The NTSB got it wrong. This accident was caused by the direct actions of the co-pilot. He was a disaster pilot in training, failed multiple check rides, FAA Exams, simulator sessions and was for some reason allowed to continue flying a plane. The co-pilot had a "button pushing" mentality to solving problems and relied on the automation to get him out of a problem. These are not my words, they are directly from the pilots records in the docket. This guy should have never been in the right seat of that airplane. His reaction to the perceived "stall" was all it took to send him down a button pushing marathon of switches and yoke movement that drove that airplane into the ground before the Captain could even realize what was happening. This was NOT an inadvertent switch of the TOGA that led to a disorientation of the flight crew. If you would like more information or to hear from a former 767 Captain for a major airline, look up Dan Gryder.
Having flown the 757/767 myself I don't need Dan Gryder to tell me about this accident. I have a personal friend in the Atlas training dept. that gave me the rundown on the empty suit in the right seat. Unfortunately this one is on the Captain for handing the airplane back to this non pilot panic flyer. I feel most badly for the jump seat pilot that had to watch these buffoons drive an airplane into the ground.
@@Kevin_747 Also, the F/O repeatedly lied about his certification and credentials. He bounced around alot to avoid been caught. The captain didn't seem like he was dialed in, either. Feel so bad for the pilot on the jump seat.
I thought the same , these planes have been around for years and this didn’t happen before , the first officer didn’t know how to fly after he touch that button
@@Kevin_747 I agree. I never knew the guy in the jump seat but we trained at the same airport and knew some of the same people. What cruel luck to end up on that flight deck that day trying to commute back home.
How many of you have hand flown in instrument conditions with auto throttles on? And how many of you have driven into the ground because of an increase in thrust? Granted, I don't know what the captain was doing while the FO was letting the plane take them on a joy ride at TOGA thrust. My guess is he was focused on something else, and it just all happened too quickly.
9:05 The pilot was confused because of "an absence of visual references." If only somebody could have invented an instrument over the past 118 years of aviation that would artificially show the horizon so that pilots would know their pitch even in poor outside visibility conditions....oh wait...
I remember this crash, I was waiting for the final report from the NTSB to see what exactly caused the crash, it had slipped my mind and then tonight this video was on my recommended. Thanks Allec, and may the 3 men who were on board rest in peace.
I remember hearing about the conclusion of this incident from the NTSB about a year ago, so I recommend you watch the board meeting about this incident: th-cam.com/video/Am3Q2LsPIk4/w-d-xo.html
From July 14, 2020 Associated Press report: “The first officer in this accident deliberately concealed his history of performance deficiencies, which limited Atlas Air’s ability to fully evaluate his aptitude and competency as a pilot,” said NTSB Chairman Robert Sumwalt. The report said Aska’s “tendency to respond impulsively and inappropriately when faced with an unexpected event during training scenarios at multiple employers suggest an inability to remain calm during stressful situations.” “I'm miffed why this pilot was allowed to continue in the cockpit,” NTSB board member Michael Graham said. The NTSB also said Captain Rick Blakely failed to adequately monitor the airplane’s flightpath and to assume control when Aska became disoriented. The FAA also shares blame, according the NTSB, because it failed to implement a pilot records database that would have flagged Aska’s past issues. “Therefore, today we are recommending that the pilot records database include all background information necessary for a complete evaluation of a pilot’s competency and proficiency,” Sumwalt said.
I worked on this plane. I used to work at an MRO Atlas uses for heavy maintenance. I’ve always taken my job seriously but after this I have taken it to another level. Until the NTSB report came out I thought somehow I had blood on my hands. It’s a terrible feeling. We had great mechanics quit aviation altogether as a result of this accident. I don’t blame them one bit.
It is a huge responsibility. As critical as the pilots, truly. Plus, blame doesn't always get placed where it belongs. It is a shame that skilled mechanics quit because of this.
What’s not mentioned in this video , but is very pertinent was that the FO hid some of his training record from Atlas which may have factored into whether he would have been hired by Atlas
If he would just PLEASE STOP putting the white text he uses, onto ANY white background. There has to be a way that black lettering be put in the white background! That would help people like myself with serious diabetic retina damage. Thank you in advance for your consideration.
@@samobadie Sir, I'm sorry but it does not. I have Diabetic Retinopathy in my eyes. Close up details are very difficult unless there is a lot of contrast. I.e. solid black text on white background and so on. If nothing cant be done, I'm not gonna pitch a fit and demand anything be done. It is what it is. I'm just hoping that something can be done to fix it. If not, oh well,👍👍🛩✈
The 767 is such a beautiful airplane with so many safety and redundancy features. Features to give a pilot every tool possible. And to see a fool just deliberately destroy one is heartbreaking
i remember as a youngish kid, before taking off, my dad used to bring me into the cockpit of the 767. showing me the backups for literally everything, i never really felt super worried. and the amount of info it displayed around the cabin. wow. its the aeroplane of my childhood.
0@@frankblangeard8865 Your response is totally irrelevant to the facts. If you have any faith at all, your first item of faith should be this: when falling from a 12th floor balcony, do not hold any faith that you'll be saved from your death by ground personnel. It just cannot be done.
This was startle factor due to FO bad actions (like a Bonin), no stick shaker or stall warning but the FO says we are stalling and pushes the plane into the ground, while the Capt. lets him. The FO had a very bad history of being incompetent on check rides and was not honest on forms.
The captain was talking to ATC at the time everything went south. I don't think he ever fully wrapped his head over what inanity on the part of the F/O transpired in that blink of an eye. Like Capt. Dubois, his slow react time - 18 seconds is all they had - cost him his life.
GPS Airspeed and GPS altitude will prevent the Bonin effect from happening. Do not train pilots about this unless they need to rely on GPS altitude and GPS airspeed.
Aska was absolutely unqualified to be flying an airplane of any sort. His two fellow pilots had only 10 seconds to assess and respond to the cumulative effect of years of lying putting an incompetent driving a perfectly good airplane into the ground while talking to Jesus instead of doing any part of his job.
@FichDich InDemArsch it's not what you think... But that part was true with both MAX crashes.. it's a quota thing how this guy got thru... But around the rest of the world what you think is true. But here is a quota thing.
I really appreciate the CVR audio in your videos, even when the transition between one message to another is so fast that i can't read it. It gives more realism to the recreation. Thx Allec!
I can't decide if these videos make me feel better or worse about flying. On the one hand, I am reminded how incredibly reliable aircraft are these days, that it almost always takes a rare combination / chain of human errors to get a perfectly good airplane to crash. On the other hand, humans make errors.
You should feel good about flying. If you remember the 70s and 80s, a plane crash happened yearly, sometimes several times a year. Now, the most dangerous part of your trip is the drive to the airport.
This crash infuriates me every time I hear about it. That man had no business being in that damn cockpit to begin with and the poor jump seater man. Smh. RIP
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@@davef.2811 It was on the PFD but everyone seemed to miss it. This incident still shocks me. A perfectly serviceable aircraft dived into the ground by utter incompetence
Nope. It's already displayed on the PFD. The throttles MOVE. The engine's roar. There are numerous things telling you what's going on. Tens of thousands of pilots have successfully flown the 757-767 series since the 80s. A much better plan is to keep idiots out of airplanes and thoroughly train the ones you do put there. This guy was light years behind the plane and clearly out of his element. He was "flying" from the static wicks. He needed a thousand hours of basic stick and rudder flying followed by another few thousand of flying a light twin single-pilot (night-time freight) in the NE or Pac NW.
