan,
This video left out a lot of the NTSB's findings regarding this crash. (I can't link the 3,000 page docket because TH-cam deletes comments with external links).
Conrad, the FO, had lied to Atlas on his application, hiding a long history of failed check rides and work history from previous carriers. One of those carriers, Mesa, was where he failed two checkout sessions and left the company. His evaluator told NTSB "He'd make frantic mistakes [and] start pushing a lot of buttons without thinking about what he was pushing."
Conrad went on to flunk out of Commuterair and Air Wisconsin due to failing to satisfactorily complete his training.
At Atlas he failed his 767 type rating, but was given another chance because his (false) work history showed a lot of vacancies that convinced the Check Airman that his poor performance was due to a gap in flying, not skill, despite having failed 5 sim sessions and an oral. During his 2nd attempt at qualifying, his examiner noted that he had a "tendency to panic when faced with an unexpected event." They awarded Conrad his type rating anyway.
NTSB board member Michael Graham, after reviewing Conrad's history, went on record to state "I'm miffed why this pilot was allowed to continue in the cockpit." The answer is because he lied about his history and hid his multiple failures. When presented with unexpected thrust, his instinct was to nose a perfectly good airplane into the ground, ignoring 3 working artificial horizons and airspeed indicators to do it.
The video also left out the fact that the Captain pulled full aft on the yoke almost immediately after the dive began. There are rumors he pulled so hard he broke his wrist or the yoke. I mention it because some commentators here have tried to blame the Captain for not "responding fast enough" or whatever, but he did all he could trying to over-power Conrad, who was dead-set on nose-diving his plane with all his might.
Hope that provides a bit more clarity than what the video provided! Cheers and good night.
I'm surprised these "awful piloting" events don't happen more often. When you think of how bad people are with their cars. It's a credit to how professional pilots are.
A pilot’s riskiest part of the day is his drive to the airport. An old flight instructor told me that years ago.
Or it’s otherwise a credit to automation. It makes both flying easier and crew inadequate (as they lose their skills by over-relying on it). Prevent the problem (most often) and causes the mishaps (when the shit hits the fan).
@@krusty1974 great stuff
@@krusty1974 I absolutely Agree !!! Hand flying a 767 or a-330 uses the same basic characteristics of the Cessna 152. We all were “stick and rudder” pilots but at some point some of us have lost that “skill” so as we’ve seen many times before when it’s reliant a “pilot” takes over after the aircrafts systems fail us, it’s often confusion in thr cockpit.
I still enjoy hand flying my fathers J-3 cub and renting single engine aircraft at my local FBOs just to stay real to myself.
@@fgrau7376 I wish to add a layer to your agreeable comment. We are now deep into the 2nd or 3rd generation of “Children of the Magenta” (see video on TH-cam). This means chances are today’s pilots have been trained by one (Children of the magenta) already so it is no longer the case of loosing skills but rather of pilots who never had them at all. This is a catastrophe. No way to recover what you never had. There is no “falling back into something i once new”.. and it’s not “some of us”, to me it looks more like “most of us” which sometimes looks like “all of us”. A world of impostors disguised as pilots hiding inside a uniform.
The captain was my dads good friend who he flew with often.. RIP Rick :(
So sorry for this tragic loss.
Deeply sorry for your loss
My condolences.
So very sorry for your loss
Rick morty
That actual film of the flight nosediving to the ground was simply horrific. They had no chance.
Actual film? Do you have a link?
@@78StinkinLincoln Ground video at 12:13
Maybe another 1000ft they could have pulled out of it?
@@MicroSoftner if this had all started just a little higher, they might have pulled out of it. It didn't help that the first officer decided to have a religious experience rather than try to regain control of the aircraft.
The FO was a diversity hire. He was the weakest link. I feel bad for the jumpseater….
It almost seems impossible for pilots with this much experience to not notice and correct the pitch and altitude changes in this situation
There's no shortage of these types of situations where pilots are in the clouds. The mechanisms of our inner ear, that help us keep our balance while walking about on the face of the earth, can betray us when deprived of alternate sensory input (sight.) They said in this video, the FO truly believed they were stalling when the nose pitched down and speed was increasing. (Virtually impossible to stall in this configuration.)
I never got IFR rated but what little IFR training I had, I learned that you definitely have to depend on your instruments
Problem is when one reacts out of panic. And Anka the FO failed out of several flight schools 😬
An automated "going around" call-out would alert pilots to the switch being pressed?
That's what I was thinking
There are such of those callouts only in the last RAAS systems and in the Airbus A350 runway awareness system
If it was working
Yes, it still annoys me that there are several ways to stop various catastrophes in an aeroplane. I love the scientists simple logic. But, hey ! , then here we go with the cost of it all ... cost/v lives. Jeez. , i mean the airlines execs budgets bla blah. In the future, when planes cant fly anymore due to volcanic ash, and toxic atmosphere...then we're back to donkey & cart peeps. Do the math. 😎💖
You would think, not just a click if go around is deployed.
If somebody thinks that flying is dangerous because this great channel is not running out of the content, just remember that there's 100k flights a day all over the globe and none of them crashes
Indeed, one bad day among thousands good days.
"none of those crash".
Once again, commercial air travel is safer than commercial based land travel, but not by much. If you use private air travel compared to private land travel and make the numbers line up by basing the statistics on car owners vs. plane owners, private planes lose hands down. This is the only stat I can find that compares small planes to private autos:
In 2013, traffic accidents killed 32,719 people, according to the National Highway Traffic Safety Administration (NHTSA). The fatality rate was 1.1 deaths per 100 million vehicle-miles traveled. Assuming an average vehicle speed of 50 miles per hour (a big assumption), the fatality rate for automobiles translates to 1.1 per every 2 million hours.
Taking the preliminary 2013 fatality rate in general aviation of 1.05 fatalities for every 100,000 hours of flight time and scaling it up to 2 million hours gives a comparison rate of 21 general aviation fatalities per every 2 million hours. This suggests that stepping on a private plane is about 19 times more dangerous than getting into the family sedan.
This year alone the number of small plane fatalities is alarming. Kathryn's report is a great place to stay up to date on this kind of information. I agree commercial air travel is the safest form of public transportation statistically but there is always the fact that if I lose the method of propulsion in a bus, on a train, or in a car, I just coast to the side or let it stop.
