Mayday in the Freezing Skies | S7 Airlines Flight 5220
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- เผยแพร่เมื่อ 27 พ.ค. 2023
- This air crash/accident investigation follows S7 Airlines flight 5220, join me on an adrenaline-pumping journey into the heart of a chilling aviation mystery. Witness the heart-stopping moments when an aircraft's control systems switch modes mid-flight, sending the flight crew into a frenzy. As temperatures plummeted, the crew faced a dilemma: ice-covered wings, unreliable airspeed readings, and a stall warning that pierced the air.
Experience the nail-biting tension as the crew battles against the odds, making a daring Mayday call and attempting a hair-raising climb to escape an overspeed situation. But that's just the beginning! Discover how this white-knuckle flight takes a dramatic turn, forcing the crew to call off their approach not once, but twice!
From the bone-chilling altitude of 13,800 feet, to the desperate struggle to regain control, witness the courage and quick thinking of the flight crew as they navigate through icy skies and relentless adversity.
Don't miss this thrilling tale of aviation survival, where each decision could mean the difference between life and catastrophe. Brace yourself for a chilling adventure that will leave you breathless and longing for answers. Join us as we unravel the frozen skies and uncover the truth behind this heart-stopping airborne ordeal!
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Final Report from AVHerald:
avherald.com/files/s7_a21n_vq...
**A320neo aircraft model used
Amazing that everyone survived, given the icing and the crew's actions
Why did they try so hard to get the autothrottle and autopilot on? There was clearly an issue with sensors thats why autopilot turned off. Just fly the plane.
No spoilers there then.
That's terrifying. So glad everyone was safe
When I've heard cation pitched up and then there were dual input, I thought this is going to end in disaster. Fortunately, that did not happen. Thank you for the video as always. It was right on my dinner time.
Well, there are some who suggest Airbus is built with the philosophy of coding the plane "to protect itself from pilots"... At least in some instances, that might not be an entirely bad idea...
...haha... ;o)
@@gnarthdarkanen7464 In normal law, yes. But when there is no valid air speed that's another case. There are at least two airbus crashes that have No valid air speed + Stall + Dual input in common. That's why I've worried this incident will be the same.
You narrate superbly.
I could listen to you talk about doorknobs for hours 👍
Thanks! Look of for my new channel coming soon… ‘Curious Pilot Rates Doorknobs’
True✌️💯
I saw/read somewhere that Americans find it easier and tend to pay more attention to British/English/South African accents ✌️💯
For me personally, I absolutely agree hahaha🤘
That’s good to hear! My South African accent is pretty awful so I’ll stick to my English one 😁
What about pitch and power, the basis of Airbus unreliable airspeed checklist. Pitch Power Tables are in the QRH. Its a Recall Memory procedure which should have been actioned as soon as the crew realised the airspeed and altitude discrepancy. Especially after AF 447 accident. More sim time required for this crew i think.
>Especially after AF 447 accident
I think nobody really cares abot af447 except some avaition fans. Aviation industry already had shown that not very much people there care about findings about af447.
As an airline pilot I couldn't agree more with you Jonathan. This crew demonstrated they had the experience of one hour, thousands of times whereas you really want a crew that has the experience of thousands of hours, thousands of times. ie relevant experience and a solid mastery of fundamental aerodynamics to solve what was a pretty basic problem that we all train for.
Thanks roberre164, glad to know that my 18,500 flight hours are not in vain 👀
I was thinking the same thing. Do these people know how to fly an airplane? This is the problem with the automatics. This is a problem within our industry. Too much reliance on the automatics and not enough stick and rudder. It’s a big problem within the industry and it’s only getting worse.
@@roberre164 thank you that’s exactly what I was thinking. Way too much training and reliability on the automatics. We need people that know how to fly the damn airplane and that is a skill that is deteriorating as we speak!!!!!