Somatogravic illusion used to also happen to Navy pilots taking off at night and IMC conditions in aircraft carriers..after catapulting they would pitch down and hit the water..the sudden force of acceleration would foul you into believing your pitching up like a rocket without visual references when actually your straight and level.when they reacted by lowering the nose...it's over..time to swim.
Allec, On another video you did, I posted a complaint about all the popup banners, wondering if it was from you or youtube. I stand corrected. This video did not have nearly as many. Please keep up the great work, sir!!!!
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There have been many of these accidents caused by the inadvertent activation of the go around switch. Seems it would be a good idea to have a visual AND audible alert whenever the go around switch is activated....
He may have recently endured CRM/CRT training and feared that a complaint to human resources, the union rep, or the chief pilot could jeopardize his company status or further employment in the final months of his career?
@@bobcoleman9045 60 year olds make successful life and death decisions and carry the weight for millions of people. Sulley was over 60 and saved the entire plane. dont be an agist fck. youre becoming what you most despise. ive seen 30 year olds do some of the most stupidest shit a child wouldn't do
@@csolivais1979 One of the NTSB witness statements suggests the two hadn't flown together before. I also think the captain thought the F/O's "EFI" issue was resolved, and therefore handed controls back to him. Shame he was preoccupied talking to ATC when things went south. All he had was 18 seconds total to figure out what occurred - and react. That's not much time coming out of the blue.
People often like to argue that AF447 wouldn’t have happened if it was a Boeing. This wouldn’t have happened in an Airbus. Firstly to engage TOGA you have to move the thrust levers all the way forward, not just hit a button. Secondly the pitch limit is 15 degrees nose down so the plane will not be able to dive that steep unless in alternate law due to multiple failures
id argue (and someone else who knows far more than me commented a similar response above) that the airbus computer>pilot automation philosophy indirectly influenced the philosophy of flight training that led to this guy's sloppiness and over-reliance on automation to save him.
@@bjr4567 yep, thats what i was meaning. there are other policies around that im not gonna mention too... but for the most part improper training and assessment
@@maxlambie7788 affirmative action, workplace diversity, gender inclusion - all being placed above simply putting the optimal candidates in those critical driver's seats. it amounts to a race to the bottom, and it's coming soon to a flight (or crash) near you.
None of the pilots notice this??? I'm a taxi driver, when I start my shift and get in my car to start work I become a different person and professionalism and the care of my passengers is everything. Too many times we see aircraft accidents caused by sloppiness and a casual attitude even though these guys are doing an incredibly dangerous job with lives on the line.
It's my belief that the captain was entering the info into the flight management computer when the copilot shit the bed. And at 6000 feet by the time the captain assessed the situation, it was to late.
"Lord you have my soul"...sounds like something a pilot would say (and that pilots HAVE said in the past) when they deliberately crash their planes....
I find this chilling for two reasons. Number one, I was born in the area where this disaster would end up taking place. By the time this happened, I was an adult who had lived in an entirely different area for several years, but this still sends chills down my spine for that reason. Number two, the co-pilot's last words. Him saying, "Lord, you have my soul," reminds me of what the pilots of Adam Air Flight 574 were doing in their last moments, praying. Him praying knowing he and his colleagues were about to lose their lives was devastating, despite the fact that he was undeniably grossly negligent in the performance of his duties.
Thanks for this. In 2019, I lived 20 miles east of IAH in NW Harris Co. When I heard a plane had gone down over Anahuac due to “weather”, I checked the weather radar immediately. Winter is definitely the rainier season in Houston, but the rain is more a drizzly all day variety. We do not see pop up T-storms or tropical systems in February. So I was confused. Too bad the co-pilot was, too. The storm on the weather radar was a green/traces of orange. Not something anyone should have freaked out about. But, I can assure you, winters in Houston are always cloudy. So, he lost his horizon over Trinity Bay.
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Will A I plus virtual horizons etc as seen on headsets plus simulators, become an option where actual visibility is not gpod. Thinking also of technology as used by military, night vision goggles. Can this be used real time in civilian aircraft as a further aid ?
If he “incorrectly thought the aircraft was accelerating” why did he think the aircraft was as stalling and nose it over? Even the jumpseater knew better.
Joe - If you've ever been to Disneyland or Universal Studios and rode one of their "flying" rides then you have experienced somatogravatic disorientation. Your seat actually moves a couple of feet up or down but your inner ear says you are experiencing large G forces and large up or down displacements. The same can happen to pilots. The difference is they have instruments they can look at to reorient themselves. But if they don't look and only trust their feeling of G forces then they are in a world of hurt.
@@darby5987 Is that why this affirmative action hire flunked out of his two previous airlines? Maybe he should have learned from Disneyland instead of the multiple sim sessions he failed.
I agree with Doc's assessment. Many pilots today can't fly manually. Aircraft are over-automated, even an old 767 has a fair amount of automation. But I have heard that this pilot was a button pushing fool. What was up with the constant switching of controls in that decent? Anyway, glad to see that it was not a passenger plane. Prime Air hires the low end pilots. Their hourly rates are very poor compared to FedEx and UPS.
Mostly because onlyONE pilot on earth was able to make an almost perfectly designed airplane crash. I don't know how many cumulative hours there are in 30 years of 767 aircraft history, but I'll bet it's impressive. To redesign ALL of the aircraft nearing the end of their usefulness because the only brain dead moron was able to literally fuck up a CROWBAR wouldn't make sense.
Seems to me the go-around button should take a little more of a deliberate press to activate, instead of just bumping it with your hand. Not to mention a quick, audible warning that the go-around mode has been entered.
@@kingpins9 I didn't say anything about moving the switch. I just said it needed to be a little more difficult to press accidentally and a voice warning should be heard when it's activated. This is the same kind of thing that brought down that Eastern Airlines plane in the Everglades. One of the pilots got up to help fix a problem and accidentally bumped the control column, causing the autopilot to disengage, something no one in the cockpit realized. If there had been a verbal warning, "Autopilot disengaged" they wouldn't have crashed.
i remember this crash when it happened, it was my senior year in high school and i had just heard about it while i was at a car and air show, i kept checking my phone constantly because i was so dire to know more about what happened, i then posted a picture of some candles i lit in regards to the crew members who perished 🙏
@@Capecodham don’t even.. bother. people like him who give out “translations” too you don’t have time to WASTE, with You’re demand’s.. because it’s beginning to sound. ridiculous, even to him.. and yeah if you DON’T care.. then keep begging, people to give you ‘valuable’ translations, and LOOK. Who has no life.. you.
There were no warnings because the airspeed was fine; the aircraft wasn't stalling. The F/O somehow assumed that the go-around pitchup automatically meant a stall. He wasn't watching the instruments and/or didn't understand them even after 5,000 hours in the cockpit, and he reacted without thinking at all.