@@Mariazellerbahn do you always correct grammar?? Is that your job??
@The Truth sets free Lots of people survive airline crashes and mishaps and many people die in car wrecks. What you said is meaningless. Statistically commercial airlines travel is much safer that cars. From best to worst is commercial airlines, railroad, buses, passenger vehicles, general aviation. This is based on fatalities per mile traveled. (Guessing from your username and the typical god bless comment you are probably trolling or someone who likes conspiracy theories. Either way the facts are what they are).
That really is crazy. They ignored every indication of what the plane was doing, what all the instruments were reading.
Flight Channel: more compelling than "Air Disasters" with 1/3 to 1/4 the running time.
They’re both good channels , no need to lower someone to lift someone.
@@Meh4991z It's obviously the OP's opinion. No need to tell someone what they should think.
@@Meh4991z Air Disasters isn't a channel. It's a Canadian TV production. And I actually enjoy both. I'm simply saying that Flight Channel does the same or better job of conveying what happened in less time.
I watch both thanks to Disney+
@@CassassinCatto don't need to pay a monthly fee to search things on youtube lol
Thank you for the video. According to his obituary, Captain Sean Archuleta was 36 years old (not 32). He left behind a wife, 6 month old son & a stepdaughter.
So sad. I'm sure he was happily envisioning his new career at United. Prayers to Sean's family and friends. This was a nightmare.
And KHOU says he was 37. I guess nobody knows lol
@@B3Band But one thing is certain: No fortieth b'day cake 🎂
The family should sue for this ! Captain Sean Archuleta children will grow up with out a father and his children will never remember him they are to little 😓 I can't imagine the pain his wife and children are experiencing that is heartbreaking :(
@@honestreviews5680 I hope they get a huge settlement, not that makes up for the loss
Too many things don't make sense here and I wonder if the video editor was being overly polite in not wanting to attribute blame to the pilots? How can they both have not noticed the TOGA? The audio recorder picked up the click although the obvious change would have been full throttle. Those 767s aren't quiet planes! And then why were they dropping the nose? The FO thought they were stalling while the captain said nothing?
I know it's easy to be an arm chair critic but this is all a bit odd.
From what I understand the F/O should have never been allowed right seat much less on airport property. He was a known flight hazard. There is a lot more to this if anyone would like to research and have a better understanding as to why this plane crashed. This video does not tell the entire story as to why this happened.
On your recommendation, I did some research on Aska. If he wouldn't have covered up his training failures during his Atlas interview, this accident probably never happens. So sad.
I heard he intentionally crashed "suicide"
Yes correct. The F/O had issues in training, when he became stressed or dealt with a difficult scenario in the simulator he would start pushing buttons randomly. Clearly showing his lack of knowledge. But some how he got checked off to fly a real plane ✈! 💁🏻
Thank you for the heads up.
@@ZeroSpawn WTF!??? That's insane this guy was allowed to fly at all.
You failed to mention that both the captain and f/o both had training difficulties on the 767 and had to re-test. This was even more so for the f/o Aska who actually concealed his spotty training record when he applied for employment at Atlas Air. He had failed 5 flight simulator sessions such that his partner complained he was being held back because of Aska's failures. Captain Blakely also was placed on proficiency watch program (PWP) by Atlas.
Well that is an interesting part that would have been useful to know and help with understanding the resulting crash.
I wonder why it was left out of the video.
This does seem pertinent, as the FO is the most culpable for the tragedy.
Findings - airline “failed to address the first officer's aptitude-related deficiencies and maladaptive stress response. “Aska's first checkride on the aircraft ended in failure due to poor crew resource management (CRM) and improper aircraft control. His examiner described him as stressed and lacking situational awareness”.
“Captain Blakely experienced difficulties during training for his type rating on the 767. On October 31, 2015, he was declared unfit for a checkride”. Atlas Air placed him in the pilot proficiency watch program (PWP) due to his training issues.
@@rdspam Ahah! TX.
Ahah. Thanks.
Oh no, how could they not notice? This is incredibly sad. Of course it's easy to judge afterwards. I'm just feeling frustrated and very sorry for them.
When humans panic they do all sorts of stupid things.
@someone. You.....have a heart. Keep it that way. I feel the same
Not sure why with every activation of a setting there would not be an audible feedback voice: GO AROUND MODE ACTIVATED…. Too many of these crashes on this Chanel seem to be due to a inadvertent switch being turned on or off and not noted by the crew. The cockpit is chalk full of lights and buzzes and clicks but for certain things there should be a clear voice announcing something has been turned in or off.
Totally. I am noticing this as well. How has this not dawned on them? Very possible they want the pilot to focus on the instruments in an emergency but this is a no brainer. Especially when there are passengers on board.
With all this automation, why can't the controls "automate" themselves to the configuration that is - if not most optimal - but the safest? Tons of videos are about "the position of control x was showing y setting". the entire MCAS debacle was activating nose down when it wasn't even safe.
@@Polentaccio Pilot monitoring as usual, was asleep. So many pilot error crashes not 'detected' by the PM.....Hadn't realised the thrust levers were still....[not set right]
@@rohitnijhawan5281 Ever heard the expression "Too many cooks spoil the broth" ? Exact same applies here - 2 pilots & numerous automated systems. Not one person really knows what's going on. Is he doing it or am I supposed to be doing it ? Oh, somebody's doing it - is it him or the AP ? Cockpits are a bad environment of confusion.
Confusion of who is doing what
Confusion of instrumentation (too complex)
Confusion of switch type controls - there's masses of them
Confusion due to lack of instrument simplification (i.e. make the correct reading on an instrument be when the pointer points vertically up. A quick scan of the instruments would reveal if any pointers were not pointing up.
Set AP to descend. Press 'Landing' button - and that should configure the aircraft during the descent to the runway. But no, it has to be a complex routine on top of complex and distracting radio calls.
Newer planes do have more systems alerts. This is an older model 767 with some the first generation automation. There is generally a que, the thrust levers advancing and the sound of the engines spooling up to go around thrust should have been noticeable. Why both pilots failed to recognize that, we will never know. I have to assume the Captain acting as PM was diverting attention to other duties. The FO was not paying attention to what he was doing. Clearly the FO had some attention diverted for whatever reason and was not scanning the instruments to ensure the plane was flying in parameters.