What a stupid decision to not deice fuselage. Absolutely air headed
Yea. We all know about Russian aviation
I’m surprised the crew didn’t immediately grasp that the pitot tubes were blocked, if they regularly flew in this kind of environment. I don’t know why they actually thought they were over speeding and raised the nose, causing a stall. If they’d continued to fly, the pitots would have thawed and very quickly they’d have got sensible readings. This was what Air France 447 didn’t do, subsequently crashing into the Atlantic Ocean with the loss of everyone on board. The entire time, the FO continued to pull up on his side stick, causing the aircraft to stall and drop out of the sky. It wouldn’t have done any harm to keep trying the autopilot and the auto throttle, but it wasn’t going to engage either in this state. I do see however, that it’s easy with hindsight to be an expert and say what they should have done and very different to be in that situation. At the end of the day, the plane landed safely, in very difficult conditions for flying.
Btw, I have always wondered that whenever two pilots provide conflicting inputs to their respective side sticks, can't they just look over to the other pilot & see what he/she is doing? Is that too difficult for them to see? They are sitting right next to each other, right? I can't understand why don't pilots just look at each other & see what the other pilot is doing.
@topazzz9 interesting you make that Air France comparison. I first encountered it via another channel and am I right in recalling it was going from Rio to Paris? Also, that the Captain had gone to the crew rest area for his break, leaving two more junior colleagues in charge? Again, if I'm remembering right, the Capt was eventually called back but obviously when things are going wrong it can take even an experienced pilot a while to assess what's happening and then to run the checklists or do whatever to bring things back under control - in that instance, obviously, it was too late. It just seems bizarre, doesn't it, that such a thing could even have happened back then, never mind again only 2 years ago - since the effect on the aircraft the blocked pitot tubes indirectly had on the flight via both on the instrument readings and the inputs those readings caused the pilots to make at the controls - were almost identical in the scenarios which were created on the doomed Air France flight - and this one which fortunately escaped without injury. Even so, bloody hell that must've been a ride - climbing at 17500ft/min (2g!) for 30-something seconds 🤢😟
They say reassuringly "the pilots are highly trained professionals" .... yet surprisingly often it seems that quite basic (and similar) things going wrong a) that they continue to go wrong in the first place is itself a surprise (I mean, why is pitot tube heating even still optional? Surely at minus ten it should be not up to the flight crew that it's switched on?) b) if things do go awry, why a fast diagnosis and recognition of the issue followed by application of appropriate compensatory input is not much more second nature, seems really strange to me. Further still, the fact you can have both side sticks working at once and therefore very likely responding in unfamiliar ways. I would have thought even the tiniest variation between the two sidesticks should trigger the "dual input" warning?
I don't really feel that this video even attempted to clarify any of those points....🤔
All the technology and why can’t they hit a chart that tells them what settings to put in to just maintain flight. They can see their pitch angle that can select a thrust setting and their bank angle. So no matter what the alerts are they will know it’s flying. Those pito tubes seem to crash a lot of planes. The alerts cause them to always panic and both try to fly at the same time canceling each other out.
"they attempted to restart the auto pilot three times" ... that goes to an issue in the industry, over reliance on technology and losing the ability to manually fly the plane.
@@mrkiplingreallywasanexceed8311 yes, you are right. The Captain didn’t have a choice of who he left in charge while he had his break, legally he had to take a break and as the most senior pilot, anyone he left in charge was going to be less experienced. Both these pilots should have been able to handle a plane in cruise.
You make a good point re dual input - several mishaps would perhaps have been avoided if it was more obvious what pilots were doing with their side sticks. I’ve commented before that they should have these sticks on the other side, ie in the middle so their actions would be noticeable. The FDR can detect dual input, so it should be possible for the words “dual input” to appear as a warning somewhere, or for an alert to sound.
I'm only @6:29, yet as soon as I heard "inaccurate speed readings," coupled w/the fact they didn't de-ice the fuselage, I knew what the issue was.
So if you were the pilot you would have known the issue and make appropriate movements the entire time? Color me impressed
@christerry1773 yes.
@@dodoubleg2356 lol love that confidence.
@christerry1773 it's more of conviction & belief than confidence, but thx. I mean, it's not rocket science. It's common knowledge of aviation, really.
@@dodoubleg2356 how many hours do you have?
I was sure this plane would crash, BUT THANKFULLY they did not.