The FO had a career history of aviation failures and he should have been nowhere near a flight deck. His complete unsuitability to be an airline pilot should have been discovered years earlier and not as a result of his actions which caused this crash, killing two fine aviators. Apparently his relatives attempted to sue the airline for their inadequate training of him - how outrageous is that??
I don't see anything said about his final remark. I'm a Christian who trusts my life into the hands of God but beloved, there is a time to fly the plane.
What I don’t get in these situations is why pilots don’t revert to their initial training? Kill all the engaged auto features, one hand on the throttle, one on the yoke, feet on the rudder pedals, then look at the artificial horizon and level the aircraft. In other words, hand fly the plane relying on instruments in IMC. Don’t get me wrong. Automation has certainly made flying safer and more efficient in general, but over reliance when faced with something unusual seems to often exacerbate or interfere with recovery.
@@csolivais1979 The inner ear phenomena is hardly a new or novel concept. Instrument reliance in IMC is precisely designed to counter this phenomena. Statistically, it is far more likely the engaged automation is the cause of unwanted commands than instrument malfunctions, particularly analog instruments that operate by physics, such as the artificial horizon.
You're right about overreliance on automation, but stick and rudder skills can save you only if you actually have them, and it doesn't seem that this F/O really did. In his case, reverting to initial training would have meant staying on the ground and letting someone else fly transport-category aircraft.
@@Capecodham ... because it’s a very well known acronym in aviation? They were kind enough to explain it to you and to thank them you have sass in return. Do you... just fundamentally not understand how acronyms work?
@@Capecodham You've made a half dozen comments here asking people to explain their acronym's, to which people have been kind enough to answer, only for you to return with sass. Here's another acronym for you: GTFO.
Just a question I am no Siri space engineer... Why not change the switch from up and down to left and right you could just turn it into a couple holes and resecure it. Wouldn’t that just be the fucking way to go just wondering do you know I didn’t go to college but simplicity you know it’s kind of my thing
@@Evan-ed7pu Autothrottle Disconnect and TO/GA Switches 1 Takeoff/Go-around (TO/GA) Switches On the ground: Push - • below 50 knots and flaps out of up, activates autothrottle in THR REF mode at reference thrust limit selected on THRUST LIMIT page. If not pushed below 50 knots, autothrottle operation is inhibited until reaching 400 feet altitude • pushing either switch above 80 knots disarms LNAV and VNAV. In flight: Push (after lift-off with takeoff reference thrust limit displayed) - • removes takeoff and climb derates and assumed temperature thrust reduction • A/T in HOLD, activates A/T in THR REF mode • disarms LNAV and VNAV, if armed • between 50 feet and 400 feet, selects TO/GA roll mode • above 400 feet, selects TO/GA roll and pitch modes Push (on approach with flaps out of up or glideslope captured) - • activates autothrottle in THR mode with GA reference thrust limit displayed. Thrust adjusts to provide 2000 feet per minute climb • selects TO/GA roll and pitch modes arms or activates LNAV if an LNAV path is available • disarms AFDS modes. Note: During landing, the TO/GA switches are inhibited after touchdown or when below 2 feet radio altitude for 3 seconds or more. If the landing is discontinued, the TO/GA switches are enabled again above 5 feet radio altitude. Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll and pitch mode) - • activates autothrottle in THR REF using GA reference thrust, or Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch mode) - • activates autothrottle in THR REF using GA reference thrust, roll mode remains LNAV, or Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD active, TO/GA pitch mode) - • activates autothrottle in THR REF using GA reference thrust, selects TO/GA roll and pitch modes.
"God is my co-pilot!" God: "You might want to reconsider that, I don't even have my ATP." Captain: "Well *I* sure as Hell do, gimme the fuckin' airplane!"
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@@flipnap2112 I actually worked for Amazon 3 months ago. I’ve seen videos of drivers shit outside under trees, I’ve seen videos of drivers pissing in driveways because they’ve been holding it all day. What can we do to fight against the conditions that lead to this??? You know what I used to do? I would just bring several water bottles & be prepared to piss. You have to do a certain number of deliveries per hour. Going to the restroom during your route will result in your numbers being affected and possibly getting in trouble. There’s NOTHING they can do! Jeff Bezsos should stop trying to see Aliens and focus on the people who are making it possible for him to do that shit.
Negative G is not stalled , there are a number of pilots flying around the world who will react to this sensation believing that “stick forward” will unstall the aircraft. However negative G continues building up speed until a near vertical crash into the ground occurs or a mid air break up. It takes a small 1.5 min test to identify these over sensitive pilots and either retrain or ground them is the only way to prevent these accidents from happening. R.I.P
what I never understood about this effect, is why not just look at the artificial horizon for verification? ive read numerous stories about this happening and this is what that instrument is for in the first place. one simple glance down will tell you your angle of attack
@@flipnap2112 sensitivity to negative G is a reflex learned at an early age usually a toddler , so a select few students become hyper sensitive to the negative G sensation when practicing stalling and recovery . They then adopt the connection between being stalled and the sensation of neg G , even if these pilots can see the horizon ahead they are so overwhelmed by the belief they are stalled and to recover is to push the stick forward they will do so until either the wings break off due to over speed or strike the ground near vertical. These trainee and qualified pilots are everywhere waiting for the right amount of stress and confusion as happened in this case . A simple 1.5min test is all it takes to identify any individual and offer retraining or grounding depending on how bad they’re reaction . Hope this helps someone.
I understand general aviation pilots falling for spatial disorientation with the classic VFR into IMC scenario, but these are veteran commercial pilots with years of IFR training and experience. How do such things stil happen to professional? NTSB and FAA focused on the TOGA button, why no mention of the somatogravic disorder?
Flying 101, keep the instrument scan going and trust them. Probably wouldn't have mattered with this co-pilot as he probably didn't know what he was looking at. Another senseless waste of life and machine.
I guess his more than 5, 000 hours of flight time were 99 percent as a PASSENGER. There's no way you can accumulate that amount of time and be so completely incompetent unless you never had to take off and land. 3, 000 feet of altitude and you STILL managed to crash due to whatever? I blame BOTH pilots. How could you NOT be able to recover from stupidity with 3,000 feet of altitude?
How this guy had 5k hours but didn't follow instruments is a serious flaw!! Never believe the feel first! Always cross check the instruments before making control inputs. Especially as low as they were! ERAU 80 CFIA&I ret.
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I think total flying hours cannot be a criteria. Flying times should be used instead or at least together. One can success a long fly and hours will be inceaesed. However, after take off and before landing is very important i suppose.
The captain was talking to ATC at the time this all went down and I don't think ever fully wrapped his head over what inanity on the part of the F/O transpired in that blink of an eye. Not that he had much time (18 seconds total), but his delayed response cost him his life.
@@csolivais1979 Good point, as that is exactly what he was doing before ATC interrupted him with that weather (storm) update. So yes, between prepping the FMS and talking to ATC, the captain's hands were clearly full at that critical juncture. Such sorry luck!
Not in any heavy I've flown! - in fact not in any jet I've flown - other than a limit on full flaps (and Flap 3 on a 321 from memory) with speedbrake on some types.
Poor instrument scan in IMC when vertigo is always a possibility and failure to take into account audible warnings that give advance notice of a stall condition. So sad😡
@@tomstravels520 - I know. I was making the point that use of speed brakes with flaps during a descent is not prohibited - but there may be restrictions on using certain combinations of flap and speed brake.