The first officer is someone who should never have slipped through the net. RIP to the 3 crew.
The Captain was supposed to be monitoring the instruments so I call bs.
@@The_Original_forresttrump Even in times of CRM, the captain has the ultimate responsibility. He was supposed to be monitoring. The main responsibility ultimately rests on him.
@@neoberi2611 That’s just what I said, I was disagreeing with Julz , if the Captain was doing his job this need not end as it did.
@@The_Original_forresttrump Yes I'm agreeing with you and adding on to your comment
I'm not a pilot but bad weather, going around it while descending and low hour f/o - the captain is the problem here. He took control and gave it back (due to issue).. should have kept it and landed the plane!!
Rest in peace to the flight crews who lost their lives, and condolences to the families they left behind.
Although it was pilot error Rest In Peace to them to.
Was your god taking a coffee break ?
I'm at a total loss to understand what exactly the pilots were monitoring. In IMC I was trained to watch, and crosscheck, the flight instruments like a hawk. They even had a 3rd pilot in the Jump Seat. Hitting GA would not just cause the engines to spool up, the thrust levers would advance giving another visual clue that something radical had changed from a normal approach profile. Unless CVR was not available to TheFlightChannel, there seem to be very little communication between the pilots. A tragic and avoidable incident.
Yes, you get the feeling something is missing from the story. 3 well qualified pilots should be plenty, and why did the captain or first pilot not advice tower of the go-around? Or did I misunderstand? They never intended any go-around at all?
@@Hallands. there was no intention of a go around.
The go around button placement is fine.
The devil is in the simplest of the pilots hand placement detail.
@@darrinsteven7002 Yeah. I read the cockpit transcripts and the investigation. Both pilots were having difficulties passing the routine tests and both frankly sound unreasonably stressed, unfocused and insecure during approach. First pilot can’t decide if there’s an emergency or his evaluation is wrong, so he doesn’t communicate his worries to the captain, then begins a pitch down maneuver even though they’re already 2000 feet below the beacon corridor, which he erroneously reports as 2000 above. The captains says nothing and does nothing in the last 20 seconds…
@@plane_guy6051 NO THE PILOTS DON'T GET ENOUGH DISCRIMINATION there should be no redos and morons liek this should be detected and banned in the process!
Tiredness and vertigo can change behavior.
The FO was a bad pilot. That came out of the investigation that he had numerous training failures at previous companies. He failed twice to upgrade to Captain at his previous company. Not only was he a poor pilot, he refused to acknowledge his deficiencies which means he was never going to accept how to correct for them.
As for the pilot monitoring who was the plane's captain missing it; I have to assume the captain had his attention averted doing something else like sequencing the approach. There are periods of vulnerability where one crew member is performing another function. Clearly the FO who was the pilot flying also was not paying attention. For whatever reason the FO dropped out his instrument scan, which means the FO was simply along for the ride. Had the FO been keeping the proper instrument scan even with the autopilot flying he would have caught the change in attitude and been aware of his airspeed and if he had aviation sense he would have known if the plane was in a bad configuration or not and been able to make a more rational change. Again this FO was not a very good stick, so he lacked the ability to rationalize what was going on. Below 10,000 feet, the FO should have been following through the autopilot and scanning the instruments as if he was manually flying. If he was doing those things he would have caught the error.
his race made him keep his job and get his certificates
I don't blame the black FO. I blame the people at the airline who indulged him despite it being clear he was not up to the job of being a pilot.
The only acceptable response the white captain could've made in this situation is to accept suicide. SAD! Many such cases.
It seem as many people are solely blaming the FO. Yes, he might be bad at his skills or maybe not experienced or having a bad day. Yet, no one is looking at the conduct of the Captain. bad PM duties or what? The airplane goes into a nuclear strike thundering unusual attitude and he say- what is going on? I have flown with many different crews and if the plane gets out of hand, it rarely goes past a few seconds before the Captain takes back the control to right itself. How do you as Captain not act when he parameters are beyond normal flight? or the other half of the crew set to act and correct.
@@shanec.7105 Yep, they were a duo. The FO initiated it but the Capt did nothing to stop it.
What do you even say when you realize you can't pull up enough and you're about to contact? I can't even imagine...you have a perfectly normal flight, 15 min later you're 500 feet from the ground going 300mph straight towards it. Thank you to all of the brave pilots out there, and to all who are still flying, bless you and I hope this never happens to you
There have been two crashes of an Airbus that involved not understanding the go-around. China Airlines Flight 140 which killed 264 people and Gulf Air Flight 072 which killed 143 people.
Gulf Air 072 was an intentional go around, not accidental like this and 140 so not sure how you mean by “not understanding the go around”
This was a 767. Layout is a bit different
This is a Boeing..
@@TurboLerssi Aa
P
P1
Why go around is a computer thing now?
I'm always astonished by accidents like this. Even when I fly VFR I keep my eyes on the instruments, that some private IR pilot might be overwhelmed or not proficient enough to realize an upset like this is understandable while not acceptable, but a crew of two ATPL pilots in a sterile cockpit below 10.000ft not realizing any of the indications and then also misinterpreting all the signs is crazy to me. This just shows why upset recovery training has become so important in airline training and I'm glad that it is pushed even more.
Yeah, it's hard to imagine no one noticing when the attitude indicator goes all brown, but it seems to happen a lot.
The pilot monitoring didn't even monitor. The pilot flying didn't look at his gauges or instruments when his visual was impaired in the clouds. There's only so much a plane and automation can do, the rest is up to the human pilots.
I only have a VFR rating and while watching the video and the pilot thought he was stalling but the instruments said otherwise... Unbelievable...
I looked a little further into it, there is a good video from the NTSB on TH-cam showing how quickly it happened. The FO was just incompetent (failed multiple checks and should not have been in the cockpit), the Capt. Had maybe 5 seconds before it was to late. Look at the NTSB video, it is astonishing.
Crazy. That is a great word for this if this is what happened. What caused the pilot to think stall? He looked at the attitude indicator saw brown and thought stall instead of dive? It couldn't have been that he glanced at the airspeed indicator and thought stall. Same with the rate of decent but not quite as clearly. The only thing I can think of is horrific skills or the HSI was active instead of an attitude indicator and he got his cue from somewhere else. **
Can you imagine if they throttled up and pitched down like you would in a Cessna. OMG. I think the stall procedure on large a/c is significantly different though. Seems to me that I was told it is just throttle, nose level.
