If anyone reading this is a ceramicist? You can fire those mud dauber wasp's nests in a kiln. They come out like a rock hard little charm of nature. The clay the wasp chooses fires well and is quite beautiful. Very said for passengers and crew though. I hope it never happened again. My condolences to the families.
_The Mud daubers local Arthropod union vehemently protested against presumed findings which were suspect at best._ Mutual agreement stated use of airplane pitot tube covers will be enforced, otherwise WASPs not held accountable for instrument trouble nor its species unwantedly introduced outside it's native range.
The industry was quite similar to railroads in its early days. Every second, the plane isn't flying; it's burning money. So if the pilots went 'no go' with the plane, they'd face 'problems' with the company.
The moment that the indicators were not synchronized should have been the moment that that the takeoff was aborted. That’s basically screaming at you that your instrumentation is messed up. Even if the Captain was unsure if they could abort in time, once the takeoff was successful, he should have immediately notified the tower that he needed to come back for landing. What a damn mess! This series is so addictive, but so terrifying at the same time.
Well it happened during the take off and the were still pretty close to the ground. Pilot training is to aviate first. That's what it seemed they were doing. The pulled back on the throttle and went into a stall. Letting the tower know wasn't gonna get them out of the stall. They were in a life or death situation and were trying to solve the problem.
There’s isn’t abortion mate when airplanes are at high speed especially on the ground!Boeing crafts are junk built by temporary employees to make more money for the company!You don’t never see anything like this with European Air bus crafts!
As a pilot, I can’t imagine not understanding where your energy management is regardless of airspeed. Pitch and power are basic and when you have doubts about the state of the aircraft, step one is autopilot disconnect. Step two establish pitch and power setting. Step three, troubleshoot.
Exactly right 👍. He knew his airspeed was not working should have kept pitch 5 to 10 deg up and throttle where they usually are for climbing never turn on the auto pilot and they would have been fine.
First the RTO call out should have been immediate with the delta airspeed. We practice this in the sim. The 57 is a great flying plane, wings level and as a pilot you know the power settings that give you known airspeeds. You can easily make it back to the airport, landing would be a challenge but doable. In the US we train a little differently than the rest of the world and that is all I will say.
@@montemenasco8584 I feel embarrassed that they failed to reject the takeoff. Don’t understand why anyone would give away critical redundancy and still takeoff. That’s just poor training throughout for both experienced and new. Obviously CRM wasn’t priority for this airline.
@@edjarrett3164 what's more embarrassing he was the senior pilot. Next on the bucket list for the design engineers is automatic rejected take off if air speed is not alive before V1.
@@edjarrett3164 Yes. and how about the crew calling out ADI, repeatedly...?! The Cap. just didn't connect with that advice. What a shame this story is!!!
I'm a student pilot, and even I can tell this accident could have been so easily prevented, just by aborting the takeoff, if not then just trusting the F/O speed indicator since the other was deemed unreliable, and at the moment of the stall, one of the first things we learn is how to identify and recover from a stall
Even I know that if you pull the throttles back and immediately get a stick shaker, push the throttles forward and lower the nose to gain air speed. Also, listen to your flight crew.
I'm no pilot, but those would be even a layman's instincts. You try something and it doesn't work, go back to what you had. DUH!! Deciding to trust the airspped indicator that was clearly malfunctioning earlier was bascially the fatal decision.
You actually fly a "pitch" and "power" setting. It is possible to have stick shaker activated even though the wing is not stalled. We train for these very scenarios.
@guitarholio actually, applying full throttle on a plane with under wing engines will push the nose up, further increasing the angle of attack. If you get the stick shaker, then just push the nose down. This decreases AoA and increases speed.
I'm not an aviation expert, but as soon as they said the tube was probably blocked and the plane was grounded for a few days, I immediately thought to myself: watch it be a wasp, those things are evil. Damn I was spot on for once.
@@Ajcav763 Most civilian aircraft don't have radar warning receivers. They wouldn't know a missile was coming until it proximity fused next to the aircraft.
Not rejecting takeoff with inoperative /inaccurate airspeed indicator is insane. There's basic standby instruments totally independent from the Captain's and First Officers primary instruments to be used in a situation like this, you have to use them.
Sometimes people freeze when encountering surprising information. There's no way to completely eliminate that risk, even with training. However, once in the air he should have radioed ATC that he was having problems immediately.
I think out of all the dozens of these I’ve watched, this is by far the one that makes me saddest. Because it was so avoidable. Rest in Peace to all who died that night.😢
In my opinion from watching multiple seasons of this it’s always some type of avoidable human error whether it’s the pilots, maintenance, ATC or even airplane tech/engineers.
@@EssexAggiegrad2011 to add on to that if the pilots had left it on auto pilot the plane would have corrected itself but they switch to manual to try to correct the plane and failed. Very unfortunate.
It's better to travel too fast than too slow. The airframe and control surfaces won't immediately fail, but a stall in a big heavy aircraft is unrecoverable.
I had the same issue with seniority on board a military vessel. People did not have to die because of culture. I got reprimanded, for "overstepping" my position.
Being familiar with this story, I will say that the coverage in this series seems spot-on. All parameters of the event are put to issue, which displays cockpit confusion, resulting in contaminated information and conflicting cross-evidence of facts. The captain never should have allowed takeoff after the conflicting air speeds were detected - I call it poor airmanship. First things first: FULL THROTTLE WITH THE STICK FORWARD TO GAIN AIRSPEED THEN LEVEL THE WINGS AND PULL UP!!!
@@CynthiaSchoenbauer nope. Enough to know that if your instrumentation is acting flaky, which your but depends on, you park the aircraft and have it checked times be damned. That’s how I read it. The last part is a common way to recover airspeed as well as recovery.
@@CynthiaSchoenbauer It's stall recovery 101. You don't learn that in widebody jet training, you learn it when you're flying a Cessna 172 before you get your license. Stall horn? Nose down, add throttle. In that order.
@@CynthiaSchoenbauer that’s a pretty mean comment. In no way do I interpret the comment as boastful or condescending. It isn’t. You need to treat this tragic accident as an opportunity to learn a lot about what NOT to do in this situation. Everyone has their own take on this tragedy. Pretend you’re in an aviation class and you want to learn what NOT to do & thereby save many lives. I’m guessing that every single aviation class studies this case. It’s a big one.
@@kdawson020279 Agreed. The fact that the stick is shaking and the AOA is high would indicate a stall... true its easy now to be hindsight critics, but as I watched I kept thinking `Why isn't he lowering the nose'? It was automatically thought for me... but I guess he must have just got overwhelmed with all the sensory input happening and the wrong error message. Too bad the culture caused the other two pilots to not take control - they seemed to have a good idea of what was actually happening.
The most terrifying words is when the captain says “what do I do”??…. Just omg. I seriously hope this incident helped to force co-pilots and flight engineers to take more proactive control in the event a pilot panics.
They have CRM now.... the 1st Officer (no more co-pilots they hate the name) operates the controls and the pilot watches the situation until needed. Watch the Scully movie.
Thw flight deck "culture" reminds me of the Tenerife crash where the younger officer was intimidated by the older captain and didnt want to say anything as the captain was the boss, and even as the idiot captain started to take off without approval from the tower the younger officer said nothing and did nothing to stop, the idiot plowed right into another jet on the runway. I think that crash led to changes, slow of course in that boss/underling/servant type atmosphere into one that is more of a TEAM play
@@HobbyOrganist Tenerife, the Oregon crash due to low fuel, Eastern 401 crash due to a burned out gear indicator bulb and inadvertent autopilot disconnect, and others paved the way for Crew Resource Management as the unquestioned captain doesn't catch his preventable mistakes. United 232 is probably its most dramatic success story (many died, but most lived, in a situation that killed 504 in Japan on JAL 123).
@@HobbyOrganist we can only hope so, at times it is hard when I am the old guy at work, to step back and let the junior folks learn, and to admit there are times I learn from them.
Mistake number one was not performing some sort of checkout on the aircraft seeing how it sat idle for three weeks. Mistake number two was not aborting the takeoff as some of you commented, mistake number three was not lowering the nose and adding power when the stick shaker was activated. Definitely pilot error. Come on guys; flight basics. A low time Cessna driver could have recovered from that stall. Senseless loss of life.
Yeah it really doesn’t make sense how you have multiple things indicating a stall the stick shaker the fact that the attitude is abnormal granted it was night so you don’t have the visual reinforcement of those things but the fact that you’re entering a stall while you indicated airspeed is massively out of the proper norms and not to mention you’re working off of a speedometer that wasn’t working on the ground to begin with
I've never even flown a plane but just from watching videos I knew what to do to save the plane. If I were the pilot, once I got the stall warnings....at that point I know which speed indicators I would be watching....and is there any other way to correct a stall than put the nose down? So I don't see how this was so perplexing.