I was living in Texas when this tragedy happened. At Briggs Field I used see Prime Air jets parked all the time, maybe the one that crashed was there too. RIP to those we lost that day.
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I find it hard to believe an inadvertent button push caused this plane to crash. How many decades has the 767 been flying? You can't tell me there haven't been tens of thousands of times the FO had control of the speed brakes and reached around the throttles and, all of a sudden with this crash, it becomes a design/procedural flaw? A quick search of the co-pilot's history shows he was completely untrustworthy with the controls in a confusing situation needing quick analysis and action. The well vetted (although admittedly dog of a plane when compared to its performance elite 757 sister ship), 767 was not going to be brought down by a jostled forearm.
@@NicolaW72 The reason I added that intention caveat is due to the sheer magnitude of the F/O's bungled response. If one didn't know better (from prior history) you'd think he was suicidal. He was also invoking the Lord's name as he plunged the plane downward.
I get that the F/O was incompetent. But, no one else caught anything? And why build a plane with that button so damned close so that it can too easily be hit and activated? Seems insane to me. They need to fix that instead of issuing alerts.
Time and time again, only AFTER these preventable crashes does everyone come out and say how terrible the FO has been his entire career. If someone is just terrible...at what ever profession it it, and their immediate supervisor is either unaware, doesn't care or does not want to rock the boat.......this is what happens. Not every kid makes the team...that's the way it is......this FO by all accounts and his past should have never even had a try out.
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The NTSB also concluded that both the primary computer control system and secondary failed at the most critical time by not alerting the pilots of their altitude. A problem that has plagued Airbus for years, and not reported to the general public. This is also similar to failures of both computers at cruise altitude resulting in loss of control by their fly- by -wire system.
I'm always hoping that (years before 2019) that plane crashes like this would be a thing of the past. But human error is something that even computers can't fix sometimes. Thank goodness it didn't plunge into a residential area. Still needless loss of life here. I'm betting the captain was nearing retirement.
The NTSB got it wrong. This accident was caused by the direct actions of the co-pilot. He was a disaster pilot in training, failed multiple check rides, FAA Exams, simulator sessions and was for some reason allowed to continue flying a plane. The co-pilot had a "button pushing" mentality to solving problems and relied on the automation to get him out of a problem. These are not my words, they are directly from the pilots records in the docket. This guy should have never been in the right seat of that airplane. His reaction to the perceived "stall" was all it took to send him down a button pushing marathon of switches and yoke movement that drove that airplane into the ground before the Captain could even realize what was happening. This was NOT an inadvertent switch of the TOGA that led to a disorientation of the flight crew. If you would like more information or to hear from a former 767 Captain for a major airline, look up Dan Gryder.
Having flown the 757/767 myself I don't need Dan Gryder to tell me about this accident. I have a personal friend in the Atlas training dept. that gave me the rundown on the empty suit in the right seat. Unfortunately this one is on the Captain for handing the airplane back to this non pilot panic flyer. I feel most badly for the jump seat pilot that had to watch these buffoons drive an airplane into the ground.
@@Kevin_747 Also, the F/O repeatedly lied about his certification and credentials. He bounced around alot to avoid been caught. The captain didn't seem like he was dialed in, either. Feel so bad for the pilot on the jump seat.
I thought the same , these planes have been around for years and this didn’t happen before , the first officer didn’t know how to fly after he touch that button
@@Kevin_747 I agree. I never knew the guy in the jump seat but we trained at the same airport and knew some of the same people. What cruel luck to end up on that flight deck that day trying to commute back home.
How many of you have hand flown in instrument conditions with auto throttles on? And how many of you have driven into the ground because of an increase in thrust? Granted, I don't know what the captain was doing while the FO was letting the plane take them on a joy ride at TOGA thrust. My guess is he was focused on something else, and it just all happened too quickly.
9:05 The pilot was confused because of "an absence of visual references." If only somebody could have invented an instrument over the past 118 years of aviation that would artificially show the horizon so that pilots would know their pitch even in poor outside visibility conditions....oh wait...
Let's call it an Artificial Horizon - do you like my idea?
We'll call it the synthetic skyline! FINALLY someone has thought of this!
@@stevensmith3357 Y'all are just savages!
I remember this crash, I was waiting for the final report from the NTSB to see what exactly caused the crash, it had slipped my mind and then tonight this video was on my recommended. Thanks Allec, and may the 3 men who were on board rest in peace.
It was pilot mistake
@@kirilmihaylov1934 It was, but we can still wish that the pilots rest in peace.
I remember hearing about the conclusion of this incident from the NTSB about a year ago, so I recommend you watch the board meeting about this incident: th-cam.com/video/Am3Q2LsPIk4/w-d-xo.html
@@thecomedypilot5894 Thank You.
Ooo a fellow Texan
From July 14, 2020 Associated Press report:
“The first officer in this accident deliberately concealed his history of performance deficiencies, which limited Atlas Air’s ability to fully evaluate his aptitude and competency as a pilot,” said NTSB Chairman Robert Sumwalt. The report said Aska’s “tendency to respond impulsively and inappropriately when faced with an unexpected event during training scenarios at multiple employers suggest an inability to remain calm during stressful situations.”
“I'm miffed why this pilot was allowed to continue in the cockpit,” NTSB board member Michael Graham said.
The NTSB also said Captain Rick Blakely failed to adequately monitor the airplane’s flightpath and to assume control when Aska became disoriented.
The FAA also shares blame, according the NTSB, because it failed to implement a pilot records database that would have flagged Aska’s past issues.
“Therefore, today we are recommending that the pilot records database include all background information necessary for a complete evaluation of a pilot’s competency and proficiency,” Sumwalt said.
Npxmnpxn yes
Unfortunately, his incompetence cost these guys their lives. RIP.
I worked on this plane. I used to work at an MRO Atlas uses for heavy maintenance. I’ve always taken my job seriously but after this I have taken it to another level. Until the NTSB report came out I thought somehow I had blood on my hands. It’s a terrible feeling. We had great mechanics quit aviation altogether as a result of this accident. I don’t blame them one bit.
Don't believe you.........
@@sophiejaysstuff4026 well I have pictures of me working on their planes so…
It is a huge responsibility. As critical as the pilots, truly. Plus, blame doesn't always get placed where it belongs. It is a shame that skilled mechanics quit because of this.
Mayhaps you shoud've worked harder.
@@Gromborschtperhaps devote your time leaning proper spelling instead of finding reasons to critique people
What’s not mentioned in this video , but is very pertinent was that the FO hid some of his training record from Atlas which may have factored into whether he would have been hired by Atlas
This is an excellent channel.
Yup, everytime I get a notif I head on over with my lunch...
Yes... it is...
If he would just PLEASE STOP putting the white text he uses, onto ANY white background. There has to be a way that black lettering be put in the white background! That would help people like myself with serious diabetic retina damage.
Thank you in advance for your consideration.