** The NTSB report indicates both the attitude indicator and the HSI were being displayed each on different screens at the pilots 12 o'clock position on the panel. www.ntsb.gov/investigations/AccidentReports/Reports/AAR2002.pdf P 8-11
I think the captain was giving the control to the F/O as a learning experience; telling the f/o he has the controls all the way to the gate, basically, and then withdrew to monitor the performance of the pilot, without monitoring the performance of the aircraft adequately. His question "what's going on" is proof of that; he was simply sitting back and letting the young guy do his thing.
It's a common practice routine: sitting back and letting the student learn through his own mistakes, except this time, the captain was behind the curve, too, or perhaps put too much faith in the f/o. The fact that the person riding along was the first to yell "pull up" might indicate that he was the only one looking out the windows at the time.
HUGE thank you for highlighting the instruments and levers/switches involved. It helps really put me in the cockpit and understand how things could have contributed to the accident.
From the sounds of things this FO wasn't qualified to wash a plane, let alone fly one...scary that such an inept pilot can slip through the cracks...
That is called Amazon incentive bonus.
@@vladracul40 bruh Amazon doesn't hire the pilots... other third parties like Atlas in this case do. So Amazon has nothing to do with this
Yeah but the pilot is supposed to monitor, he had no idea what was going on..... just chilling looks like.
Well if you’re woke - skill, knowledge or training doesn’t matter….just your gender/color. Forgot the lady’s name on CNN who was stating that none of those qualifications mattered to be a pilot. The other speaker asked her if she be okay if a surgeon was cutting on her and and her only qualifications as a surgeon was her looks and color…… lame
@@yingnyang2889 Bruh you're really using CNN as a credible source?? WTF
I flew the 767 in my career as an airline pilot. I have got to say that this is one of the strangest accidents I have ever seen. How that go around switch got activated and the failure of the flight crew to disconnect the autopilot is beyond me.
She had nearly hours 100,000 of flight time. I really like when companies buy these old planes, update the cockpit and keep them in the air. Besides the tragic loss of life, of course, it's sad the plane's service ended in this way too.
Airplanes are not like other transports.They received airworthiness certificate before allowed to fly.
All planes are female in aviation language
what about all those undelivered packages
@@whothis2338 it's 2022 we use gender neutral pronouns now
@@whothis2338 in normal people’s English, inanimate objects are “it”. Of course, chronically single lunatic nerds can see a female everywhere, even in something as phallic and powerful as a jetliner. 🤦🏼♀️
I kept staring at the flight display showing the extreme steep descent. It just seems unfathomable that neither of them looked to see the orientation of the plane for the entire episode.
Absolutely.It’s highly suspicious.Makes me think that one of the crew members possibly did this intentionally.Who knows.
@@BrooklynBalla Such conspiracy myths are BS - the CVR Data´s are fully available in the internet. The FO was totally incompetent and the wrong man at the wrong place at the wrong time - but not a murderer.
@@NicolaW72 So how come while the plane was diving the FO was pushing the stick forward while the Captain was pulling the stick back?That makes absolutely no sense.
Ten things need to go wrong for a crash } All three of them didn't really want to be there +3 All three of them zzz mind wandered +3 = 6 two of them lacked high grade skill 2 + 6 = 8 One of them bumped the knob and didn't know it 1 + 8 = 9 The other ones mind was still wandering 1 + 9 = 10
Crashes have been caused by malfunctioning instruments having the pilots believe that they are nosediving, causing them to pitch up, which causes the plane to stall and fall out of the air.
I remember, when I worked at Amazon, we had a fatality at one of our fulfillment centers in Germany. It was like our entire Amazon family was grieving. May the crew of flight 3591 rest in peace.
Yes your "family" untill you get fired. They will Keep selling you that family line untill you wake up
Never buy into that soul devouring corporate cult talk.
I could see a small business feeling like a family, but NOT Amazon!
I quit because of medical reasons, but they told me that I was always rehirable. AMAZON was hard work but it was great pay and great benefits. I’m not knocking that company. Yes, the rates were a pain in the ass but I made it.
@@hansblitz7770Have you ever worked for Amazon?
I'm a dim layman, but in these cases of disorientation I always fail to understand how the altimeter is not the size of a briefcase and screaming at the pilot ... trust only me, you're heading for the ground!!!
exactly, or why the pilot didnt think to look there in the first instance. If I am driving and my car does something weird, I look straight at the dash for clues. I didnt need any special training for that. If I think I'm upside down or falling, I would look at the instruments that show exactly that in the cockpit.
It’s difficult to appreciate unless you have experienced it. Somatogravic illusions are powerful and make you “feel” as if your body is doing one thing when it is doing the opposite. Training is the only thing that reinforces that the instruments are correctly showing you the state of the aircraft. In this case the FO wasn’t sufficiently trained or wasn’t suitably skilled. They should not have been sitting in the seat of an airliner. Why the Captain didn’t pick up on the FOs error soon enough we will never know. The size of the instruments would not be a factor in this pilots lack of trust in what all the instruments were telling him.
Its not the altimeter that caused the problem, it’s that the basic instrument scan of the ADI and power. Attitude and power get set and monitored. The concept is called control and performance. You set a situation with the adi and power, and you monitor the performance with your monitoring instruments (so adi and engine thrust is the control, monitor instruments are everything else…VVI, altimeter, airspeed, heading, etc). Look at the simulation how much pitch down got put into the scenario, with the power up, these guys were goners long before they realized it. Every accident is a chain, and in this one a glaring weak link in that chain was the lack of basic flying skills of the FO. He never should have been in an airplane…any airplane. And if there is any good news it’s that he wasn’t flying a load of 250 passengers. RIP to the 3 that were killed that day.
@@markg7963 Thanks very much for that.
Learning to really trust your instruments and not your body's panic is something that requires intensive, constant practice and training. Some people don't have what it takes to be a pilot, and this FO seems to have been one of them.