Surprised the pilots didnt understand right away the pitots were blocked..Its happened now and has been tge cause of quiet a few high profile accidents..Airfrance 447 being one and Birgenair the other..When you get stall warnings and overspeed warnings at the same time its a big sign of blocked pitots and the aircraft should just be flown normally by hand
Thanks for doing this video. I was wondering when someone would actually do a narration of the incident. This A321 could have ended up like Air France 447 and Air Asia 8501. Instead of it being the first officer screwing up by pulling up the nose to stall the aircraft like those 2 accidents, it was the captain this time that did it for flight 5220. I find it interesting the first officer didn't try to tell the Captain to stop climbing or take control for the 39 seconds the A321 was climbing. In alternate law which this A321 was in, the angle of attack protections, or stall protection, is lost. AF447, AA8501 and S7 5220 all had both pilots dual controlling which is very easy to do since the sidesticks aren't linked, giving no feedback to each other so when both pilots see the aircraft in a bad position, they both tried to control the aircraft. The captain also didn't make it clear he was in control trying to fly the A321 out of the stall.
The dual input warning that normally sounds when both pilots make inputs on the sticks was cancelled by the higher priority stall warning, so it never sounded on flight 5220, just like it didn't with flight 8501. I don't think it would have helped much anyway since when under stress, one of the things a human losses, is hearing. The captain should have pressed and held his priority push button to ensure his first officer didn't interfere but I guess in an urgent situation like a stall, a few pilots tend to not use crew resource management (CRM) or follow standard operating procedures (SOP) when under stress or not thinking clearly. Luckily for everyone onboard flight 5220, the first officer ceased making inputs, allowing the Captain to fly the A321 out of the stall he put it into, saving the aircraft. Air France 447 and Air Asia 8501 weren't so fortunate.
Well said.
As soon as you said that the flight crew were getting different airspeed indications, my first thought was ‘pitot tubes blocked’. Seems like this flight landed safely in spite of the pilots, not thanks to them.
No thanks them? Would prefer they lost control and crashed?
@@christerry1773 considering overwhelming racism in the comments for this video, I guess he hoped for them to crash.
@@totchj---what racism???????? I didn't see any. Time stamp please my friend.
@@chucksnightmare7674 ... you want a time stamp... of a comment section?
Same here. When I heard airspeed differs, I immune it was a pitot tube issue.
only the second video of yours that I have viewed.... I have already subscribed... you do a fine job. keep it up
Thanks Kevin, that’s good to hear.
You sound fine. Get well soon. Great video.😊
Fly the attitude. The EADI is your friend. In the Embraer, put the N1 needles at 12 O'clock.
Just to make a correction, the Hold Over Time (HOT) starts at the beginning of the last step of the de-icing/anti-icing process. This means that the ground handling will provide the pilots with the time of the start of the application of the final step (which might take a while), and from that given time the HOT is calculated.
The pilots did a wonderful job.
Is there any part more important than the pitot tubes? They've brought down so many planes
Pitot tubes have never caused planes to crash. Pilots who are not trained or just panic when the airspeed is lost is what causes the crash
an awkward situation is forgetting to zipper up.........losing control of ur plane is a deadly situation
It’s hard to believe both pilots were fighting duel inputs on the yoke incredible.time to pack your bags and find another job…
Truly enjoy your videos. The only suggestion would be to make them longer. Your videos are excellent quality and would only be even better with a little more information on the event at hand. Thank you for your content
Thanks, I would like to try making longer videos. I’m currently trying to find the balance between overwhelming and putting off people without aviation knowledge and not providing enough detail for those that do have experience. I might bring out a few longer ones to see how they get on. At the moment, It’s quite difficult to get one out every 2 weeks even at this length! Pesky flying getting in the way. It might be time to get some assistance! 😁
Back in the early 90s I wrote my airline's first de-ice/anti-ice program. Then they sent me to Alaska to train pilots on it. They lived in the stuff so I'm not sure how much they listened to me, some guy from the lower 48... but we never had an ice incident in my 14 years there.
NOTAMs, "which, at the time..." I like the way you handled that.
I never used the Okta system, so that's a new thing I learned. It makes sense - after all, "BKN" gives you less information and is what's commonly used in the US (or was 20 years ago when I stopped flying).
I was glad the Captain turned off the automatic stuff, but then they tried three times to re-engage it. At least they eventually gave up on it. And the auto-throttle.