@@patrickmollohan3082 pretty sure that problem was already fixed with the black outline
@@samobadie
Sir, I'm sorry but it does not. I have Diabetic Retinopathy in my eyes. Close up details are very difficult unless there is a lot of contrast. I.e. solid black text on white background and so on. If nothing cant be done, I'm not gonna pitch a fit and demand anything be done. It is what it is. I'm just hoping that something can be done to fix it. If not, oh well,👍👍🛩✈
The 767 is such a beautiful airplane with so many safety and redundancy features. Features to give a pilot every tool possible. And to see a fool just deliberately destroy one is heartbreaking
i remember as a youngish kid, before taking off, my dad used to bring me into the cockpit of the 767. showing me the backups for literally everything, i never really felt super worried. and the amount of info it displayed around the cabin. wow. its the aeroplane of my childhood.
Deliberately?
@@BigArt1970 deliberate by pitch attitude ya
@@prancer1803 Gotcha. 👍
Another great job, Joshua! All your hard work shows in the quality of the graphics getting better and better every time I see a new video!
5:07 "First Officer Aska: Lord, you have my soul". Wrong attitude. He had given up.
By that point in time no attitude could have changed the outcome.
@@DrMackSplackem I sure wouldn't want to fly with you at the controls.
0@@frankblangeard8865 Your response is totally irrelevant to the facts. If you have any faith at all, your first item of faith should be this: when falling from a 12th floor balcony, do not hold any faith that you'll be saved from your death by ground personnel. It just cannot be done.
@@DrMackSplackemgood analogy there
Stick shaker: silent
Stall warning: silent
Speed: fine
F/O: We’re stalling we’re stalling [pushes plane into the ground]
...EXACTLY! (WTF...)
F/O?
@@Capecodham first officer
@@Capecodham lmao
yeah I was thinking the same thing... why would you think "stall" if the stick shaker wasn't activated.
This was startle factor due to FO bad actions (like a Bonin), no stick shaker or stall warning but the FO says we are stalling and pushes the plane into the ground, while the Capt. lets him. The FO had a very bad history of being incompetent on check rides and was not honest on forms.
The captain was talking to ATC at the time everything went south. I don't think he ever fully wrapped his head over what inanity on the part of the F/O transpired in that blink of an eye. Like Capt. Dubois, his slow react time - 18 seconds is all they had - cost him his life.
@@bjr4567 Indeed.
GPS Airspeed and GPS altitude will prevent the Bonin effect from happening. Do not train pilots about this unless they need to rely on GPS altitude and GPS airspeed.
Aska was absolutely unqualified to be flying an airplane of any sort. His two fellow pilots had only 10 seconds to assess and respond to the cumulative effect of years of lying putting an incompetent driving a perfectly good airplane into the ground while talking to Jesus instead of doing any part of his job.
It's because he was black
@FichDich InDemArsch it's not what you think... But that part was true with both MAX crashes.. it's a quota thing how this guy got thru... But around the rest of the world what you think is true. But here is a quota thing.
Really,so whites,Asians,latin, haven't crashed planes,screw you
The captain was white and didn't have control of the situation
@@dhardy6654 ...
I really appreciate the CVR audio in your videos, even when the transition between one message to another is so fast that i can't read it. It gives more realism to the recreation. Thx Allec!
I can't decide if these videos make me feel better or worse about flying. On the one hand, I am reminded how incredibly reliable aircraft are these days, that it almost always takes a rare combination / chain of human errors to get a perfectly good airplane to crash. On the other hand, humans make errors.
You should feel good about flying. If you remember the 70s and 80s, a plane crash happened yearly, sometimes several times a year. Now, the most dangerous part of your trip is the drive to the airport.
You make awesome videos, I greatly appreciate your work
This crash infuriates me every time I hear about it. That man had no business being in that damn cockpit to begin with and the poor jump seater man. Smh. RIP
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@@allecjoshuaibay7621 is-I’m not gonna do it
No aural feedback when the “go around” switch is activated? I’d call that a bug
not one that should have brought the plane down tbf
You got THAT right. Should sound a chime & light a BOLD visual alert.
If operable, it is visually annunciated on the PFD.
@@davef.2811 It was on the PFD but everyone seemed to miss it.
This incident still shocks me. A perfectly serviceable aircraft dived into the ground by utter incompetence
Nope. It's already displayed on the PFD. The throttles MOVE. The engine's roar. There are numerous things telling you what's going on. Tens of thousands of pilots have successfully flown the 757-767 series since the 80s. A much better plan is to keep idiots out of airplanes and thoroughly train the ones you do put there. This guy was light years behind the plane and clearly out of his element. He was "flying" from the static wicks. He needed a thousand hours of basic stick and rudder flying followed by another few thousand of flying a light twin single-pilot (night-time freight) in the NE or Pac NW.
Somatogravic illusion used to also happen to Navy pilots taking off at night and IMC conditions in aircraft carriers..after catapulting they would pitch down and hit the water..the sudden force of acceleration would foul you into believing your pitching up like a rocket without visual references when actually your straight and level.when they reacted by lowering the nose...it's over..time to swim.
Allec, On another video you did, I posted a complaint about all the popup banners, wondering if it was from you or youtube. I stand corrected. This video did not have nearly as many. Please keep up the great work, sir!!!!
Thank you for uploading. I've been waiting for discussions/videos on this crash.
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Just a bunch of errors by the co-pilot. Sad is all one can say. Thanks for the vid, Allec...
WTF is a vid?
@@Capecodham video
@@ECEAaronXavierLobo 🤣👍
what about the people that gave him the position?
The F/O was a Diversity hire for sure.
There have been many of these accidents caused by the inadvertent activation of the go around switch. Seems it would be a good idea to have a visual AND audible alert whenever the go around switch is activated....
Guess what? you do have.
Or don't fly a Boeing
Very good video Allec! Thank you.
Why in hell did the pilot give control back to the co pilot? Mistake.
Well... he was 60...
He may have recently endured CRM/CRT training and feared that a complaint to human resources, the union rep, or the chief pilot could jeopardize his company status or further employment in the final months of his career?
@@bobcoleman9045 60 year olds make successful life and death decisions and carry the weight for millions of people. Sulley was over 60 and saved the entire plane. dont be an agist fck. youre becoming what you most despise. ive seen 30 year olds do some of the most stupidest shit a child wouldn't do
@@flipnap2112 nah dude had the right idea..pilot didn't... it was a fatal mistake just whenever you want to accept that is fine brah.
@@bobcoleman9045 think youre replying to the wrong person. i cant find any connection to your answer and my comment.
All he had to do was Aska question but instead he button mashed.
Love this channel.
It sounded to me to be a copilot who was afraid to fly in rain. He handed control to the captain as soon as things got a little tough.
Bigger concern was the captain handing it back.
@@bjr4567 think the captain thought the copilot got whatever issue he was having resolved. I wonder how often they had flown together before?
@@csolivais1979 One of the NTSB witness statements suggests the two hadn't flown together before. I also think the captain thought the F/O's "EFI" issue was resolved, and therefore handed controls back to him. Shame he was preoccupied talking to ATC when things went south. All he had was 18 seconds total to figure out what occurred - and react. That's not much time coming out of the blue.