I remember the day that this crash occurred since I live south of the crash site. I immediately called a pilot friend & asked him what he thought. He would not speculate & I thank the Flight Channel for letting us know. RIP to all 3 pilots who lost their lives. 💔😢🙏🏻❤️
This was a routine flight that ended up in a disaster because of one accidental button push. Some pilots would've looked at this video and thought it was a suicide, others would think extreme loss of control. Unless you were in the cockpit when it happened, you won't know what happened until the NTSB report comes out. Not a lot of pilots like to comment on cases like these for that reason.
It your interested Sheryl Mentour Pilot did a video on this crash which goes into much more detail
@@chendaforest Not really intersted in her cradle adoption story. Really.
@@billiebobbienorton2556 not sure what you mean but for the record Mentour Pilot is a he...
There is a lot more to this story than what this video presents.
I’m surprised the ATC didn’t discuss their decreasing altitude with them; as soon as their landing profile went below the minimum altitude they needed to be alerted! It’s surprising to say the least...
The Trainee Pilot in the Jump Seat being the first one to scream "Pull Up" says a whole lot about the Captain and his First Officer's lack of concentration and focus in what is supposed to be the most intense part of the whole flight operation. Sad...
Yes brother Kem, you hit the nail on the head! The guy just along for the ride, the non revenue guy is yelling at them! This makes a person wonder....
I would say not so much a lack of concentration but more a lack of situational awareness.
Yes, unfortunately.
Both Pilots in flying seat failed; however, I would say the Captain failure to monitor add the most significant impact to the end. His job was Comm & monitor & assist with check lists....biggest one is simply MONITOR, but failing to see the throttle levers being automatically push forward is really bad, airspeed, altitude??. I'm not suprise that the jumpseat pilot was the first to see what's going on, he was not under stress and only thing he could do was observe and without any responsibility.
Yeah. Seemed like he had way more situational awareness than the ones actually flying.
From what I understand from this mishap, is that not only did the FO pitch the nose down, he slammed the nose down abruptly. When the Captain realized what was going on he tried to counter it, but the FO was in death grip on the yoke. The plane was put in an abrupt nose dive and was overspeeding faster than what is shown on the video. This was probably causing some mach tuck issues where it becomes even more difficult to pull out of a high dive.
Well, we can actually see how fast and steep the plane is diving at 12:12 security camera video.
Sounds like a suicide
I thought mach tuck was only a thing on high tails
No expert but does the capt have an override,,, some button he pushes that switches control from the FO to him whether the FO likes it or not... If not why not
@@sarashepard7504 - I’m thinking that too.
As a pilot your videos are so helpful to learn from. Sad to watch a tragedy see the error and cannot fix it, but definitely helps to always maintain CRM and safety awareness.
'Pilots with limited instrument flight proficiency have a well-documented tendency to disregard flight instruments and act instinctively in reaction to this illusion'
Wow that's fascinating and terrifying.
Like a Dunning-Kruger effect, sort-of.
Yep. There are so many sensory illusions that your body can trick you with. Flying at night or in the clouds? Trust your instruments.
Even well-trained instruments IFR pilots are prone to spatial disorientation. RIP Kobe Bryant helicopter crash (The pilot was also an instructor)
It makes sense tho. I think most of us would instinctively trust our own body rather than trusting an instrument. I know I would.
@@TheZombieGAGA In the case of the Bryant crash, the pilot was flying under VFR in IMC and should never have left the ground .
Good grief, how can any pilot think he’s stalling when the aircraft is nose down, high speed, low AOA, accelerating to the deck? I mean even in a moment of confusion that’s some pretty bad intuition.
Humans are not meant to fly. He was experience the Somatogravic effect (spelling?). The acceleration tricked his inner ear into telling his brain that they were pitching upward. Humans are not meant to fly in clouds. Our brain does not know how to process it properly. This is why instrument training is so critical at all levels of training.
@@wnhtynhatc1306 I guess so. Or maybe, that’s what investigators say when they can’t figure out why the heck a pilot did something that bad 🧐
He thought he was stalling and pushed nose down...ergo nose down and high speed. He thought he stalling because of the sudden acceleration because of go around while in the clouds.. The human brain interprets this as climbing... In aviation terms pitch up which could result in a stall. Trained pilots need to disregard this raw sensation and rely on the instruments. That was the ultimate failure of the fo.
@@Bren39 it’s not totally clear in this video the timing and sequence of events. But starting 10:10, FO switches off speed brakes, then pushes the stick nose down, then the plane is descending and picking up speed … and only after some more seconds does FO call out that it’s stalling. Maybe he just delayed verbalizing his thoughts but looks to me like FO himself controlled the plane into an accelerating descent, yet interpreted that as a stall, which is what I’m hung up on. It’s one thing to be a victim of your inner ear, but the fact that he was the one controlling the plane should have provided him some situational awareness I’d think.
@@wnhtynhatc1306 you should expect that a 767 F/O knows you must look at your instruments constantly on IMC, like a Cessna 172 pilot do
That person riding in the jumpseat was a pilot just hired by United. His class date was to be a few days later. He was making a routine commute back to Houston. He had the good sense to say "Pull up!".
This was pilot error. Flying a perfectly good airplane into the water.
Damn poor guy.
After ‘shouting’ Pull Up! There didn’t seem to be any response from the other two on the flight deck. Something like ‘Are you mad’ or ‘OK, I’ve got this’ would have been appropriate. It looked as though no one took any notice.
@@lonemaus562 And United actually kept his seat in the new hire class. With his name tag, all of his class materials, sitting on the table where his empty chair was. In memory of the deceased pilot.
Another easily fixed failure: The FAA still does not have a database to keep track of pilots who should not be. Companies should have a way to report on significantly below average piloting skills/behavior...so this sort of accident can be avoided. Or....?
@Nicki Bluhm💝 lmao
Maybe the union opposes it. I was thinking recently that aircraft should have cameras because they provide much more information than the voice recorder, so I looked it up and apparently the NTSB has been calling for cameras in the cockpit for over a decade but the pilots union is blocking it.
When you describe the PF as someone with "limited instrument flight proficiency" this is the same person you earlier stated received his proficiency rating on the 767 in Sept. 2017, a year and a half prior to this accident, and had 520 hours on the 767. The PM who is supposed to be watching the instruments, had even more experience. What was he looking at that didn't trigger warning bells in his head?