Dual input is always a recipe for disaster in stressful situations, we dont need to look farther than 5 years back to see such a case. Glad to aee good CRM being implemented
Great video! Thanks. I thought straight away that you sounded a little different. It didn’t distract from the video though! I remember older incidents where I’ve would block the pitot tubes… I know this isn’t the same but can’t believe how similar it was!
Thanks Josh, I had not heard of this incident before researching it, that surprised me too.
Very apt incident based on the fact that your personal nasal pitot tubes are blocked😢😂
@@malcolmwhite6588 Nice
Very nice and interesting to watch video. Although your voice is calm but you have the ability to pass over the mood in the air. 👍👍
Do you speak English? 🤔
Thank you, I’m glad you found it interesting.
So many commenters referenced the lethal reaction of one of the pilots of AF 477 to unreliable speed indicators. Same here.
“Unreliable airspeed? I am suddenly 100 knots faster AND stalling?? I must pull up, pull up!”
And AGAIN , the lack of side stick counter-input awareness the Airbus software allows. Have they resolved yet?
I would hope most pilots have been trained out of this atavistic instinctual reaction by now.
As the performance of these two pilots, with all their hours flying the type, I have nothing positive to say.
To much vodka maybe the pilot’s thought they were on a carnival ride…
@@thomasturner7111 ouch
No they’re still disconnected and they likely will remain. There are sufficient warnings in place of dual inputs and pilots should be trained how to take over from the other. You can even lock out the other sidestick. Those who don’t follow procedure just shouldn’t belong at the front
Hi Sir, i enjoyed your videos very much. please make about juliane koepcke flight. Thank you!
Safe landing. Too bad that Air France Airbus A330 could not survive like this.
A Tu-96? I guess you mean a departing IL-96.
Huh? I thought it was an Airbus Neo?
Great video thanks, again pitot tubes...assume they defrosted eventually then?
Thanks Matthew, well the pitot tubes themselves didn’t freeze, previous issues were learned from and they are heated. The water from the windscreen and fuselage froze into an ice barrier in front of the pitot tubes, it appears in the cruise that this ice was dislodged or reduced due to residual heating or friction from the air.
The crew did recover flight control while chin confronted with multiple problems. That is a plus.
I never knew of the double deicing procedure!! Only in Siberia right !! Wow !! I’ve can kill !!! Thanks for the video!!!
Yes, this is standard everywhere it gets cold
Oh hell
What is a NOTAM changed to instead of notice to airman? Notice to airthem ?
Basically, if Air France 447 didn't crash.
Your voice is fine - no worries - well presented and researched video - thanks. So, a frozen pitot tube. Hence the overspeed warnings. The same problem happened to Air France 447 and to Birgenair flight 301- both with blocked pitot tubes, and both with tragic consequences. IMO if the 'stick shaker' goes off, regardless of any overspeed warnings, the speed is actually near or at a stall speed. I don't understand why these things do not form a core part of pilot training.
👍🏼
What a crazy flight...why did the one pilot input anything if the captain had control??? Even I know you don't do that! Obviously one side had a defective air speed issue.
Did the incident result in actionable items in other countries? Only a few places comparable like Alaska.
Phewww
When you get disparate airspeed indications, go partial panel then fly pitch and power. The whole 'uncoupled controls' thing Airbus uses makes me uneasy. How many times now have there been crashes because both pilots were doing different things with the controls and neither could feel the other’s inputs on the unconnected joysticks that are on opposite sides of the cockpit?
As this was a NEO aircraft I’m surprised it didn’t have the BUSS installed. Or maybe it did and the pilots didn’t know or forgot about it
Hard to believe that two Airbus pilots of their extensive experience on type would be dual sticking it during an upset! So much for CRM. But S7 has had issues with pilot training before if I'm not mistaken.
Do you have any evidence of poor pilot training at S7?
@@michaeldunham3385it’s Russian so
@@youngstacker0493S7 has one of the best pilot training and, as far as I remember, is the first airline to implement CRM training
"These pretzels are making me thirsty!"
Dual inputs, counterfeit fluid, poor cockpit management makes for a great experience.
Not confirmed… counterfeit fluid 😬
Seems too much of a coincidence on how the plane iced up and there were reports of counterfeit fluid…. Even icing up on the wings where anti ice fluid was put… unless the crew didn’t switch on the anti ice features… hmmmmmmmmmmmmmm 😁😁😬
@@CuriousPilot90 not…but probable
If I was flying, I'd request the drinks trolley be wheeled up to cockpit , double time.