People often like to argue that AF447 wouldn’t have happened if it was a Boeing. This wouldn’t have happened in an Airbus. Firstly to engage TOGA you have to move the thrust levers all the way forward, not just hit a button. Secondly the pitch limit is 15 degrees nose down so the plane will not be able to dive that steep unless in alternate law due to multiple failures
id argue (and someone else who knows far more than me commented a similar response above) that the airbus computer>pilot automation philosophy indirectly influenced the philosophy of flight training that led to this guy's sloppiness and over-reliance on automation to save him.
thats not a fault of airbus btw at all, its a problem with cutting corners when training pilots
@@maxlambie7788 Lack of proper training *AND* not weeding out incompetence so that the best qualified and most skilled candidates get the jobs.
@@bjr4567 yep, thats what i was meaning. there are other policies around that im not gonna mention too... but for the most part improper training and assessment
@@maxlambie7788 affirmative action, workplace diversity, gender inclusion - all being placed above simply putting the optimal candidates in those critical driver's seats. it amounts to a race to the bottom, and it's coming soon to a flight (or crash) near you.
Perhaps you can do a video on the Thurmon Munson crash?
None of the pilots notice this??? I'm a taxi driver, when I start my shift and get in my car to start work I become a different person and professionalism and the care of my passengers is everything. Too many times we see aircraft accidents caused by sloppiness and a casual attitude even though these guys are doing an incredibly dangerous job with lives on the line.
It's my belief that the captain was entering the info into the flight management computer when the copilot shit the bed. And at 6000 feet by the time the captain assessed the situation, it was to late.
"Lord you have my soul"...sounds like something a pilot would say (and that pilots HAVE said in the past) when they deliberately crash their planes....
Exactly what I was thinking!!
No, he was just a Christian. Sorry to burst your bubble.
Deliberately??
@@mph1ish sadly yes….Egyptair flight 990 for example
I know it’s easy to say it but why he didn’t look at his instruments? The situation could be solved by looking at the airplane’s attitude 🤷🏻♂️
Hence you understand why the entire aviation community is perturbed this guy was even in the cockpit
I find this chilling for two reasons. Number one, I was born in the area where this disaster would end up taking place. By the time this happened, I was an adult who had lived in an entirely different area for several years, but this still sends chills down my spine for that reason. Number two, the co-pilot's last words. Him saying, "Lord, you have my soul," reminds me of what the pilots of Adam Air Flight 574 were doing in their last moments, praying. Him praying knowing he and his colleagues were about to lose their lives was devastating, despite the fact that he was undeniably grossly negligent in the performance of his duties.
Thanks for this. In 2019, I lived 20 miles east of IAH in NW Harris Co. When I heard a plane had gone down over Anahuac due to “weather”, I checked the weather radar immediately. Winter is definitely the rainier season in Houston, but the rain is more a drizzly all day variety. We do not see pop up T-storms or tropical systems in February. So I was confused. Too bad the co-pilot was, too. The storm on the weather radar was a green/traces of orange. Not something anyone should have freaked out about. But, I can assure you, winters in Houston are always cloudy. So, he lost his horizon over Trinity Bay.
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I live close to the crash location. The Cajun Navy immediately dispatched to the location thinking it was an Airbus full of passengers.
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Will A I plus virtual horizons etc as seen on headsets plus simulators, become an option where actual visibility is not gpod. Thinking also of technology as used by military, night vision goggles. Can this be used real time in civilian aircraft as a further aid ?
Boom! Thank you Alec!!!
If he “incorrectly thought the aircraft was accelerating” why did he think the aircraft was as stalling and nose it over? Even the jumpseater knew better.
Somotographic illusion.
But he never looked and/or acted on the instruments in IMC
I think you got the explanation criss-crossed. The plane was accelerating due to the go-around, but he perceived the acceleration as pitching nose up.
Joe - If you've ever been to Disneyland or Universal Studios and rode one of their "flying" rides then you have experienced somatogravatic disorientation. Your seat actually moves a couple of feet up or down but your inner ear says you are experiencing large G forces and large up or down displacements. The same can happen to pilots. The difference is they have instruments they can look at to reorient themselves. But if they don't look and only trust their feeling of G forces then they are in a world of hurt.
@@darby5987 Is that why this affirmative action hire flunked out of his two previous airlines? Maybe he should have learned from Disneyland instead of the multiple sim sessions he failed.
@@elBorrachoGuapo That’s not what was in the report.
I agree with Doc's assessment. Many pilots today can't fly manually. Aircraft are over-automated, even an old 767 has a fair amount of automation. But I have heard that this pilot was a button pushing fool. What was up with the constant switching of controls in that decent? Anyway, glad to see that it was not a passenger plane. Prime Air hires the low end pilots. Their hourly rates are very poor compared to FedEx and UPS.
This is the first crash of Amazon Air
Atlas Air, in Amazon paint so not really.
No mention of a re-design of the switch or that it's been moved?
Mostly because onlyONE pilot on earth was able to make an almost perfectly designed airplane crash.
I don't know how many cumulative hours there are in 30 years of 767 aircraft history, but I'll bet it's impressive.
To redesign ALL of the aircraft nearing the end of their usefulness because the only brain dead moron was able to literally fuck up a CROWBAR wouldn't make sense.
why need to
I’m just trying to figure out how they can steer the plane while the cameraman is in there like that
He is very very thin. And wirey.
@@ouroboris and immortal
@@blobydude420productions4 Slender Man?
It's tough,but he got it
And he always escapes just in time.
plane crashes
Red Bull ("gives you wings") ad starts
😅
I had ' Jet2Holidays ' straight after the crash haha
Seems to me the go-around button should take a little more of a deliberate press to activate, instead of just bumping it with your hand. Not to mention a quick, audible warning that the go-around mode has been entered.
Remember, it was a 26 year old plane and nobody had said "boo" about the switch before this incident.
@@mikebronicki6978 excellent point.
@@kingpins9 I didn't say anything about moving the switch. I just said it needed to be a little more difficult to press accidentally and a voice warning should be heard when it's activated.
This is the same kind of thing that brought down that Eastern Airlines plane in the Everglades. One of the pilots got up to help fix a problem and accidentally bumped the control column, causing the autopilot to disengage, something no one in the cockpit realized. If there had been a verbal warning, "Autopilot disengaged" they wouldn't have crashed.
The legend has come.....
i remember this crash when it happened, it was my senior year in high school and i had just heard about it while i was at a car and air show, i kept checking my phone constantly because i was so dire to know more about what happened, i then posted a picture of some candles i lit in regards to the crew members who perished 🙏
Prime Air? I'm suprised they didn't land at the top of a hill and put their hazards on.
My grandmother’s plumber’s ex-wife’s uncle had a neighbor who’s aunt’s stepson knew the cousin of the co-pilot.
Sorry for your loss.
Thanks for the laugh!
How you holding up? 🤣😂
How historically amazing! Jeez!!!!!
That was me! It's me! Walter!
I love after all these years you still use the same Flight Sim lol.
sim?
@@Capecodham simulator...
@@Capecodham hehehehehe
@@ECEAaronXavierLobo What did you do with the time you saved not typing ulator..
@@Capecodham don’t even.. bother. people like him who give out “translations” too you don’t have time to WASTE, with You’re demand’s.. because it’s beginning to sound. ridiculous, even to him.. and yeah if you DON’T care.. then keep begging, people to give you ‘valuable’ translations, and LOOK. Who has no life.. you.