@@johnrandolph6121 Without visual reinforcement your brains/bodys sense of motion is completely useless in the dark. The attitude indicator in the stick shaker would’ve indicated to him that his air speed was low while he was still climbing with reduced power. He was too heavily fixated on his out of control speedometer for the lack of a better word when the thing was faulty to begin with on the ground, The only thing to do in the situation was to level the playing off because his attitude indicator was still good and increased power until the stick shaker stopped, The two things you have to do to stop a stolen an aircraft to increase power and push your nose down.
@@techgunz275 Pardon my curiosity, but I'm just wondering how "stall in an aircraft" becomes "stolen an aircraft" lol. Were you using speech to text, or is that a typing auto correct... Android, iOS?
YES😮 And I got my daughter (who is a therapist) hooked too. She thought it was a bit morbid to watch plane crashes…until she saw a couple. I don’t want anymore crashes, but I sure would like some new stories.
This is so sad. All they had to do was follow procedure and abort the takeoff when the airspeed indicators disagreed. But after choosing to continue based on the FO’s airspeed indicator, the captain strangely then chooses to ignore the FO’s airspeed indicator. So sad.
@@ronniewall492 Yes, but the computer is hooked up to his. And the warnings from the computer are pitted against his own safe feeling that the other gauges are indeed right. Too many warnings tell him his knowing of what is right is, in fact, wrong. His brain can not reconcile this under pressure and needs a help making his decision about what to trust. Adrenaline is supposed to help your brain be more attentive but too much fear makes a person not able to think at all. Panicking people need a calming influence when they hold ALL the responsibility. The first officer did not provide the voice of reason needed because he probably understood what was happening. It is just a lack of confidence at a critical time. This can make people snap. People have to help each other emotionally as well as intellectually in stressful situations. No one is made out of steel.
Berating him for a mistake is probably what he was already doing which kept his confidence low for the impending crisis. He needed something other than criticism for not following protocol.
And the captain strangely believes a heavy plane climbing out of a takeoff is in danger of an overspeed and not a potential stall. Which is more likely? Not the overspeed. So frustrrating.
I worked on the KC10 at Travis AFB and we had a plane that aborted takeoff 2 times in a row for the same airspeed issue in this video. The first time the plane aborted we found blocked pitot tubes by mud daubers. We cleaned them out and the crew had to re-accomplish their checklists to take off again. The time it took for this checklists to be completed and the plane to take off the mud daubers once again blocked a pitot tube. That led to another aborted take off.
Mud daubers are the most horrid creatures on earth. One of them left their eggs in my pocket and when I reached in and pulled it out it was the worst feeling ever
With all the pitot tube related crashes I have seen, you would think that by now, there would be real-time automatic testing of the pitot tubes; puffers or some such mechanical system that can verify the viability of the tubes, and give warnings. Seems like that would not be hugely challenging or expensive to do.
The autopilot which relies only on readings from a single pitot tube is not smart enough. There are different algorithms to cross check with other sources and warn the pilots by voice or even take control to abort take off immediately. Even as an average computer guy, I can think of different approaches: filtering pitot data, take mean/median or other statistics to identify the errorous one whose data deviate to much from the rest, keep computer logs of nearest reliable reading for all pitots, even AI nowadays. As modern as these planes are, relying on a single simple mechanical device for the life and death of hundreds of passengers is crazy. There is not much help in having multiple pitot tubes if the one on the side of the captain is blocked, since when it is pitch black you never know which one to rely on. I feel so sad that so many people have lost their lives because of such a simple device, again and again.
@@nguyenducquocanh4341 Yeah, usually the industry is really good at self correcting. Not so much in this case, for whatever reason. Maybe the problems with these tubes are more complex and difficult to correct that I'm imagining.
I'm very impressed with the scene re-creations in these videos. A lot of attention is paid, for instance, to the demographic mix of passengers, which makes the footage quite realistic. Good job!
Every time I see this story I get disappointed that pilots don't have any "feel" about how their plane is supposed to fly. Edit: Furthermore, they KNEW the captain's ASI wasn't working during the takeoff roll. WHY did they pay attention to it in flight?
@@bobby1970 Aborting the takeoff was touch and go, if they doubted their stopping ability half-way down the runway at 80+ kts (and increasing) airspeed in the rain - given that overshooting the runway is a catastrophic event in itself - especially with a full load of fuel. Even the investigators weren't sure whether they could've stopped in time - that's why they measured the length of the runway afterwards, with a measuring tape - being a luxury the captain didn't have. They alternatively could've aborted the flight upon getting airborne, dumped fuel, and promptly landed back where they came from. This would've required relying upon the first officer's airspeed indicator, and maintaining manual control of the aircraft at all times, including during landing - given the autopilot had gone haywire, with the captain's blocked pitot tube giving it bogus airspeed parameters
@@kathrynhoward4196 It still didnt agree with any other speed indicator on the plane, but he barely even worried about that, only checking 1 other speed indicator and jumping to the conclusion both were broken then seemingly moving on and forgetting about it entirely. Just turned on autopilot without diagnosing further (like checking all of the 6 apparent speed indicators and seeing that 5 were in agreement). Both novice pilots picked up on what was going on and were making all the right calls. It seemed like he was too set in his ways, had flown 1000s of hours in this plane with no real issues and only considered 1 way to fly the plane (using the 1 airspeed reading he was used to and letting autopilot do all the flying). He himself was on mental autopilot in what should have registered as an emergency situation before they had even left the ground.
Dirt bugs wasps make nests in the narrow cylindrical tubes. They need to bee cleaned out then covered then uncovered prior to flight. Just as important. They are small & easily passed by.
As an A&P I have found mud daubers in the pitot tubes of aircraft that had no pitot tube covers. I also found CLEAR packing tape that the radio tech used to cover the static ports during a pitot/static test and had forgotten to remove it! After that incident, I purchased orange 2" vinyl tape to make streamers for all of us to use as a "flag" on something not complete.
wow! i mean how would you know? those wasps can crawl in there and daub away well back from the inlet. those things should be fabricated atta some thick glass not plastic or metal. that way one could see through them to ascertain that they're clear. and even better solution is a redesign using pressure plates instead of tubes. sure there's IC's made for that. here's one by Honeywell: ABP2MRRN004ND2B3BB
I'm just as amazed that the co-pilot didn't take action to try to recover from the stall. He might have tried, but if he did, it was obviously too late. Such an avoidable tragedy. So sad.
@@bobby1970 Yes, a simple "my aircraft" command issued by the first officer - and his assuming control of the aircraft - would've saved the day. His airspeed indicator was working properly. And he knew (as did the relief pilot) precisely what flight inputs were required, to regain control of the aircraft. The relief pilot exclaimed "ADI" - to highlight to the captain, that he was flying the plane vertically nose-up toward the atmosphere. Whilst the first officer remarked "nose down" - which is the input the plane desperately needed (as conveyed by the stick shaker) to avoid a stall. Both of them were correct. Sadly, the confused captain didn't listen to either one of them - and the first officer lacked the courage to take control of the aircraft himself. Culture played a tragic role - under conservative Turkish culture, it would've been seen as unacceptable for the junior first officer to overrule the elder, experienced captain
@@txtworld That's exactly why I will only fly airlines based from the United States. There's probably other safe airlines that have similar standards in certain countries. Maybe Australia and England?
I was once on my way heading to Florida when I noticed by the door the planes exterior metal was peeling off and was missing a bolt. I got worried and told the stewardess she left the captain know and they checked it out and decided it wasn't okay to fly so we had to get off the plane and wait another 35 minutes or so for them to pull out another southwest plane out and fly that instead. People were so mad at me but I just asked them if they wanted to die before vacation started or play it safer than sorry and people got really quiet. I got a whole row to myself because everyone avoided me for thinking I was too morbid 😂. I just wanted to live and make it to vacation not take a risky chance.
There was a mayday that told a story about a woman noticing something like you did, and the top of the plane blew off, they made it, but barely. She noticed it and decided NOT to say anything. Flight 243 I wouldn't have gotten mad at you. I would have HUGGED you. lol
What continually amazed me throughout the whole story was one question, they had one indicator that was reliable the whole time and one that wasn't - when they started reading differently how could the captain decide they're both wrong rather than trusting the reliable one?
@@jonbonesmahomes7472 Jeez, and here I thought that when at 6:47 the captain said "Both of them are wrong" it meant he thought they both were wrong. Guess that's just me not listening.
@@swbigfan1 “Confused by the conflicting information Captain decides to do what the airplane wants” He didnt know which one was reliable ,which one is not,he said it himself before this ,and after when he lost the control of the airplane,his brain just froze and he couldnt do anything else to save the plane. The only person who could have done something to save the plane and themselves ,was the FO ,but he was too scared to do something instead of the captain even though he was aware the plane was in a huge stall..