@@TheFULLMETALCHEF explain exactly why it was probably counterfeit fluid?
Peto tubes has ice in them and their overspeed warning is false, that why the plane stalls everytime the plane climbs. This problem is bad but if the Captain would ignore the over speed and land the plane they would be ok, but because everytime they get the false overspeed warning they abandon the approach and climb, this stops their approach thus putting the plane in even more damage. Mistake #1 was not deicing the entire plane and then the peto tubes inspected for ice. The only other thing is if the tubes were covered and it was not removed. But ice likely colpret.
It's, unfortunately, well known that russians like to cut corners and this is one more example of this. With that temperature of - 10 °C using less than a half of deincing fluid required by Airbus and tackling only the controls surface is a great risk. Hope they learned their lesson. Luckily no one got hurt but it's another situation which the pilots don't understand what's happening and how their skills to fly are severely affected by the use of automation. I am not a pilot but in those conditions, if my aircraft started telling me that I was overspending and the throttles on 50%, I would not buy it and let my basic flying skills kick in. As this same problem happened before, like in Air France 447 and others, CRM, flying skills and ground personnel should be improved.
Thanks for your videos and keep up the good work.
You can absolutely guarantee they won't have learned their lesson. And as well as the fact less than half (nearer to a third only in fact) the volume of de-icer was used, there was also a suspicion that the stuff they did use, was knock-off (and therefore almost certainly less effective than the real McCoy)
The whole thing just reeks of that horrible selfish, callous thing Russians have got going on. They are SO BUSY ripping off their employers to line their own pockets, it's like "fuck the flight crew and passengers". It is SO obvious that the ground crew SAY they've used xyz litres for a de-icing, use 170 litres too little and pocket the difference (and the further difference still created by getting the cheap shit instead of the manufacturer recommended stuff)
I've just looked and there is a predictably wide opinion on the cost of de-icing fluid but let's settle on $10 per litre. So for 270 litres that's $2700 but let's now assume they only use 100litres of stuff they get off the back of a lorry for $5 a litre. They therefore bill for $2700 but only spend $500, $2200 seems like a pretty good haul. Even if there are four on the ground actually doing the de-icing, two in the admin office dealing with suppliers and invoicing plus an airport manager taking his cut and assuming each of them gets an equal share, $2200 between seven if them is a very tasty $314 each. That would be a nice chunk of change for a bonus for one day, even today and even in the West. But back then and in Russia, they've probably almost doubled their salary....
202 passengers + full crew on a little airbus - O my God ! No way , I would get out ! No can do .
A321 is not a “little” Airbus
At least it wasn’t another af447. That copilot def should have stopped making inputs, given he knew control was handed over. But they managed to get the flight under control and that’s what most important
Similar to air france 447?
Experienced crew?
sound line the deicing crew had no idea about what pitot tubes are, and how a blocked one can create havoc
Quite a few serious accidents related to pitot tubes, wonder if there is a better design for these?
No accident has been caused by the blockage of pitots. What causes the accidents is the pilots response after. The plane does not simply crash because the pitots are blocked. You just loose your airspeed indications
What are the odds the airline was charged for the full 230 litres of deicer
Don't the pitot tubes have heat?
They do! But this ice formed a barrier in front of the pitot tubes.
That's basic science! Of course the snow is going to melt and run down the fuselage.
Is there some rational behind allowing dual input as opposed to just having one side stick be selected?
The idea of literally switching controls when switching control is an interesting one, in most situations it would make sense and avoid any dual input which never helps a situation. The issue with this would be in situations where the pilot in control becomes incapacitated and the aircraft is in an upset position very quickly and/or the aircraft is under a heavy G load. (Depending on this system, and the nature of its transfer, it may be that the active pilot is unable to control the aircraft) almost 100% of the time, training and discipline will combat this. Failing that, there is a system on the Airbus that allows pilots to take priority control. It’s called the priority button, it’s on the side stick for both pilots and if held down for 40 seconds, it will provide control to that side stick. In many of the incidents where dual input has been an issue, the crew are usually overloaded or the alert is not shown over a higher priority warning, so are probably not aware and it is not used.