Alec-Love your work! Just wondering while the stall warning did not sound during this animation? Did they go into a stall?
There were no warnings because the airspeed was fine; the aircraft wasn't stalling. The F/O somehow assumed that the go-around pitchup automatically meant a stall. He wasn't watching the instruments and/or didn't understand them even after 5,000 hours in the cockpit, and he reacted without thinking at all.
The FO had a career history of aviation failures and he should have been nowhere near a flight deck. His complete unsuitability to be an airline pilot should have been discovered years earlier and not as a result of his actions which caused this crash, killing two fine aviators. Apparently his relatives attempted to sue the airline for their inadequate training of him - how outrageous is that??
LOL, Dey be Woked
I'm completely baffled that he had over 5, 000 hours of experience and STILL couldn't fly the airplane.
How did that happen?
@@MrPaige222 He wrote down false informations on his resume.
How long until only AI operate aircraft?
It appears the co pilot went by his senses instead of the instruments.
I don't see anything said about his final remark. I'm a Christian who trusts my life into the hands of God but beloved, there is a time to fly the plane.
He said that because by then, he knew it was over and their time was up.
Rubbish, darling!
@@rossbrown6641, do you mean about putting yourself in God's hands, or flying the plane?
Amen sister
youre missing the point. he said that when he knew time ran out.
So sorry for this accident.
Thanks Allec. Everything is so painstakingly tuned for successful flight, but …
apology accepted... don't let it happen again...
@@thedocnak Junkman indeed.
what flight simulator you use?
What I don’t get in these situations is why pilots don’t revert to their initial training? Kill all the engaged auto features, one hand on the throttle, one on the yoke, feet on the rudder pedals, then look at the artificial horizon and level the aircraft. In other words, hand fly the plane relying on instruments in IMC. Don’t get me wrong. Automation has certainly made flying safer and more efficient in general, but over reliance when faced with something unusual seems to often exacerbate or interfere with recovery.
Becuse people believe the instruments are not working, and believe what their inner ear is telling them.
@@csolivais1979 The inner ear phenomena is hardly a new or novel concept. Instrument reliance in IMC is precisely designed to counter this phenomena. Statistically, it is far more likely the engaged automation is the cause of unwanted commands than instrument malfunctions, particularly analog instruments that operate by physics, such as the artificial horizon.
You're right about overreliance on automation, but stick and rudder skills can save you only if you actually have them, and it doesn't seem that this F/O really did. In his case, reverting to initial training would have meant staying on the ground and letting someone else fly transport-category aircraft.
Same thing what happened to fly Dubai 981. Rapid acceleration makes you feel the aircraft was at high nose up attitude or high AOA.
AOA?
@@Capecodham angle of attack. The angle between chord line and relative wind.
@@fathinasri7798 Then why not say that? What did you do with the time saved not typing ngle f ttack?
@@Capecodham ... because it’s a very well known acronym in aviation? They were kind enough to explain it to you and to thank them you have sass in return. Do you... just fundamentally not understand how acronyms work?
@@Capecodham You've made a half dozen comments here asking people to explain their acronym's, to which people have been kind enough to answer, only for you to return with sass. Here's another acronym for you: GTFO.
Is this another case of not trusting your instruments?
I was looking for a video over this crash last night
Just a question I am no Siri space engineer... Why not change the switch from up and down to left and right you could just turn it into a couple holes and resecure it. Wouldn’t that just be the fucking way to go just wondering do you know I didn’t go to college but simplicity you know it’s kind of my thing
This First Officer was certainly the Worst Officer in the history of aviation.
Thats strange, using speedbrake and the thrust lever moving forward. You should push flt lvl chg first
I used to love Ultra Man.
Hitting the TO/GA (go around) button will get rid of anything you had set originally for the autopilot to follow
@@Evan-ed7pu
Autothrottle Disconnect and TO/GA Switches
1 Takeoff/Go-around (TO/GA) Switches
On the ground: Push - • below 50 knots and flaps out of up, activates autothrottle in THR REF mode at reference thrust limit selected on THRUST LIMIT page. If not pushed below 50 knots, autothrottle operation is inhibited until reaching 400 feet altitude • pushing either switch above 80 knots disarms LNAV and VNAV. In flight: Push (after lift-off with takeoff reference thrust limit displayed) - • removes takeoff and climb derates and assumed temperature thrust reduction • A/T in HOLD, activates A/T in THR REF mode • disarms LNAV and VNAV, if armed • between 50 feet and 400 feet, selects TO/GA roll mode • above 400 feet, selects TO/GA roll and pitch modes Push (on approach with flaps out of up or glideslope captured) - • activates autothrottle in THR mode with GA reference thrust limit displayed. Thrust adjusts to provide 2000 feet per minute climb • selects TO/GA roll and pitch modes arms or activates LNAV if an LNAV path is available • disarms AFDS modes.
Note: During landing, the TO/GA switches are inhibited after touchdown or when below 2 feet radio altitude for 3 seconds or more. If the landing is discontinued, the TO/GA switches are enabled again above 5 feet radio altitude. Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll and pitch mode) - • activates autothrottle in THR REF using GA reference thrust, or Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch mode) - • activates autothrottle in THR REF using GA reference thrust, roll mode remains LNAV, or Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD active, TO/GA pitch mode) - • activates autothrottle in THR REF using GA reference thrust, selects TO/GA roll and pitch modes.
"God is my co-pilot!"
God: "You might want to reconsider that, I don't even have my ATP."
Captain: "Well *I* sure as Hell do, gimme the fuckin' airplane!"
GOD: Alright, you m'fkrs are goin' into the ground!
Thank you very much for this again very informative video. RIP.
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Legend has it , people are still looking out their window waiting on their Amazon Driver to show up with a van full of packages and piss bottles.
what have YOU done to fight against the conditions that led to drivers pissing in bottles? tell me after you get your next delivery from amazon
@@flipnap2112 I actually worked for Amazon 3 months ago. I’ve seen videos of drivers shit outside under trees, I’ve seen videos of drivers pissing in driveways because they’ve been holding it all day. What can we do to fight against the conditions that lead to this??? You know what I used to do? I would just bring several water bottles & be prepared to piss. You have to do a certain number of deliveries per hour. Going to the restroom during your route will result in your numbers being affected and possibly getting in trouble. There’s NOTHING they can do! Jeff Bezsos should stop trying to see Aliens and focus on the people who are making it possible for him to do that shit.
Negative G is not stalled , there are a number of pilots flying around the world who will react to this sensation believing that “stick forward” will unstall the aircraft. However negative G continues building up speed until a near vertical crash into the ground occurs or a mid air break up. It takes a small 1.5 min test to identify these over sensitive pilots and either retrain or ground them is the only way to prevent these accidents from happening. R.I.P
what I never understood about this effect, is why not just look at the artificial horizon for verification? ive read numerous stories about this happening and this is what that instrument is for in the first place. one simple glance down will tell you your angle of attack
@@flipnap2112 sensitivity to negative G is a reflex learned at an early age usually a toddler , so a select few students become hyper sensitive to the negative G sensation when practicing stalling and recovery . They then adopt the connection between being stalled and the sensation of neg G , even if these pilots can see the horizon ahead they are so overwhelmed by the belief they are stalled and to recover is to push the stick forward they will do so until either the wings break off due to over speed or strike the ground near vertical. These trainee and qualified pilots are everywhere waiting for the right amount of stress and confusion as happened in this case . A simple 1.5min test is all it takes to identify any individual and offer retraining or grounding depending on how bad they’re reaction . Hope this helps someone.