Amazing quality video like always! Always on time for when these come out :)
You cant see that they are showing an animation?
Um obviously yeah? I use the simulator myself lmfao. Think you're a little confused...
I agree very fine video
The call of "We're stalling" while instruments show adequate airspeed is very confusing.. Did neither the captain nor F/O recognize the dive they were putting themselves in? Very strange they didn't even glance at their instruments to see 300 knots and 30 degree pitch down almost looks like a flat out intentional crash leading up to the PF pulling up.
The takeaway I get after watching this is that the pilots chose to believe their senses , rather than their instruments.
@@jamesrau100 Which should never been done, the instruments where correct. This was reminiscent of AF 447, when FO Bonin pulled a "Bonin" and stalled a perfect aircraft from FL350 down to the ocean with repeated stall warnings over several minutes and refused to believe his instruments, all that was incorrect was the speed indication.
If you read the reports, the co-pilot had a tendency to panic and react. He would then start pushing every button. This came up repeatedly in training. He was fired from more than one airline for demonstrating a low skill set. At no point, was his reaction ever trained out of him. He should not have been in this position.
He got spooked and then abandoned all reasonable continuations
@@Kimberly_Sparkles captain should have been more attentive as well. It wasn't even the captain that told the f/o to pull up in the end.
I’d really love to hear the cockpit voice recording the final 30 seconds
There should be an audio alert warning: "You just pushed the go-around switch thousands of feet up, you dummy!"
here,here.
@scripteaze TO/GA button must be easy to access. When sh*t happens at low altitude, then You must act very quick - quick as possible.
Seems like that could be written into the programming. If the switch is pressed above a certain altitude an audible alarm would sound.
you never mentioned that the Capt did in fact tried to recover struggling pulling up, while the FO (with long history if failed trainings and Type ratings, not mentioned here...) was instead pushing down to their death
I think the flight you are thinking of is different. I recall one that you are talking about but it’s not this one
@@Minuet888 Patrizio is correct. The CA of this Atlas 767 crash pulled full aft, but the split elevator design didn't allow him to save this aircraft.
@Alejandro brunner Well, you're wrong, but you're probably used to that.
The FO wasn't an affirmative action hire. He got the job because he lied on his resume, and duped the Check Airman into giving him a 2nd shot.
There's a reason we haven't had a single US based Major Airliner to crash with fatalities since 2001. We don't let the wrong people get into the seat. FO Conrad was a case of lying and cheating, that can never again be repeated.
@Alejandro brunner I'm curious how you'd have handled the two pilots of the Learjet 35A that crashed in Teterboro New Jersey back in '17. Watch a video on them and get back to me.
I want to know how they were any different from Conrad, besides the obvious.
@Alejandro brunner Agreed, you don't make "simple mistakes", it's not a mistake with you, it's deliberate malice as you're supremacist trash. Reap what you sow.
This plane landed in the bay right behind my office. I was off that day or I would have no doubt seen it. I always watch the planes coming through Anahuac. I’ve seen planes fly so low you could actually see what shades are open. This is a sad and avoidable tragedy.
My friends dad is a pilot at Bush Intercontinental Airport. I was praying it was not him because just heard a plan went down headed towards Houston did not know till later it was an Amazon plane. It was not him thankfully. We use to go fishing and crabbing over in Anahuac off I-10 and could not believe a plane went down there.
As an a&p mechanic, the animation and attention to detail is outstanding. Down to the skydrol on the wing to body panels aft of the wheel well
You're right an excellent video. Except for one detail that was incorrect. The aircraft was parked at Cargo City ( Prime Air ramp) as referenced in the audio when they called for pushback. The video however shows them at the Western Union ramp ( Atlas Air ramp) and pushing back from there for runway 9. A small detail yes but given the accuracy of their videos they should have gotten that correct.
a&p?
@@Capecodham Aviation & Peewee? No? 😂
Some one forgot to set the brakes on that stand too that sucker was rolling free off the left wing.
One of the big questions, why did the Capt. show some responsibility? The f/o had a bad reputation and not alot of hours,yet he seemed to be totally inattentive when he should have intervened? This was avoidable
Bad reputation, Sarah? You should talk ! ! !
How many hours do you have?
The captain was programming the flight computer to redirect them around the precipitation. The sudden pitch down would have created an extremely disorienting sensation of tumbling backward. He only had seconds to figure out what was going on, and he was probably confused by the discrepancy between the instruments, which showed they were diving, and statements of the FO, who said they were stalling. He was not inattentive but surprised by the accidental activation and the inexplicable response by the FO. It's easy to say he should have known, but from his perspective it would have been a very confusing situation that was beyond recovery by the time he realized what was actually happening.
@@billiebobbienorton2556 have you read this guy's back story. He was fired from every regional, falsified his flying hours, and the list goes on and on. Educate yourself . I do not have a bad reputation.
.
@@goodenough4399 I was a flight attendant for both PanAm and United probably for more time than you have been on this earth. No, I am not a pilot, but they always discuss CRM in both initial training and yearly recurrent training
And the discuss the good and the bad
Look at United 232 and Captain Al Haynes
I think it is fair to say, that is a perfect example of the power of experience and truly CRM.
what happened to all the packages? hope the packages were replaced by amazon if they got destroyed.
My dad actually used to know the pilot. Used to fly with him at Commute Air, parted ways after my dad went to Allegiant. The pilot then went to United Express. I remember the day very well, my dad had actual been in Houston that same day.
May all 3 Onboard Rest In Peace
I have seen multiple videos on this but you always seem to absolutely knock it out of the park! Amazing video, incorporating the audio and video you are a real pro at this and as a fan for years you just keep getting better and better. I really love you and your channel!
Mentour Pilot is the one who belts it out-of-the-park.
@@brucelee4996 not really he has copped out to doing these air crash investigations after he already tried and failed at the original content that Inthis is better than him just copying everyone else. This guy is the original
Excellent videos of this channel
The number of stories on this channel featuring pilots crashing perfectly serviceable planes is frightening.
Heartbreaking.... On one of my last flights, my passenger jet was following another Amazon cargo 767 while waiting to take off, and, of course, it looked exactly like the one in this video. Except I didn't know that Amazon is painted underneath the fuselage (on the belly). I hope a crash like this never happens again!!!