@@jonbonesmahomes7472 Got it, so what a transcript of the CVR says the captain actually said in his own voice, ie "They're both wrong", wasn't actually what he meant. Here actually meant what the producers of the program put into the script of the voice over track. Silly me!
@@swbigfan1 😝😝😝😂😂😂 Hahh yeah. Doesnt matter ,he was confused and even though he said later they were both wrong ,he really didnt know which one was wrong ,his actions confirm it. Anyways, once he didnt abort the takeoff,this plane and all lives on board were doomed. But people dont understand ,in all this scenarios,its a matter of seconds. These pilots dont have 30 minutes to think,most of the time they have only seconds. Yes,they were trained for it,but me not being a pilot,i have to imagine ,its so so hard. I cannot even imagine how scared the captain was when he pulled the stick back and lost the control of the plane almost instantly. They didnt say it but i would love to know how many seconds they had to recover that plane from a deep stall. I would imagine ,not more than 10-15 seconds until it went to ‘non recoverable’ mode.
I’m not a pilot. But the VERY first thing I would have done was turn around and request an emergency landing when the pilot and co-pilots instruments differed so drastically.
I'm no pilot either but I would NOT have rotated after differing AIRSPEED. That's how you stay in the air...I just feel these pilots back then just roboticly went through the motions. Everything this Captain did was wrong and I knew it from the beginning
Turning sharply with your nose up is an even quicker way to find Terra Firma! You DO NOT WANT TO INITIATE A QUICK/SHARP TURN WHILE IN A STALL! I'm not a pilot, but, I know that much! While I understand what you are thinking the physics are working against you in every way with that approach to solving this problem! TURNING AROUND LIKE THAT WOULD LOOSE WHATEVER LIFT YOU MIGHT HAVE. THE PLANE WOULD DROP LIKE A ROCK, WING DOWN, WITH ONLY A 2-3% CHANCE OF SAVING THE PLANE AT THAT POINT---- AND THAT WOULD BE WITH REALLY, REALLY GOOD, EXPERIENCED PILOTS IN COMMAND. NOT SOMEONE TRYING TO THINK HIS WAY THROUGH SOMETHING THIS VERY COMPLEX! In these situations you don't want pilots thinking! You want pilots to react instinctively and who rely on their training! There isn't time to sort out option #1, option #2, option #3, etc. In a crisis like this you 1) relax! and 2) rely on what you learned and drilled on over and over and over and over to the point it is automatic and reflexive. No thinking required. IN A CRISIS YOU RELY ON YOUR TRAINING! (Provided you have any!) With the objective of regaining control of your plane, asap! From stick shaker to crash might have only been 10 seconds! Or less!!! Depending on the altitude. No time for thinking or running a checklist! Whatever fear or panic everyone was experiencing they didn't suffer for long!
You realize that the turn around you are suggesting might have a 10 MILE DIAMETER, requiring flying 16 miles just to fly a half circle, inorder to just turn the plane around and get it pointed back at the airport, and they would still not be any closer to the airport than when they initiated the turn. Such a maneuver takes a lot of time! Which these guys did not have! (At 150 miles an hour that 16 mile turn would take over 6 minutes! And even then they would not be any closer to the airfield.) From take off to crash was how long? 3 minutes? 5? From stick shaker to crash was 15 seconds? 20? Their critical job was 1) to get the nose down and then 2) get the plane flying level at a somewhat proper speed. Another plane could always be sent up to fly beside it to give them their exact airspeed, even for and during the landing! It's been done before! My question is did they have the altitude to get the plane's nose down and then level off? It might have already been to late at the stick shaking. They might have been doomed even then. I have no idea how much altitude you need to recover from a bad stall in that plane. It could be miles! If at 15000 feet you are cutting it pretty close to the bone--- if you are even still cutting it at all.
Unless it's a false warning, which can and has happened in previous crashes. How can you trust a stall warning when you also have an overspeed warning?
@@trippholland5131 because the copilot’s airspeed is dropping, his attitude indicator is sky high, as well as the backup one, and the three altimeter’s are climbing, and so are the 3 VSI’s. I know it’s easy to play Monday morning quarterback, but god damn, that’s one of the first things you learn in instrument training. If you suspect your pitots are blocked, reference your altimeter…and your attitude indicator…and your VSI…and your copilots…and your back up instruments…and your ground speed on the GPS…and your radio altimeter…and oh I don’t know, maybe DEACTIVATE THE AUTOPILOT
I live in South Louisiana. Mud Daubers regularly stop up any kind of tube that is held in storage, such as plumbing pipes, plastic tubing, and even equipment like tractors, lawn mowers, and automobiles. I even have them building nests in my tools inside of my tool-boxes, and sometimes have to knock the mud (now hardened) out of my sockets inside of the tool-boxes. It's Very common here.
I have a scarey story to tell. I was flying from Washington Reagan National Airport to Troy Municipal Airport in upstate New York in a 737 when we got hit by windsheer or something. The tail of the plane dropped down suddenly. The pilots saved the plane thank God. But I'd loosened my seat belt, but not taken it off, as it was just a short 1 hour flight. We were somewhere over NYC when this happened. They had emts waiting at the gate for us when we landed, for passengers shaken up or hurt I guess, by the incident. I was fine so was my dad, and we walked off the plane. I was on my first ever airplane flight that night too. I tightened my seat belt as soon as it happened tho. It still scares me thinking about this night. I wasn't hurt nor was my dad who was with me that night. This happened in 1989 and I still have memories of the night too.
Scariest thing happened to me in a 737. We hit a wake vortex and out of the blue, the plane suddenly rolled about 35 degrees left, then all the back through vertical to about 35 degrees right, then back to normal.
The number of these I've watched it's remarkable how many of them are stalls. Stalls are basic airmanship and the first thing a student learns. You shouldn't need a computer to tell you a stall is imminent. The airplane was telling them with airframe shudder.
If the captain took off because they hit v1 and didn't think they could stop in time, why didn't they declare an emergency to land right away at the same airport? I would think that would be the "next best thing" if he really didn't think they could stop because of wet conditions. It really makes no sense and is just so sad to what it lead it. :(
They would still have to recover from the stall first, before attempting to return to the airport for a landing, so they never got the chance to return, sadly.
The answer to that question lies in the last minutes of the video. The crew was not suposed to fly that night,they werent home for two weeks almost,so the captain wanted to go home desperately plus he did what he was paid for ,he was flying the airplane,with what he thought ,a minor mistake that the airplane had.
I love these videos. Im a former Avionics technician from the Marines. My son is a Marine now and will be an avionics tech too. He will be fixing Harrier jets just like I did.
The term of "bugs" in software code came from a moth that short-circuited electronic connections in a computer, causing it to malfunction. Apparently, the term is not limited to electronic devices.
Not true. The term "bug" for a defect has been part of engineering since the 19th century. The famous story of the moth in the Harvard Mark II started with the moth being taped in the logbook with the note ""First actual case of bug being found."
As a retired old programmer, I can tell you that bugs are much more common in the software then hardware. This is why I almost never buy anything that is release 1.0 (or even 1.1). I usually wait for 3 or 4 fix packages before I purchase / install any software.
@@stevenrubin820 That's only true for solid state chips. Systems using vacuum tubes have to be spacious inside to prevent overheating, making them perfect nesting spots for insects and rodents of all sizes.
I haven’t seen this episode before, but the cause of the accident was listed as insect related and by chance, in Tx, where it’s hot and humid, there is a huge variety of wasps. A colony of Mud daubers can create a huge “nest” in a matter of days; we also don’t call them waspsprobably due to the fact that they don’t sting.
The pilot had a really bad brain freeze! And then there was equally tragic cultural issues of not challenging one's superiors, which are engrained in folks there from childhood! So the other two guys were equally powerless to help correct the situation. I find it amazing that others just go to their deaths quietly rather than rock the boat in the slightest by challenging their superiors. This is not the first video of this enculturated phenomenon occuring in the cockpit, leading to huge losses of life! Usually the FO knew what to do but still did nothing. Death is better than loosing face or challenging someone? In some places it still is, apparently. Just glad they were not operating a nuclear reactor somewhere with those rules!
@@paulortiz2035 You're exactly right. And this is magnified by the inflated egos of some captains out there. I see it all the time. They are so caught up in being the boss that they don't take anyone else's input. In my early days of flying as a copilot I sat down in the right seat for my first flight with this captain. He said to me... "Close your eyes for a second. What do you see?" I said... nothing. He says... "that's all of your stuff. Now open your eyes. That's my stuff. Don't touch anything and just talk on the radio. "
He had 25,000 hours. They recreated the scenario in the simulator and pilots were confused as well by all of the alarms and conflicting signals. He s still to blame as well as design issues and not covering the pitot tubes. The plane never should have left the runway. There are all kinds of reasons for this and that occurring but if he had aborted the take off, none of that would matter.
What a series of unfortunate events, and poor decision making..... What a frustrating video this one was to watch. On another note, I'm always amazed by the skills and tenacity of these crash investigators!