@@CuriousPilot90 @Curious Pilot Hmm, I had heard of the override, but 40 seconds seems way too long. Humans in my experience tend to underestimate the length of a second. Though now that I think about it. I feel like the choice to try and "average" the inputs that's the biggest problem. I don't have any evidence to support this, but if priority control was on by default it would be easier for pilots to avoid confusion about who is in control. Specifically, if the aircraft doesn't seem to be responding at all to inputs as opposed to responding but not exactly as expected.
@@robloggiacorrection: the takeover begins immediately when the button is pressed and held. If you let go before 40 seconds then control returns to normal, after 40 seconds you can let go and other sidestick remains locked
@@CuriousPilot90see above
Why in most videos when planes have these type of problems, most of us in the comment section know that the damn 1910 Wright brother era pitot tubes maybe iced up, we keep trying to tell the pilots this. Or during take off or landing problems, we in the comment section are all telling the pilots "set the flaps and slats. Seems alot of commercial pilots need to watch these videos to learn how to get out of these flight control problems. When will boeing and airbus fix, and come up with pitot tubes that are guaranteed not too freeze up. We have gone to the moon and mars but they can't make freeze proof pitot tubes????? What the H????
Are commercial pilots even allowed a vertical speed of 17k ft/min?
How would they have known? Stick they’re head out the window? The instruments didn’t tell them they were blocked because of ice. Everyone’s an expert when they Already know what’s going to happen.
I knew it was the pitot tubes 5 minutes into the video, so why didn't the pilots think the same and acted accordingly by ignoring readings and flying the plane manually?
PIO (Pilot induced oscillation) I knew it.. automation is a pilot’s killer. Worst thing has ever happened to pilots was the introduction of automation especially the most sophisticated one. Good for safety, an absolute killer for pilot basic skills. The antidote would be supreme work ethic but that’s nowhere to be seen. Push that button yet again and forget about actually knowing how to fly your own airplane .. that seems to be everyone fundamental attitude. Sad.
Pitot Tubes a simple but have a lot of issues. Today, we have GPS and it is a great second source of aircraft speed. WHY then is this not given to pilots as second backup of airspeed?
You are quite right. But… gps shows the speed compared to the ground beneath them. So imagine the plane is flying at 150 miles per hour compared to the ground. And they have tailwind of 150 mph. That makes their airspeed 0 miles per hour and there is no lift generated which causes a stall and the plane will fall from the sky like a rock.
I was flying a powered parachute years ago which had a max speed of 50 mph. I took off and there was a head wind of about 45 mph. At max power I was pretty much standing still compared to the ground. After struggling for 10 minutes and not going anywhere, I turned around and landed.
@@nadernowzadi1 Correct, but this would still indicate a discrepancy especially if they added power which would show a change in ground speed, but the blocked Pitot Tube would still indicate zero changes. It would be obvious to the pilots that there was a Pitot Tube problem.
@@basic48hence why modern airbus have been fitted with a backup speed scale which utilises the AOA sensors to either provide a safe airspeed zone or an estimated speed (very new ones)
I'm at 6:16 in this video. I'm guessing a frozen pitot tube.
Ha! Almost right. I've changed probably 150 pitot tubes, ususally because of retarded pilots who forget to turn "Pitot Heat" off!!
these pilots would have saved flight AF 447 mid stall
Time to think about replacing the dummies in the front with AI
You can’t see ice on a planes wings it’s virtually invisible cloaked like a predator. You got to feel for it that means the planes got to be ground then using either a really decently tall latter our fork lift our something to lower some people on to the top of the plane to check for ice. With out damaging the dam plane. The people in the airplane movies had better judgement.
Pitot tubes again. Snow ingestion.
What I found interesting about this one was that the pitot tubes didn’t get blocked as we have seen before from other incidents but a wall of ice formed in front of the pitot tubes disrupting the airflow.
Since this is my first time watching you, you will now need to apologize to me for not having a cold on your other videos....I mean, its only fair.
That makes sense. I’ll now be in an endless cycle of having to mention this forever… what have I done!