@TheFlightChannel - I've been a subscriber since you were in your early few thousand club. I always knew your channel will grow and fast and I was right. But you grew too! Your effort is always showing, the research, the animations, music... Enthusiasm at its best
Not a pilot. However, how could they not be aware of the pitch of the aircraft? There had to be a physical sensation that the nose of the plane was down and not up. How could all three pilots not be aware of this ?
The first officer was to blame in the NTSB report. He became disoriented and put the plane into an unrecoverable nose dive. His last words were "Lord have mercy" and "Lord you have my soul"... his response to stress was to yell for God.
The F/O, his verbal expressions seem borderline tendency to suicide?
Captain was also held responsible for not monitoring the instruments. That’s the job of a pilot monitoring. NTSB - “captain's failure to adequately monitor the airplane's flightpath and assume positive control of the airplane”.
@Nicki Bluhm💝 I am 50 years old, four feet tall live with my pet lizard and only had sex once and would like to try with a human next time.
RIP to the pilot and their crew..without you guys we can't get what we bought. You worked so hard for us every single day and night even in bad weather so the package arrived on time :( you deserve paradise
MM is correct. The first officer was a weak pilot who was allowed to continue flying because of the color of his skin. There are pilots out there that continue to fly, not because they are good, but because they are a minority.
I'm always excited when I see a new video from TheFlightChannel! Amazing work.
The irony is that the family of the incompetent FO is suing the airline. He should never have been in that cockpit to begin with. Affirmative action has no place in aviation.
What is it with the families of the guilty always suing for money ?
What does affirmative action have to do with it? How many white incompetent pilots have killed people? Stop being an idiot.
LOVE these videos. One request: although it looks cool, the text in all caps makes it difficult to read. Especially when it’s synced to the voice recordings and it goes by faster. Consider using proper case (upper and lower as appropriate) and a serif font for easier readability. It’s also easier to read and view the images on the screen if the text is at the bottom like traditional subtitles.
Another tragedy well covered and explained. I hope they found a way to prevent similar accidents from happening again.
It would have paid had they hired a smarter FO.
The fact that this channel srill has crashes to show us tell la us they did not.
@@s.t.santos5928 And a CAPTAIN that caught the mistakes the FO was making.
Imagine the tracking updates for all of the stuff in that plane.
2/22- Order received by Miami facility
2/23- Order departed Miami facility
2/23- Uhh….
How did i find these videos? How did i become obsessed? This is great quality and im learning quite a bit, thank you. - Airfield/Runway fire dispatcher
Seems odd that there is no audible notification when go-around is selected.
Seriously this! Like what the actual fuck kind of design is that boeing? Piece of shit design if you ask me
agreed. a "click" is NOT enough
its so frustrating when the pilot monitoring isn't monitoring - airspeed and the Artificial Horizon would have showed something wasn't right surely. Sorry that the 3 people on board lost their lives. Very sad.
Yes, also rather irritating I find when the first officer kills everyone. That ticks me right off!
Interesting how you omitted major key findings of the investigation. The F/O was woefully inept as a pilot, and he lied about his credentials. His incompetence caused him to panic, and he pointed the airplane at the ground. Strange how you didn't feel that was worth mentioning.
I spent 3 years at Amazon’s Breinigsville, PA fulfillment center. He was great and the benefits were also great. However, they worked us to the bone. May the victims of Atlas Air flight 3591 RIP. ❤️❤️🙏🙏
Rest In Peace From me 😭😭
@@SangKi_Park he didn't know the pilots. He implies he worked for Amazon. Nothing to do with the crash or what pilots Amazon puts behind the wheel together. The third guy shouldn't have even been on this flight. The f.o. shouldn't have been the pilot flying this day either. So yes r.i.p we say but really.. fulfillment center! Thats lower than box truck driver or forklift operator... the boxer with clear tape has a more exciting job. Cheers!
@@cameronbooker445 Ok Bro I Understand 👌
Who is "He"? I also don't know what your childish pictures are supposed to represent. If you have problems expressing yourself, I would suggest a dictionary.
I once ordered socks using Amazon Prime. Is that relevant to the story?
I'm not a pilot, but an aircraft mechanic and have had a lot of interactions with pilots flying on aircraft I've worked on. I feel like with the pilots that were flying the aircraft should have been able to use their instruments to determine their flight path and to correct it as needed. Just my 2 cents to what occurred
@3:38 its not ground but tower! (I plane spot at MIA! ) im a local but regardless its not ground that clears for takeoff 🛫
Second mistake, it took off from 9 so towards east or downtown, they show the takeoff from 27, wrong side! Details are important!!! So they show a takeoff towards everglades when it took off towards beach 🏝
The research that I did for this accident led me to several Boeing 757,767 Commercial Pilots questioning the F.O. and the actions he took. Apparently, he was not a very good pilot with several attempts at remediation flying and he failed 3 check rides on the Boeing 767. They categorized him as a "button pusher" who would panic in adverse conditions that required him to act immediately. There was a great analysis by the Blancolirio channel. He is a 777 Airline pilot with 30 years of experience. I just wonder how a mediocre pilot with poor piloting skills could end up at a large company like Atlas Air and in the right seat of a 767.
Yes. Blancolirio is an outstanding channel/source.
he hid his spotty training record smh
Well, he definitely panicked.
Bumped the G/A button, didn't notice the change in pitch and power. Not by feel, not by instrument crosscheck. That alone makes him "not a very good pilot"
Retracted the speed brakes, got a spatial disorientation in IMC, thought he was stalling and didn't look at his instruments. He was in IMC with spatial D / unusual attitude and he didn't look at his instruments. Just pushed the nose down (and said something about "we're stalling") and 20 seconds later it was too late to save the plane.
Terrible aviating, terrible situational awareness, terrible communication. It doesn't surprise me to learn his history, but I don't need it to know that he was a bad pilot. Put a perfectly good plane with two functioning engines straight into the ground.
Take a wild guess.
don't be an infant.. you know why he was hired..
All Aircraft Crashes are always "Headline News". I live in the Houston area and I only vaguely remember this crash.
It was in the news and then it was gone ! It is sad but, Unless there is a massive loss of life, people tend to forget.
Thanks to this fine channel we usually get at least some answers.
I remember when this Atlas Air crash happened. At first the speculation on what caused it to nose dive into the lagoon was hushed up. The story disappeared for awhile before being revealed.