I'm not a pilot. But common sense says: fly wings level, normal cruise power, and maintain level flight while accessing the situation. As long as there is lift, planes don't fall out of the sky. This seems like a basic approach to any confusing situation.
When an aircraft is in a stall, you need to give full throttle to all engines, after pitching the nose down some, to quickly gain enough speed to recover from the stall, then level out, then slowly climb.
I know it's not the same, but, I had a problem with a 74 Ford currier. It kept burning points. I put up with a stall that would happen when the points welded. Capacitor and points and rotor and cap change seemed to work, until it didn't. Scratched my head and only figured it must be running on 12 volts instead of three. So I bought a new resistor. Well there it was, a mud dauber had built a nest inside the resistor coil shorting the resistor. They don't need a very long time to build their nest. Maybe a weekend. Anyway thought one of you mechanics might be interested.
I had a blocked pitot tube at night, from a mud dauber. I was able to focus on altimeter and compass for pitch and roll, and atc for speed. But it was a little hairy, for sure.
They entered a spin apparently, basically both wings stalled, and the airplane became uncoordinated. This causes the center of lift to move over one wing and causes a rolling effect. The only way out, is power to idle, ailerons nuetral, rudder in opposite direction, and slight eleveator forward pressure. Its sad seeing extremely expierienced pilots forget some of thier basic training. Especially not knowing what the airplane does in a stall
these swept designs behave differently though. in any event get that nose down! the problem is one or both wings have lost lift meaning turbulence on top side its just not a "wing" anymore.
That was not the problem(pilots not knowing what to do) . The problem was Captain froze and his FO didnt have the courage to act instead of him.thats it.
My father said the scariest alarm he ever heard was a cargo fire alarm in a 747 over the south pacific. Turns out it was only a giant crate of durian sweating off moisture and blocking the sensor with humidity. But a fire alarm at 30,000 at night over the pacific: that was terrifying.
Non-pilot here. I was at a remote strip in Australia and working with controlling rabbits there. A couple had been sucked into engines causing damage (Yeah. I know. How did they manage that, I have no idea and I do not think anyone else did, either). While there, I noticed they had the pitot tube covers on nearly all aircraft. They were put in place as soon as the aircraft had stopped it's engines. I also knew ground crew had 'check pitot tube covers removed' for all planes on push back. The mud dabbers were that bad there. Before we got past the take off on this vid, I knew what was causing the bad readings. If I knew it, they should have. And then, the ultimate. The pilot forgot to fly the airplane. Stall warning = put the nose down. Past that..... No reason they could not have resolved the issues and returned to the airport. Ouch.
PITCH and POWER. Observe and be familiar with the nose position with what power you need for your condition of flight. With several hundred hours in the 75/76, this recreation gave me the chills.
Exactly, as long as there's enough altitude to recover from a stall. If not, a crew would be screwed. In this case in the video, I'm not sure if they even had enough altitude to recover or not, that's if they had taken the proper action immediately, of course.
Vernon, I agree. I can’t describe my sadness that a crew couldn’t figure out their power management after a poor decision to fly a bad aircraft. Decision making starts on the ground and continues, but these were bad decisions and poor training. So sad for the outcome.
Even someone who just flies on a simulator knows that when approaching a stall condition you go to max power and drop the nose to regain airspeed. The captain killed his crew and passengers. He should have relied on the air speed indicator that was working properly when they took off which showed they were too slow even before he ordered the reduced throttle. But again he could have simply throttled the engines up to max , dropped the nose of the aircraft and traded some altitude for air speed and avoided the stall completely.
You always drop the nose first. If you apply power first, then the engines, being in pods below the center of mass, can torque the plane to an even steeper angle, worsening the stall. One thing to say in the captain's defense is that he didn't know which airspeed indicator was correct. But the stick shake should override any other factor immediately. Especially if you have the altitude to play with. It would, in theory, be able to determine which airspeed indicator was correct before this point, by pitching the nose up and down and fly in a wave pattern over several thousand feet, and see how the gauge reacts. But it really should have been aborted on the runway.
@@bobby1970 It's certainly worse in planes with under-wing engine pods, but I wouldn't say it doesn't apply elsewhere, mainly because your control surfaces will probably respond faster than your engine throttle. I'm not a professional instructor though.
I used to work for the forest service we flew many times out west to fight fires one such time we were boarding the plane in Montana we heard about a plane crashing at the Pittsburgh airport just as we were stepping on the plane I said to myself yeah that's good to know makes us feel real good getting on a plane and hearing that lol
Obviously the captain should have aborted the take-off. Interesting he trusted the airspeed indicator on the co-pilot side of the cockpit during V1 and V2 at take-off. Giving the co-pilot the controls once airborne would have been a rational decision by the captain.
I have so much work to do and I am addicted to this series, I have travel a lot around the world 🌎 I have had a few scares flights but nothing like the ones I have seeing
@@sg7772 if he'd have aborted the very moment he noticed it it would've been possible. When first officer called 80 knots they were only 70 knots from v1. Instead of aborting he called for the first officer to call out his speed. Inside a few seconds they reached v1 and aborting was no longer possible.
I’ve seen a number of these “blocked pitot tube” videos. Why hasn’t the industry installed compressed air to blow out and clear pitot tubes before every take off? Seems like a simple and totally effective way to prevent these disasters.
Exactly. I am not a pilot but have seen enough of these videos to expect blockage in pitot tubes in any replacement jet 'that had spent almost three weeks on the tarmac' in the tropics.
The airspeed indicator, because of the minute pressure differences between the ram air pressure in the pitot tube and static air is one of the most delicate instruments on an airplane, the otner being the altimeters for similar reasons. Blasting some kind of air into the pitot lines would almost invariably permanently damage the mechanisms. There would have to be some kind of blocking valve, and that would introduce problems of its own Maybe we need to have the crew check that all needed instruments are operative some time during initial acceleration to give them time to stop the airplane safely. Just a thought, though :).
Never been on a plane, though I've been in a simulator (like the full size ones). I can honestly say that the alarms and the stick shaker catches you off guard. It wasnt until i was inverted that i finally caught my berings. So glad it wasn't irl!
For anyone interested in this crash to look it up…it’s Birgenair Flight 301. So sad the reason this plane crashed! Wasps blocking the air tube/ tubes. It’s all on Wiki. Rest In Peace for all 189 people who died on this flight. 💔
Yep, I know it's insane. With that serious of a problem, they should have aborted the takeoff roll, even if it had been near the end of the runway. It would have been better to overrun the runway than to stall and crash into the ocean.
1. Should have rejected the Take-Off. 2. If airborne and instruments disagree check the Standby Instruments. This will determine if the Captain or FO instruments are correct. 3. If the Captains instruments are suspect, do not engage the Left or Centre Autopilot as these take their data from the Left Air Data Computer. Using the Right Autopilot in this case would have resulted I’d correct flight path control. If the FO’s Instruments are in error then use the Left or Centre Autopilot. 4. Unreliable Airspeed is now initially dealt with by flying a certain pitch and power setting which will keep the a/c flying safely whilst the issue is resolved. A B757/767/787 Training Captain.
The pilots could ask Air Traffic Control what is their ground speed. At least that would give them an approximate outside conformation of which airspeed indicator is correct and which is erroneous.
I saw in another one of these crash videos that the speed and altitude ATC sees for the plane actually comes from the plane itself, so it can be wrong too
1. Aviate, 2. navigate, 3. communicate. Still, I feel like I would be jabbering away to ATC immediately, and giving them every detail as things unfolded.
Pilots are trained to in emergency situations only focus on the plane. Unless you need crucial information or service from atc, like clearing airway, a free runway or emergency services, they wont talk to them and ignore incoming calls.
@@LucyKosaki l actually agree with you and you actually couldn't have said that actually any better than me and damm 2 days ago reply to a year old comment
I’m addicted to this series it’s sad that people have died but the advancements in airline safety that have come from the tragedies have been the only good thing about crashes
The single word that would have saved the day: "Reject". The 3 words that would have saved the day: "I have control". I had the same thing happen out of a Caribbean island but rejected with a 50 kt airspeed delta. It turned out to be microscopic spiders inside the pitot line. The aircraft had been left for 8 days with no covers installed.
We check airspeed during the takeoff roll for a reason. Also pilots should practice control-performance with the aircraft. And practice disabling any automated control inputs
When I first heard in the documentary that the plane was on the ground for three months in a tropical area my intuition told me (even in the first five minutes) that there was going to be a problem with an insect. I'm surprised they don't have more insect related problem; especially with electronics and wiring. Fire ants in my area eat through wiring because they are attracted to the electricity.