The is a real problem with the Airbus operational joystick design. Pilots working at cross purposes unknown to each other which simply does not happen with a yoke control. Airbuses are overall better than Boeing jets but this is one situation where it would be nice if Airbus acknowledged that their joystick design is just way too dangerous. No shame, just do what is right in the name of safety and switch to the yoke flight control seen in Boeing jets. It is way past time. These situations have become almost common with Airbuses. It has gotten way past the point of straightforward negligence and immorality on the companies part not to change.
Great Job by the Pilots. They didn’t get emotional or get overconfident of them self although they had a very high-flying experience.
The evaluated the risk and took a good decision of not lading to the same take off airport.
The rout cause lies in the de-icing procedure followed and the ethics.
No, these pilots were beyond awful and very likely drunk. The passengers survived despite these pilots, not because of them. It's clear they’ve been very lucky throughout their careers
How many more times until they ban this horrible dual input and link the joysticks mechanically?
They never will unfortunately.
It’s a joke, isn’t it? Co-pilot 6.398 flying hours and 6.248 on type 😂😂😂
It's not a joke. It's Russia
What's strange? He's flown his 150 hours on another type.
the over speed was probably a false message. Why dont they use something like GPS as a backup metal tubes are not that great and can be blocked by many things
GPS cannot tell you airspeed
@@tomstravels520 Is that so. I had no idea I thought it would give you something on how fast you where traveling. Those tubes seem a bit prone to mucking up at times.
@@davidmarks509 it gives you ground speed. That is not the same as airspeed. Modern Airbus have a feature called the Back Up Speed Scale which uses AOA data to calculate a safe airspeed zone
😷
small point... neither Magdan nor even Irkutsk are technically a part of Siberia... neither geographically nor culturally/administratively
they are both part of the Russian far-east, with Magdan being closer related to Chukotka (though it is historically a colonial Gulag-city in a mostly uninhabited region)
Irkutsk, though also colonial, built more as a Tsarist stamp of dominance, fortifying a new territory, is a Baikal city, with some routes in the regions ancient Buddhist cultures... again, east of the edge of what is the Siberian Plateau, and culturally distantly a branch of the Tibeto-Mongolic tradition, rather differing from classical Siberian cultures (which are mostly closer to the Saami or the Nunavut-Eskimo group of traditions)
Any thing east of the urals is considered Siberia, I don't see the point in your comment regarding ethnic groups
@@michaeldunham3385 you are wrong, Siberia is a defined area... the narrow way to define Siberia is the distinct geographic feature known as the Siberian Plateau (south of Taimyr, north of the TienShan, east of the Urals,& west of the Altai mountains)
@@michaeldunham3385 my point regarding ethnic groups regards the definition of Siberia as a certain Politically Ethno-Cultural space.
I point out, that the areas we talk about fall neither the religiously nor culturally within that definition. *(despite the fact that politically the history might be somewhat congruent with the Political history of Siberia)
@@stanislavkostarnov2157 I'm not wrong it is the area east of the urals, yes it can be broken down into its smaller components
@@stanislavkostarnov2157 at what point did I claim that there isn't various ethnic groups in Siberia?
What does it have to do with religion or politics?
So basically pilots couldnt pilot at all, as soon as auto pilot went offline they were screwed....
Typical Russian incompentence. "De-icing? Not my responsibility!" Yakutsk ATC: "Recommend you go on for four hours to Irkutsk as I don't want your death to be my responsibility" PIC: "Your airplane". FO: "No. YOUR airplane!" PIC. "YOUR Airplane".
It was not about moving responsibility. If the pilots de-iced the roof above the cabin before heating it there would be no issues. The ATC just helped them to overwrite the CVR but you can't recognise a good teamwork when you see it (and when it's concentrated around things you don't worry about).
kudos to the crew
most commercial airmen would not have managed to keep the plane flying with such a critical fault for so long, especially in turbulence & low viz as they were dealing with.
"Superior pilots use their superior judgement to avoid situations that require the use of their superior skills." These fools survived based on luck alone and 99/100 times would have died due to the completely avoidable circumstances they put themselves in. They should not be praised for climbing out of the graves they dug themselves.
Step one of unreliable airspeed indication is set a handbook specified pitch and a throttle input to maintain airspeed, not dual input a 2G pull up into a 17,000ft per minute climb into a stall.