That’s super scary, and sad, and as other people say “flying is the safest” and while that being statistically true, I personally have developed the mindset that once I’m off the ground, that’s it, I no longer have control of getting myself out of what to me is one of the most horrible situations that you could be in, other than getting into a head on crash or being burned alive
what exactly is your point. and why are you putting flying is the safest in quotes when it's true?
I am wondering will it be possible to announce “Go around mode activated” by cockpit speakers once. I believe it solves the purpose rather than giving so much of trainings to find the inadvertent pressing of switch.
And it’s very surprising to know that NTSB has not recommended this simple solution.
Why not train for pilot and seek for yourself
@@mightyrockstar22 I believe the other one saves time and minimise error thus avoiding panic in tough situations. Because will be other things to deal for pilots. Automations should minimise the risks and avoid errors so it will favour the pilots to fly better.
There are probably thousands of incidents that have been caused by accidental instrument activation/deactivation, most of which are fully benign, a handful of which are fatal like above. If every single instrument had a voice warning when activated, pilots would likely become desensitised to voice warnings. This would be a really bad thing as voice warnings appear to be reserved for serious transgressions of safe flight (i.e. Terrain!) which prompts pilot action.
@@nochpo4230 As you said, aborting normal landing and going around with a different configuration is not a usual thing and it deserves voice announcement. Because this doesn’t happen in all flights and an alarming situation though.
I would think that if you are flying with no visual then you would keep your eyes on the instruments. I mean, what else is there to look at?
Exactly!
Working for a major oil refiner for my entire career, it was widely known that ALL operating procedures and safety policies were the end result of a safety situation or near miss. Sadly, in some cases, this did involve injuries and even death.
A tragedy very well recrafted, as usual - great work, TFC! As ever, such sadness in this recounting...
tfc?
@@Capecodham Asked many times, and many times answered - it's an abbreviation of channel name and is what he uses to refer to himself.
@@rgarlinyc What did you do with the time you saved not typing he light hannel?
@@Capecodham I used it to answer dumb questions
It reminds us just how professional the air traffic controllers are. No matter what.
Well, I know they aren't perfect and are busy but you think they might have noticed that this flight on approach descent should not be climbing.
I was over the Trinity Bay at the exact same time in a Piper Cherokee working on my instrument rating. Departed Baytown KHPY and getting bounced around pretty good by the weather. Crazy how a 767 was coming down in relatively the same airspace.
Thank you Flight Channel for covering this and letting us know what happened on this unfortunately fatal flight.
Mentour found it hard to believe that the go-around switch was accidentally pressed.
I heard from a pilot it was intentional and suicide by the pilot
@@carloscain1027 But if he wanted to commit suicide, why activate a function that automatically interrupts the descent by pulling the plane back up towards the sky again? Wouldn't it have been much more effective to just nose dive straight in the ground? Also the fact he was pulling back to get the plane to pull back up again all the way to the very end sounds very inconsistent with suicidal behaviour.
@@carloscain1027 if that’s the case then it’s utterly selfish!
@@carloscain1027 I heard the same thing from a connected ex-Atlas instructor.
@@foilhattiest1 It's a cover story.
The pilot pushed a button by accident, then panicked. Was the pilot qualified or was he not? Did he easily panic?something doesn't add up here.
th-cam.com/video/aBzc0xoUDKg/w-d-xo.html
This might answer your questions?
By all accounts the FO should not have been loading packages in the back let alone flying in the right seat.
He'll take your advice on that....oh wait....
He was waiting for you to teach him...
Right! I see you have done your research.
If you had done any reading on this crash you would have found the FO failed numerous training events, instructor pilots noted that they had never seen a pilot fly as poorly as he did. On a stall recovery he would pitch the nose down 40 degrees for the recovery. The fault of the crash was the FO doing what he did and the Capt not paying attention.
@@stoneagearcher3477 If anything, they are both at fault - but the ultimate responsibility of the aircraft, crew, cargo, and pax falls on the Captain.
I recall when this happened and never followed up afterwards - it all makes sense now, tks
these videos are so well made
I would think that they should add an audible “go around active” voice prompt when engaged.
(Now I see this idea repeatedly in the comments. Lots of smart folks here!)
Bingo! No it's ok that other folks have said it , what's most important beyond everything else. Is that we all say it loud and clear! We all all together on this!
Trouble is, during high workload and task saturation, your ability to decode sound goes out the window.
It's scenarios like these that make me a little nervous to fly. Typically, pilots are phenomenal, highly detail oriented professionals. However, small mistakes like these, and inside clouds where one can easily become disoriented, and not much space between you and the ground, is where one has a greater chance of crashing than in most other scenarios. It probably never occurred to that F/O that he had pressed the Go-Around switch apparently. The Captain, however, I would think, should've been paying more attention. Specially since they were in the final approach. But it's easier for me to say so I won't judge. May they be peacefully resting and my condolences to their families.
Neither of these pilots would have been at a major airline, FWIW.
They drink, like doctors drink.....
Civilian pilots have about a fraction of the pedigree of military ones. Supply and demand.
@@thomasloveless4800 Maybe of the past times.
Military now is a joke.
Yup, I hate flying already and the old " don't worry, these planes fly themselves" does not reassure me one bit when human error and mechanical/sensor error seem to intersect quite often.
Is this the crash in which the pilot yells out " Lord you have my soul" right before impact ?
Yes pilot error killed them
All those people who like to say “AF447 wouldn’t have happened in a Boeing”. Well this crash wouldn’t have happened in a FBW Airbus. And despite having connected yokes the captain still didn’t notice the FO’s inputs until too late
It did in an Airbus on China Airlines Flight 140.
@@Powerranger-le4up alright I’ve been more specific
It wasn't all that, remember the pilot was pulling the side stick, this was different, the pf wasn't pulling the yoke, instead, hit the go around switch (by accident), notice what I said, by accident, not deliberately. So, their point still stands.
Know what, doesn't matter what type of plane you are flying, a highly incompetent pilot like on AF447 and this crash will find a way to bring down a perfectly operational airliner.
@@tomstravels520 Yh, but.... Just read my other comment...
That was tough to watch, nice work as always, way to keep it factual
It really was. That live video footage got to me.