Hahaha that's funny. I would have never thought insects maybe a bird but not and insect. Would be funny to if in fact there is a scenario which involved the insects
Hahaha that's funny. I would have never thought insects maybe a bird but not and insect. Would be funny to if in fact there is a scenario which involved the insects
I have 2 hours of flight time. Even I know you about on an airspeed mismatch, that I land the plane when something is misbehaving, that I tell the controller when something is wrong, that you immediately go nose-down when the stick shakes. What in the devil was that pilot thinking?
I live in South Georgia, USA. We have "mud dauber" wasps here as well. I have many "air tools" which have air line connectors similar to the pitot tubes on airplanes. These mud dauber wasps will build nests in any small opening they can find, including between the fins of all of my air cooled engines. I have found that the little plastic caps that are used on wire closet shelving make good "caps" to cover the air couplings on my air tools.
Even with reenactment, there is a time pressure component in all of the captains decisions. He seemed to want to make the problem go away rather than cope with it by either 1) aborting takeoff since airspeed indicator problem was discovered before V1 or 2) disengage autopilot and fly manually to the nearest airport.
Suggest some training in basic elementary student airmanship. If a simple basic stall cannot be recognized and corrected, perhaps a desk ground job is in order.
BOTTOM LINE: ALWAYS RESPECT OTHERS INPUT. NTSB respected DR investigators. I feel so sorry for the ALL (Captain - I have no fault against him). We all can criticize, he was confused, so let's not go there. The Captain in the back initialized the warning of eventually the 1st officer were warning. Things like this happen in life. I fault no one, we are HUMAN and make mistakes.
And this isn't about humans making mistakes. I'm a professional pilot. I make mistakes all the time. Daily. But there are certain mistakes that are unforgivable. This dude violated every single bit of his training. Probably an over inflated ego. I am lucky that I fly with some wonderful copilots that catch me when I make a mistake. I never let it get to me. I never get upset. When my right seater points something out that I might be wrong about, I ALWAYS take their input into consideration. I'm not always right just because I'm captain. That's what CRM is about. This guy has two other professionals in the cockpit giving him sound advice... look at the ADI. Put the nose down. He IGNORED them as if they were nothing. I'm sure he was one of those captains with that attitude... "I AM CAPTAIN!!!" I know too many of them like that.
I was on an American Trans Air B757-300 once and a similar thing happened during taxi. The Capn noticed an issue with the air speed indicators so you no what he did? Pulled a u turn and taxied BACK to the gate. Didn’t even think of taking off like that, which is what this captain didn’t do, unfortunately.
The most experienced pilot in the world in a critical situation for the first time may panic or freeze, you never know how they'll react, some of these pilots I wouldn't let drive my car let alone an airplane I'm in, I know it's the safest travel but the few accidents are horrific, at 35,000 feet it takes minutes to hit the ground, I can't even imagine how that must feel like.
Pilots could avoid the disaster, check the standby speed indicator could find which side of airspeed indicator is wrong then change the air data resource to the serviceable side.
It's strange that the autopilot got speed input from only a single pitot tube without any further checking. I would have thought it would read all speed sensors and immediately turn off if there were any discrepancy.
Why the f- would you cut throttle due to an airspeed mismatch? Between a possible overspeed and a possible stall, why would anyone assume the plane's current condition was a heavy plane with an overspeed on a climb out? A dangerous stall would be far more likely. Absolute ignorance.
Very good job fellows!! Congratulations. I think out of all the dozens of these I’ve watched, this is by far the one that makes me saddest. Because it was so avoidable. Rest in Peace to all who died that night.😢
@A Rober Question: why did you copy my comment verbatim? I mean EXACTLY word for word! Are you nuts? Can you not think for yourself? Your name suits you perfectly. You ARE A ROBBER. You even copied my emoji!! 😵💫😳😱🤪
I took flying lessons when I was 16. Number one thing that I learned, how to recover from stalls- immediate nose down and full power. Dang I could have saved that plane. Young or old. Licensed or not. 😢
What percent of 'air accidents' are from stalls? Of not going fast enough or climbing at the wrong angle? What percent of these situations would be helped by instinctively pushing your nose down? Anytime I have a stickshaker the nose is going down until I have a better idea of what to do. Automatically. Worse comes to worst we can at least have some (controlled) gliding time. (Provided I have any altitude.)
Want to know how routine flights end in DISASTER?! Find out here! ua-cam.com/video/wz9gBIuGOSQ/v-deo.html
Thx 4 sharing
If anyone reading this is a ceramicist?
You can fire those mud dauber wasp's nests in a kiln.
They come out like a rock hard little charm of nature.
The clay the wasp chooses fires well and is quite beautiful.
Very said for passengers and crew though.
I hope it never happened again.
My condolences to the families.
The 7000 ads are ruining the video..
That's the least competent airline pilot in history, besides the French guy who crashed 447.
_The Mud daubers local Arthropod union vehemently protested against presumed findings which were suspect at best._ Mutual agreement stated use of airplane pitot tube covers will be enforced, otherwise WASPs not held accountable for instrument trouble nor its species unwantedly introduced outside it's native range.
Anybody else addicted to these vids /Stories ? 😬
I've seen all of them but I listen to them throughout the day. 😁
Yup, me…..
No. Im addicted
Yes
For decades. Harder to shake than chocolate or Pringles. 😣
Not rejecting that takeoff at 80 knots or even prior to V1 with the two conflicting airspeed indicators is crazy.
The industry was quite similar to railroads in its early days. Every second, the plane isn't flying; it's burning money. So if the pilots went 'no go' with the plane, they'd face 'problems' with the company.
Even so, the fact the F/O airspeed was clearing working correctly and yet the C/O compensated for his own which was dead wrong
That’s what I thought.
@@TheTrueAdeptWell. The way they acted they faced other kind of problem… killing innocent people on the way.
@@TheTrueAdept True, but also the same company let the plane just stay idle for 3 weeks on the island, because not much business.
The moment that the indicators were not synchronized should have been the moment that that the takeoff was aborted. That’s basically screaming at you that your instrumentation is messed up. Even if the Captain was unsure if they could abort in time, once the takeoff was successful, he should have immediately notified the tower that he needed to come back for landing. What a damn mess!
This series is so addictive, but so terrifying at the same time.
Well it happened during the take off and the were still pretty close to the ground. Pilot training is to aviate first. That's what it seemed they were doing. The pulled back on the throttle and went into a stall. Letting the tower know wasn't gonna get them out of the stall. They were in a life or death situation and were trying to solve the problem.
or an immediate go around and land VFR
Heck there are few times YOU CAN abort at v1 ID TAKE IT THEN!
If they would have only consulted with all the UA-cam experts at that time? They would have solved the mystery right away!
There’s isn’t abortion mate when airplanes are at high speed especially on the ground!Boeing crafts are junk built by temporary employees to make more money for the company!You don’t never see anything like this with European Air bus crafts!
As a pilot, I can’t imagine not understanding where your energy management is regardless of airspeed. Pitch and power are basic and when you have doubts about the state of the aircraft, step one is autopilot disconnect. Step two establish pitch and power setting. Step three, troubleshoot.
Exactly right 👍. He knew his airspeed was not working should have kept pitch 5 to 10 deg up and throttle where they usually are for climbing never turn on the auto pilot and they would have been fine.
First the RTO call out should have been immediate with the delta airspeed. We practice this in the sim. The 57 is a great flying plane, wings level and as a pilot you know the power settings that give you known airspeeds. You can easily make it back to the airport, landing would be a challenge but doable.
In the US we train a little differently than the rest of the world and that is all I will say.
@@montemenasco8584 I feel embarrassed that they failed to reject the takeoff. Don’t understand why anyone would give away critical redundancy and still takeoff. That’s just poor training throughout for both experienced and new. Obviously CRM wasn’t priority for this airline.
@@edjarrett3164 what's more embarrassing he was the senior pilot. Next on the bucket list for the design engineers is automatic rejected take off if air speed is not alive before V1.
@@edjarrett3164 Yes. and how about the crew calling out ADI, repeatedly...?! The Cap. just didn't connect with that advice. What a shame this story is!!!
Yes, I’m addicted to these videos. I’m an old lady, 75, and I love these shows!
Me too,but I feel 35
I'm 81 and used to work for the FAA, so I'm TOTALLY addicted to these shows!
Me too.. 74 but these vids calm me down after dealing with what's happening in the world today.
I miss my grandpa dearly. I wish you all the best in health and spirit.
85 is old. 75 is mature.
The longer these episodes go without interviewing a passenger, the worse you know the crash will turn out to be.
facts
Indeed..
Exactly what I was thinking 😐
And when the documentaries start with the Captain being interviewed, you know it was usually all good.
At beginning of the video, if no survivors were interviewed, you know something bad has happened
I'm a student pilot, and even I can tell this accident could have been so easily prevented, just by aborting the takeoff, if not then just trusting the F/O speed indicator since the other was deemed unreliable, and at the moment of the stall, one of the first things we learn is how to identify and recover from a stall
yep get the nose DOWN!
Yes. Thanks for telling us what was clearly presented in the video presentation.