I understand general aviation pilots falling for spatial disorientation with the classic VFR into IMC scenario, but these are veteran commercial pilots with years of IFR training and experience. How do such things stil happen to professional? NTSB and FAA focused on the TOGA button, why no mention of the somatogravic disorder?
IMC? TOGA?
@@Capecodham IMC - Intermediate Meteorological Conditions
TOGA - Take Off/Go Around mode
@@ECEAaronXavierLobo IMC: Instrument Meteorological Conditions
@@stefaniaceccarini9896 sorry for the error, my knowledge is still a little rough as I'm still learning. Thanks for pointing out my error!
@@ECEAaronXavierLobo Youi are so hip and cool to know those abbreviations Why be clear, this is a site for just the cool plane lovers?
Flying 101, keep the instrument scan going and trust them. Probably wouldn't have mattered with this co-pilot as he probably didn't know what he was looking at. Another senseless waste of life and machine.
I guess his more than 5, 000 hours of flight time were 99 percent as a PASSENGER.
There's no way you can accumulate that amount of time and be so completely incompetent unless you never had to take off and land.
3, 000 feet of altitude and you STILL managed to crash due to whatever?
I blame BOTH pilots.
How could you NOT be able to recover from stupidity with 3,000 feet of altitude?
How this guy had 5k hours but didn't follow instruments is a serious flaw!! Never believe the feel first! Always cross check the instruments before making control inputs. Especially as low as they were!
ERAU 80 CFIA&I ret.
Or maybe his actions were intentional? Though not likely, with that level of ineptitude it sure makes you wonder.
How do they know the waypoint names
They all in the navigation database
As the other guy said, all in the database of the FMC
Can you do TAM 402
Wow, you and TheFlightChannel should do a collab together!
Yes i agree
Agree
No
Allec and The Flight Channel are my 2 favourite YT channels -informative, clever & they've taught me a lot. 💛💚
I also agree
"Lord, I am an asshole" might have been a more timely conclusion for Aksa to comment on the end of his life.
Sad that the other two did not even have time to strangle that clown before they hit.
Is this the RFS real flight simulator?
It's FS2004
I heard from this crash on the nos dutch news channel. Im not a pilot in real life but its my Dream job. To fly these oldies
Did anyone read what the copilot said just before the crash? "Lord, you have my soul." Wow, he knew death was coming. Very moving.
Unless it was by design.
If the plane was full of passengers, would the crash have occurred?
Yes
This accident happened about 25 miles from my home. I've been waiting to hear about the cause.
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I can not believe it! This channel is the same as Mauricio PC but in English. The question is who copied whom?
I will never forget the day I heard that this occurred, looked at the footage and thought that it was pilot error.....
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I think total flying hours cannot be a criteria. Flying times should be used instead or at least together. One can success a long fly and hours will be inceaesed. However, after take off and before landing is very important i suppose.
What was the Captain doing?
The captain was talking to ATC at the time this all went down and I don't think ever fully wrapped his head over what inanity on the part of the F/O transpired in that blink of an eye. Not that he had much time (18 seconds total), but his delayed response cost him his life.
@@bjr4567 Indeed.
@@bjr4567 also, wasn't he putting info into the flight management computer in prep for the landing?
@@csolivais1979 Good point, as that is exactly what he was doing before ATC interrupted him with that weather (storm) update. So yes, between prepping the FMS and talking to ATC, the captain's hands were clearly full at that critical juncture. Such sorry luck!
I fly in a heavy, and a prohibited maneuver is using flaps and speedbrakes at the same time to descend
Not in any heavy I've flown! - in fact not in any jet I've flown - other than a limit on full flaps (and Flap 3 on a 321 from memory) with speedbrake on some types.
@@phil_nicholls flaps 1 on several aircraft doesn’t cause any drag as it just moves the leading edges so you’d still need speed brakes
Poor instrument scan in IMC when vertigo is always a possibility and failure to take into account audible warnings that give advance notice of a stall condition. So sad😡
A321 is not a heavy
@@tomstravels520 - I know. I was making the point that use of speed brakes with flaps during a descent is not prohibited - but there may be restrictions on using certain combinations of flap and speed brake.
What if this was a suicide by pilot and they covered it up. How can you accidentally push the TOGA button?
I was living in Texas when this tragedy happened. At Briggs Field I used see Prime Air jets parked all the time, maybe the one that crashed was there too. RIP to those we lost that day.
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I find it hard to believe an inadvertent button push caused this plane to crash. How many decades has the 767 been flying? You can't tell me there haven't been tens of thousands of times the FO had control of the speed brakes and reached around the throttles and, all of a sudden with this crash, it becomes a design/procedural flaw? A quick search of the co-pilot's history shows he was completely untrustworthy with the controls in a confusing situation needing quick analysis and action. The well vetted (although admittedly dog of a plane when compared to its performance elite 757 sister ship), 767 was not going to be brought down by a jostled forearm.
Either by incompetence or intention, take your choice.
@@bjr4567 According to the CVR and to his performance in previous jobs clearly and without any doubt by incompetence.
@@NicolaW72 The reason I added that intention caveat is due to the sheer magnitude of the F/O's bungled response. If one didn't know better (from prior history) you'd think he was suicidal. He was also invoking the Lord's name as he plunged the plane downward.
I get that the F/O was incompetent. But, no one else caught anything?
And why build a plane with that button so damned close so that it can too easily be hit and activated? Seems insane to me. They need to fix that instead of issuing alerts.
767 is a pure beauty
When it's in one piece.
Time and time again, only AFTER these preventable crashes does everyone come out and say how terrible the FO has been his entire career. If someone is just terrible...at what ever profession it it, and their immediate supervisor is either unaware, doesn't care or does not want to rock the boat.......this is what happens. Not every kid makes the team...that's the way it is......this FO by all accounts and his past should have never even had a try out.
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Great video :)
First Boeing 767 crash since Lauda flight NG004
1993 built Boeing 767-300ER who origin was a passenger plane who then converterted to Freighter.
Maybe AA
American
The NTSB also concluded that both the primary computer control system and secondary failed at the most critical time by not alerting the pilots of their altitude. A problem that has plagued Airbus for years, and not reported to the general public. This is also similar to failures of both computers at cruise altitude resulting in loss of control by their fly- by -wire system.
This Emma’s a Boeing…?
I'm always hoping that (years before 2019) that plane crashes like this would be a thing of the past. But human error is something that even computers can't fix sometimes. Thank goodness it didn't plunge into a residential area. Still needless loss of life here. I'm betting the captain was nearing retirement.
More pilot error, that co-pilot was a disaster. How the hell do they allow these incompetents in the cockpit?
Just an observation, not a lot of flying hours considering the flight crews age.
I had the same thought! I wondered what the captain's first career was.
Glad it was a day light video
As you can't see the planes in his night ones.
Lord, you have my soul...and brains!!!😢😮