@@Jimbobthebarbarian yes of course nothing ever goes wrong in aviation does it?
Point is that they and all the passengers are safe.
By all means use hindsight when you make comments
@@michaeldunham3385 There's no hindsight, literally look out the window at the blizzard and piles of snow on the plane. While they were waiting for their plane to de ice entirely, they could have reread their pilot's handbook for emergency situations pertaining to the weather that they were flying in, like let's say, icing.
@@Jimbobthebarbarian the flight surfaces were de-iced, given the fact that the aircraft landed safely I'd say they were already familiar with dealing with emergency situations.
Now perhaps you can quote some facts regarding de-icing rather than just giving me your opinion
@@michaeldunham3385 “They did half the mandatory job and barely got away with their lives, it’s just your opinion that what they did was wrong! 😭😭😭” - you right now.
"adrenaline-pumping journey .... heart of a chilling aviation mystery"
"Experience the nail-biting tension"
"bone-chilling altitude"
Is this chatgpt ? it's overly obvious
avoid vacations in Siberia
Why?
@@michaeldunham3385 Extreme cold and ice with ground crew not spraying the pitot tubes
@@Williamb612 you do know that it's not permanently winter in Russia?
Also those tubes are supposed to be heated to prevent them from freezing.... but by all means ignore that
@@michaeldunham3385 i know what they were supposed to do but they did not…who is to say that other maintenance/ground crew member do not do the same.
Yes, perhaps I should have said do not take a ski vacation in Siberia in the winter time.
And finally…there was a little fun and sarcasm in my comment…why so serious 😎
@@Williamb612 you say you know what they're supposed to do...... do you know why aircraft are de-iced???
Please stop the apologies about your voice. It is annoying.
There is nothing wrong with your voice.
v
oi
.
oi, to you.
It’s not the sound of your voice which distracts, it’s all those dropped g’s (flyin’ landin’) 😖 Also why keep calling the Capt the ‘pilot in command’ ❓
Because Captain is a title, whilst Pilot-in-Command is the role that a Captain usually plays in the cockpit. There are situations, like during training flights, where there may be multiple Captains present who may or may not be the PIC, so it's more useful to refer to the jobs people are currently doing in the cockpit than what their title is.
@@GuyNamedSean I agree but the crew is usually identified at the beginning of the video so I agree it’s appropriate initially to identify who is in command but subsequently no need to continue referring to him as such.
Are we allowed to say anything about that sort of thing these days? Even though you are quite right - I am sorry, perhaps I am just old fashioned, but while even the BBC stopped insisting on RP 25 years ago (so now all sorts of dialects can be heard especially on regional reports) I, like you, do find the g-dropping if not exactly grating, well, at least distracting. It doesn't make it harder to understand what's being said, but it certainly doesn't aid clarity of communication either. I would certainly personally be aware of it if I were him and make an effort to avoid it in published works if not in private.....
I was born in Czechoslovakia and now is not a good time to be glorifying any rusky crap. Thanks.
Erm, I don't think anyone was glorifying anything Russky. Quite the opposite, it is clear this video highlighted just how Wild West Russia is, how lairy, inept, unprofessional and corrupt it is. That was the overriding sense I got from this video.....
If you are a civilised person you should know that your birthplace (as well as your race, nationality, gender or wealth) doesn't entitle you to dictate when and what should be glorified on the internet and denigrate people just on the basis of their aforementioned circumstances.
Drop the landing gear!
How the heck did those pilots ever get their wings? Brainless choices from woe to go. Typical Russian lack of CRM, competency and common sense on display yet again. You’d have to be nuts to fly on any Russian plane, especially right now with all the sanctions and no ongoing maintenance.
Can you explain why S7 or any Russian airlines are inferior to those in the west? They were part of the Oneworld alliance
I suppose you would have immediately know the issue, made precise sidestick movements and maintain control the whole time? And all without any hindsight. Impressive. 🫣
@@michaeldunham3385because the author of this comment is a typical shauvinist who has never been in Russia or flown with Russian airlines, let alone on a Russian aircraft, and will shit herself if she has to do so. I has flown with Aeroflot and Pobeda on Tu-154, Boeing 737, A320 and SSJ100 my whole life with no issues beyond one or two minor inconveniences.