CRM wasn't well practiced here.
I’m not a pilot at all, but it seems to me if your gauges don’t match then yeah, abort, but also wtf do you expect autopilot to do with that?
It's hard to get reliable pilots these days
Even I know that if you pull the throttles back and immediately get a stick shaker, push the throttles forward and lower the nose to gain air speed. Also, listen to your flight crew.
I'm no pilot, but those would be even a layman's instincts. You try something and it doesn't work, go back to what you had. DUH!!
Deciding to trust the airspped indicator that was clearly malfunctioning earlier was bascially the fatal decision.
Exactly that's what I'm sitting here saying that.
You actually fly a "pitch" and "power" setting. It is possible to have stick shaker activated even though the wing is not stalled. We train for these very scenarios.
Approximately 43 thousand flight hours between this crew, and this happens? That's incredible..
@guitarholio actually, applying full throttle on a plane with under wing engines will push the nose up, further increasing the angle of attack. If you get the stick shaker, then just push the nose down. This decreases AoA and increases speed.
I'm not an aviation expert, but as soon as they said the tube was probably blocked and the plane was grounded for a few days, I immediately thought to myself: watch it be a wasp, those things are evil. Damn I was spot on for once.
I've been stung by a wasp before and yes inside their venum is pure evil.
Mud daubers feed their young with paralyzed (still alive) spiders, they're pretty awful
I had guessed bug! Not wasp but bug! Good catch
mud daubers are chill bros though. unless yo happen to be a crab spider. Then the wasps go all xenomorph on your ass.
Wasps are awesome, and there are ways to prevent things like this.
I'm not a pilot, but I would imagine the worst alarm would be "terrain...pull up ! Terrain... pull UP !"
i was thinking the exact same thing
That or a radar lock/missile warning noise from an RWR would be horrifying as well.
Or they all just go off at once and you can’t be sure what’s real or not
@@Ajcav763 Most civilian aircraft don't have radar warning receivers. They wouldn't know a missile was coming until it proximity fused next to the aircraft.
"ENGINE FIRE! ENGINE FIRE!"
Not rejecting takeoff with inoperative /inaccurate airspeed indicator is insane. There's basic standby instruments totally independent from the Captain's and First Officers primary instruments to be used in a situation like this, you have to use them.
Under NO circumstances should they have taken off with air speed indicator issues!!!
Sometimes people freeze when encountering surprising information. There's no way to completely eliminate that risk, even with training. However, once in the air he should have radioed ATC that he was having problems immediately.
@@HenriFaust It's called fixation in aviation. Concentrating on one thing and not comprehending it or anything else.
@@billakers6082 Now that's scary. The other pilot should take action in such a scenario.
I don’t understand why your comment doesn’t have 3K upvotes.
Rejecting that takeoff prior to V1- or even possibly after would’ve saved everyone
I'd argue that the worst alarm you can hear on an airplane is the Ground Proximity Warning alarm.
Or maybe the fire alarm in a cargo plane with flammable materials.
yeah, which is worse, "stall," or "terrain - pull up, pull up, pull up"
In the Andes or Himalayas.
U mean the not fun very bad day sound?
Second to the stick shaker for stalling
I think out of all the dozens of these I’ve watched, this is by far the one that makes me saddest. Because it was so avoidable. Rest in Peace to all who died that night.😢
The most avoidable is Aerofloat Flight 93 where the pilot let his children meddle with the controls
@@EssexAggiegrad2011 OMG That one was awful wasn’t it? So many innocent lives lost. 😓
In my opinion from watching multiple seasons of this it’s always some type of avoidable human error whether it’s the pilots, maintenance, ATC or even airplane tech/engineers.
@@EssexAggiegrad2011 to add on to that if the pilots had left it on auto pilot the plane would have corrected itself but they switch to manual to try to correct the plane and failed. Very unfortunate.
Didn't the piolot of flight 93 have autopilot on?
It's better to travel too fast than too slow. The airframe and control surfaces won't immediately fail, but a stall in a big heavy aircraft is unrecoverable.
It is definitely not unrecoverable. A deep stall in a T-tail is unrecoverable, but you can easily recover from a stall in a 757.
I had the same issue with seniority on board a military vessel. People did not have to die because of culture. I got reprimanded, for "overstepping" my position.
Being familiar with this story, I will say that the coverage in this series seems spot-on. All parameters of the event are put to issue, which displays cockpit confusion, resulting in contaminated information and conflicting cross-evidence of facts.
The captain never should have allowed takeoff after the conflicting air speeds were detected - I call it poor airmanship.
First things first: FULL THROTTLE WITH THE STICK FORWARD TO GAIN AIRSPEED THEN LEVEL THE WINGS AND PULL UP!!!
I guess you know everything.😉
@@CynthiaSchoenbauer nope. Enough to know that if your instrumentation is acting flaky, which your but depends on, you park the aircraft and have it checked times be damned. That’s how I read it. The last part is a common way to recover airspeed as well as recovery.
@@CynthiaSchoenbauer It's stall recovery 101. You don't learn that in widebody jet training, you learn it when you're flying a Cessna 172 before you get your license. Stall horn? Nose down, add throttle. In that order.
@@CynthiaSchoenbauer that’s a pretty mean comment. In no way do I interpret the comment as boastful or condescending. It isn’t.
You need to treat this tragic accident as an opportunity to learn a lot about what NOT to do in this situation. Everyone has their own take on this tragedy. Pretend you’re in an aviation class and you want to learn what NOT to do & thereby save many lives.
I’m guessing that every single aviation class studies this case. It’s a big one.
@@kdawson020279 Agreed. The fact that the stick is shaking and the AOA is high would indicate a stall... true its easy now to be hindsight critics, but as I watched I kept thinking `Why isn't he lowering the nose'? It was automatically thought for me... but I guess he must have just got overwhelmed with all the sensory input happening and the wrong error message. Too bad the culture caused the other two pilots to not take control - they seemed to have a good idea of what was actually happening.
The most terrifying words is when the captain says “what do I do”??….
Just omg.
I seriously hope this incident helped to force co-pilots and flight engineers to take more proactive control in the event a pilot panics.
They have CRM now.... the 1st Officer (no more co-pilots they hate the name) operates the controls and the pilot watches the situation until needed. Watch the Scully movie.
Thw flight deck "culture" reminds me of the Tenerife crash where the younger officer was intimidated by the older captain and didnt want to say anything as the captain was the boss, and even as the idiot captain started to take off without approval from the tower the younger officer said nothing and did nothing to stop, the idiot plowed right into another jet on the runway. I think that crash led to changes, slow of course in that boss/underling/servant type atmosphere into one that is more of a TEAM play
@@HobbyOrganist Tenerife, the Oregon crash due to low fuel, Eastern 401 crash due to a burned out gear indicator bulb and inadvertent autopilot disconnect, and others paved the way for Crew Resource Management as the unquestioned captain doesn't catch his preventable mistakes. United 232 is probably its most dramatic success story (many died, but most lived, in a situation that killed 504 in Japan on JAL 123).
Another scary thing to hear from a captain is when he tells you that he just realized that he's afraid of heights.
@@HobbyOrganist we can only hope so, at times it is hard when I am the old guy at work, to step back and let the junior folks learn, and to admit there are times I learn from them.
Mistake number one was not performing some sort of checkout on the aircraft seeing how it sat idle for three weeks. Mistake number two was not aborting the takeoff as some of you commented, mistake number three was not lowering the nose and adding power when the stick shaker was activated. Definitely pilot error. Come on guys; flight basics. A low time Cessna driver could have recovered from that stall. Senseless loss of life.
Yeah it really doesn’t make sense how you have multiple things indicating a stall the stick shaker the fact that the attitude is abnormal granted it was night so you don’t have the visual reinforcement of those things but the fact that you’re entering a stall while you indicated airspeed is massively out of the proper norms and not to mention you’re working off of a speedometer that wasn’t working on the ground to begin with
I've never even flown a plane but just from watching videos I knew what to do to save the plane. If I were the pilot, once I got the stall warnings....at that point I know which speed indicators I would be watching....and is there any other way to correct a stall than put the nose down? So I don't see how this was so perplexing.
... Yeah, what he said......
@@johnrandolph6121 Without visual reinforcement your brains/bodys sense of motion is completely useless in the dark. The attitude indicator in the stick shaker would’ve indicated to him that his air speed was low while he was still climbing with reduced power. He was too heavily fixated on his out of control speedometer for the lack of a better word when the thing was faulty to begin with on the ground, The only thing to do in the situation was to level the playing off because his attitude indicator was still good and increased power until the stick shaker stopped, The two things you have to do to stop a stolen an aircraft to increase power and push your nose down.
@@techgunz275 Pardon my curiosity, but I'm just wondering how "stall in an aircraft" becomes "stolen an aircraft" lol. Were you using speech to text, or is that a typing auto correct... Android, iOS?
YES😮 And I got my daughter (who is a therapist) hooked too. She thought it was a bit morbid to watch plane crashes…until she saw a couple. I don’t want anymore crashes, but I sure would like some new stories.
New stories means more crashes. 😅😅
This is so sad. All they had to do was follow procedure and abort the takeoff when the airspeed indicators disagreed. But after choosing to continue based on the FO’s airspeed indicator, the captain strangely then chooses to ignore the FO’s airspeed indicator. So sad.
CAPTAIN KNEW HIS SIDE WAS MESSED UP YET HE IS GOING TO USE IT INSTEAD OF THE ONE WORKING.
@@ronniewall492 Yes, but the computer is hooked up to his. And the warnings from the computer are pitted against his own safe feeling that the other gauges are indeed right. Too many warnings tell him his knowing of what is right is, in fact, wrong. His brain can not reconcile this under pressure and needs a help making his decision about what to trust. Adrenaline is supposed to help your brain be more attentive but too much fear makes a person not able to think at all. Panicking people need a calming influence when they hold ALL the responsibility. The first officer did not provide the voice of reason needed because he probably understood what was happening. It is just a lack of confidence at a critical time. This can make people snap. People have to help each other emotionally as well as intellectually in stressful situations. No one is made out of steel.
Berating him for a mistake is probably what he was already doing which kept his confidence low for the impending crisis. He needed something other than criticism for not following protocol.
A bad decision and then another and then another--
I think more than one crash started out that way-
And the captain strangely believes a heavy plane climbing out of a takeoff is in danger of an overspeed and not a potential stall. Which is more likely? Not the overspeed. So frustrrating.
I worked on the KC10 at Travis AFB and we had a plane that aborted takeoff 2 times in a row for the same airspeed issue in this video. The first time the plane aborted we found blocked pitot tubes by mud daubers. We cleaned them out and the crew had to re-accomplish their checklists to take off again. The time it took for this checklists to be completed and the plane to take off the mud daubers once again blocked a pitot tube. That led to another aborted take off.
Common problem at Travis it seems!
:/
Determined little bastards…..
Incredible!!!! Thx for sharing~
Mud daubers are the most horrid creatures on earth. One of them left their eggs in my pocket and when I reached in and pulled it out it was the worst feeling ever
With all the pitot tube related crashes I have seen, you would think that by now, there would be real-time automatic testing of the pitot tubes; puffers or some such mechanical system that can verify the viability of the tubes, and give warnings. Seems like that would not be hugely challenging or expensive to do.
The autopilot which relies only on readings from a single pitot tube is not smart enough. There are different algorithms to cross check with other sources and warn the pilots by voice or even take control to abort take off immediately. Even as an average computer guy, I can think of different approaches: filtering pitot data, take mean/median or other statistics to identify the errorous one whose data deviate to much from the rest, keep computer logs of nearest reliable reading for all pitots, even AI nowadays. As modern as these planes are, relying on a single simple mechanical device for the life and death of hundreds of passengers is crazy. There is not much help in having multiple pitot tubes if the one on the side of the captain is blocked, since when it is pitch black you never know which one to rely on.
I feel so sad that so many people have lost their lives because of such a simple device, again and again.
@@nguyenducquocanh4341 Yeah, usually the industry is really good at self correcting. Not so much in this case, for whatever reason. Maybe the problems with these tubes are more complex and difficult to correct that I'm imagining.
I'm very impressed with the scene re-creations in these videos. A lot of attention is paid, for instance, to the demographic mix of passengers, which makes the footage quite realistic. Good job!
Every time I see this story I get disappointed that pilots don't have any "feel" about how their plane is supposed to fly. Edit: Furthermore, they KNEW the captain's ASI wasn't working during the takeoff roll. WHY did they pay attention to it in flight?
They should have aborted the takeoff roll at all costs. Better to overrun the runway than stalling far out over the deep ocean.
Because it seemingly started to work after they got into the air. (Not excusing their mistake, just answering your question.)
@@bobby1970 Aborting the takeoff was touch and go, if they doubted their stopping ability half-way down the runway at 80+ kts (and increasing) airspeed in the rain - given that overshooting the runway is a catastrophic event in itself - especially with a full load of fuel. Even the investigators weren't sure whether they could've stopped in time - that's why they measured the length of the runway afterwards, with a measuring tape - being a luxury the captain didn't have. They alternatively could've aborted the flight upon getting airborne, dumped fuel, and promptly landed back where they came from. This would've required relying upon the first officer's airspeed indicator, and maintaining manual control of the aircraft at all times, including during landing - given the autopilot had gone haywire, with the captain's blocked pitot tube giving it bogus airspeed parameters
@@kathrynhoward4196 It still didnt agree with any other speed indicator on the plane, but he barely even worried about that, only checking 1 other speed indicator and jumping to the conclusion both were broken then seemingly moving on and forgetting about it entirely. Just turned on autopilot without diagnosing further (like checking all of the 6 apparent speed indicators and seeing that 5 were in agreement).
Both novice pilots picked up on what was going on and were making all the right calls. It seemed like he was too set in his ways, had flown 1000s of hours in this plane with no real issues and only considered 1 way to fly the plane (using the 1 airspeed reading he was used to and letting autopilot do all the flying). He himself was on mental autopilot in what should have registered as an emergency situation before they had even left the ground.
@@AzTrailRider57 you can’t fly by feel. Look up somatographic ilussion and all the crashes associated qith with it
All these videos have made me realize my dream of becoming a pilot and I'm now enrolled in flight school. My discovery flight is next week 😁
Dirt bugs wasps make nests in the narrow cylindrical tubes. They need to bee cleaned out then covered then uncovered prior to flight. Just as important. They are small & easily passed by.
As an A&P I have found mud daubers in the pitot tubes of aircraft that had no pitot tube covers.
I also found CLEAR packing tape that the radio tech used to cover the static ports during a pitot/static test and had forgotten to remove it! After that incident, I purchased orange 2" vinyl tape to make streamers for all of us to use as a "flag" on something not complete.
those people should have been fired....
wow! i mean how would you know? those wasps can crawl in there and daub away well back from the inlet. those things should be fabricated atta some thick glass not plastic or metal. that way one could see through them to ascertain that they're clear. and even better solution is a redesign using pressure plates instead of tubes. sure there's IC's made for that. here's one by Honeywell: ABP2MRRN004ND2B3BB
plane emergency videos are great. normally i dont like any sort of reenactment, but these always seem to do well
That should’ve been an immediate lower the nose and add power! Amazed to see a veteran pilot so lost as to what needed to happen!
I'm just as amazed that the co-pilot didn't take action to try to recover from the stall. He might have tried, but if he did, it was obviously too late. Such an avoidable tragedy. So sad.
@@bobby1970 Yes, a simple "my aircraft" command issued by the first officer - and his assuming control of the aircraft - would've saved the day. His airspeed indicator was working properly. And he knew (as did the relief pilot) precisely what flight inputs were required, to regain control of the aircraft. The relief pilot exclaimed "ADI" - to highlight to the captain, that he was flying the plane vertically nose-up toward the atmosphere. Whilst the first officer remarked "nose down" - which is the input the plane desperately needed (as conveyed by the stick shaker) to avoid a stall. Both of them were correct. Sadly, the confused captain didn't listen to either one of them - and the first officer lacked the courage to take control of the aircraft himself. Culture played a tragic role - under conservative Turkish culture, it would've been seen as unacceptable for the junior first officer to overrule the elder, experienced captain
@@txtworld That's exactly why I will only fly airlines based from the United States. There's probably other safe airlines that have similar standards in certain countries. Maybe Australia and England?
I was once on my way heading to Florida when I noticed by the door the planes exterior metal was peeling off and was missing a bolt. I got worried and told the stewardess she left the captain know and they checked it out and decided it wasn't okay to fly so we had to get off the plane and wait another 35 minutes or so for them to pull out another southwest plane out and fly that instead. People were so mad at me but I just asked them if they wanted to die before vacation started or play it safer than sorry and people got really quiet. I got a whole row to myself because everyone avoided me for thinking I was too morbid 😂. I just wanted to live and make it to vacation not take a risky chance.
The fact that the flight crew agreed with you would support the theory that you were correct and did right thing!
Get somewhere late or die on schedule is a no brainer to me.
There was a mayday that told a story about a woman noticing something like you did, and the top of the plane blew off, they made it, but barely. She noticed it and decided NOT to say anything. Flight 243 I wouldn't have gotten mad at you. I would have HUGGED you. lol
You were 💯 right. If I was on the plane I would have thanked you!
Because they're ignorant, and don't realize pressure. That's how JAL 123 went down.
What continually amazed me throughout the whole story was one question, they had one indicator that was reliable the whole time and one that wasn't - when they started reading differently how could the captain decide they're both wrong rather than trusting the reliable one?
He didnt decide they were both wrong ,you didnt watch carefully.
Captain DIDNT KNOW WHICH ONE WAS RELIABLE.
@@jonbonesmahomes7472 Jeez, and here I thought that when at 6:47 the captain said "Both of them are wrong" it meant he thought they both were wrong. Guess that's just me not listening.
@@swbigfan1 “Confused by the conflicting information Captain decides to do what the airplane wants”
He didnt know which one was reliable ,which one is not,he said it himself before this ,and after when he lost the control of the airplane,his brain just froze and he couldnt do anything else to save the plane.
The only person who could have done something to save the plane and themselves ,was the FO ,but he was too scared to do something instead of the captain even though he was aware the plane was in a huge stall..
@@jonbonesmahomes7472 Got it, so what a transcript of the CVR says the captain actually said in his own voice, ie "They're both wrong", wasn't actually what he meant. Here actually meant what the producers of the program put into the script of the voice over track. Silly me!
@@swbigfan1
😝😝😝😂😂😂
Hahh yeah.
Doesnt matter ,he was confused and even though he said later they were both wrong ,he really didnt know which one was wrong ,his actions confirm it.
Anyways, once he didnt abort the takeoff,this plane and all lives on board were doomed.
But people dont understand ,in all this scenarios,its a matter of seconds.
These pilots dont have 30 minutes to think,most of the time they have only seconds.
Yes,they were trained for it,but me not being a pilot,i have to imagine ,its so so hard.
I cannot even imagine how scared the captain was when he pulled the stick back and lost the control of the plane almost instantly.
They didnt say it but i would love to know how many seconds they had to recover that plane from a deep stall.
I would imagine ,not more than 10-15 seconds until it went to ‘non recoverable’ mode.
It's amazing how they can find these black boxes.
I’m not a pilot. But the VERY first thing I would have done was turn around and request an emergency landing when the pilot and co-pilots instruments differed so drastically.
I would have aborted takeoff when below V1
I'm no pilot either but I would NOT have rotated after differing AIRSPEED. That's how you stay in the air...I just feel these pilots back then just roboticly went through the motions. Everything this Captain did was wrong and I knew it from the beginning
Turning sharply with your nose up is an even quicker way to find Terra Firma!
You DO NOT WANT TO INITIATE A QUICK/SHARP TURN WHILE IN A STALL!
I'm not a pilot, but, I know that much!
While I understand what you are thinking the physics are working against you in every way with that approach to solving this problem!
TURNING AROUND LIKE THAT WOULD LOOSE WHATEVER LIFT YOU MIGHT HAVE. THE PLANE WOULD DROP LIKE A ROCK, WING DOWN, WITH ONLY A 2-3% CHANCE OF SAVING THE PLANE AT THAT POINT---- AND THAT WOULD BE WITH REALLY, REALLY GOOD, EXPERIENCED PILOTS IN COMMAND. NOT SOMEONE TRYING TO THINK HIS WAY THROUGH SOMETHING THIS VERY COMPLEX!
In these situations you don't want pilots thinking! You want pilots to react instinctively and who rely on their training! There isn't time to sort out option #1, option #2, option #3, etc.
In a crisis like this you 1) relax! and 2) rely on what you learned and drilled on over and over and over and over to the point it is automatic and reflexive. No thinking required. IN A CRISIS YOU RELY ON YOUR TRAINING! (Provided you have any!) With the objective of regaining control of your plane, asap!
From stick shaker to crash might have only been 10 seconds! Or less!!! Depending on the altitude. No time for thinking or running a checklist!
Whatever fear or panic everyone was experiencing they didn't suffer for long!
You realize that the turn around you are suggesting might have a 10 MILE DIAMETER, requiring flying 16 miles just to fly a half circle, inorder to just turn the plane around and get it pointed back at the airport, and they would still not be any closer to the airport than when they initiated the turn. Such a maneuver takes a lot of time! Which these guys did not have! (At 150 miles an hour that 16 mile turn would take over 6 minutes! And even then they would not be any closer to the airfield.)
From take off to crash was how long?
3 minutes? 5? From stick shaker to crash was 15 seconds? 20? Their critical job was
1) to get the nose down and then 2) get the plane flying level at a somewhat proper speed. Another plane could always be sent up to fly beside it to give them their exact airspeed, even for and during the landing! It's been done before!
My question is did they have the altitude to get the plane's nose down and then level off? It might have already been to late at the stick shaking. They might have been doomed even then. I have no idea how much altitude you need to recover from a bad stall in that plane. It could be miles! If at 15000 feet you are cutting it pretty close to the bone--- if you are even still cutting it at all.
yeah it's very obvious at that point that something is off and not worth the risk
Stick shaker always means PUT THE NOSE DOWN NOW! No exceptions.
True, but after having just gotten an overspeed alarm he was receiving conflicting warnings.
I can understand the hestiation because of the overspeed warning
but when LITERALLY THE ENTIRE COCKPIT CREW SAYS NOSE DOWN
YOU PUT THAT NOSE DOWN
Unless it's a false warning, which can and has happened in previous crashes. How can you trust a stall warning when you also have an overspeed warning?
@@trippholland5131 because the copilot’s airspeed is dropping, his attitude indicator is sky high, as well as the backup one, and the three altimeter’s are climbing, and so are the 3 VSI’s. I know it’s easy to play Monday morning quarterback, but god damn, that’s one of the first things you learn in instrument training. If you suspect your pitots are blocked, reference your altimeter…and your attitude indicator…and your VSI…and your copilots…and your back up instruments…and your ground speed on the GPS…and your radio altimeter…and oh I don’t know, maybe DEACTIVATE THE AUTOPILOT
@@Aeronotti Exactly.
I live in South Louisiana. Mud Daubers regularly stop up any kind of tube that is held in storage,
such as plumbing pipes, plastic tubing, and even equipment like tractors, lawn mowers, and automobiles.
I even have them building nests in my tools inside of my tool-boxes, and sometimes have to knock the
mud (now hardened) out of my sockets inside of the tool-boxes. It's Very common here.
I have a scarey story to tell. I was flying from Washington Reagan National Airport to Troy Municipal Airport in upstate New York in a 737 when we got hit by windsheer or something. The tail of the plane dropped down suddenly. The pilots saved the plane thank God. But I'd loosened my seat belt, but not taken it off, as it was just a short 1 hour flight. We were somewhere over NYC when this happened. They had emts waiting at the gate for us when we landed, for passengers shaken up or hurt I guess, by the incident. I was fine so was my dad, and we walked off the plane. I was on my first ever airplane flight that night too. I tightened my seat belt as soon as it happened tho. It still scares me thinking about this night. I wasn't hurt nor was my dad who was with me that night. This happened in 1989 and I still have memories of the night too.
So scary! I'm glad you guys landed safely!
Thank you, me too.
Scariest thing happened to me in a 737. We hit a wake vortex and out of the blue, the plane suddenly rolled about 35 degrees left, then all the back through vertical to about 35 degrees right, then back to normal.
@@adolfomclovin7082 I have been on a couple flights since that night.
Keep pushing your luck are ya? Be careful, eventually every plane ends up in a grave yard somewhere, as we will too. It's just the way it is.
The number of these I've watched it's remarkable how many of them are stalls. Stalls are basic airmanship and the first thing a student learns. You shouldn't need a computer to tell you a stall is imminent. The airplane was telling them with airframe shudder.
I can't believe an experienced pilot would continue to fly nose up instead of just flying level when there are problems going on.
Thats what I thought..Im no pilot but at min flying level would help..but obviously the.captain didnt check where the nose was.
It’s called “panic” when that happens all the training, experience, and logic go out the window.
@@panchovilla5359 Yes you are correct. If the Captain had a good slap in the face, perhaps the incident would not have happened.
@@panchovilla5359 it’s called thinking of yourself and your inconveniences rather than the safety & lives of your passengers
@@panchovilla5359 That's why you constantly train, so you don't panic! Yes it's definitely possible!
If the captain took off because they hit v1 and didn't think they could stop in time, why didn't they declare an emergency to land right away at the same airport? I would think that would be the "next best thing" if he really didn't think they could stop because of wet conditions. It really makes no sense and is just so sad to what it lead it. :(
They would still have to recover from the stall first, before attempting to return to the airport for a landing, so they never got the chance to return, sadly.
@@bobby1970No the wouldnt have to.
The stall didnt occur instantly adter the takeoff,it occured later.
The answer to that question lies in the last minutes of the video.
The crew was not suposed to fly that night,they werent home for two weeks almost,so the captain wanted to go home desperately plus he did what he was paid for ,he was flying the airplane,with what he thought ,a minor mistake that the airplane had.
I love these videos. Im a former Avionics technician from the Marines. My son is a Marine now and will be an avionics tech too. He will be fixing Harrier jets just like I did.
This is such an amazing show! As a matter of fact, this is one of the best series ever made. 💜
The term of "bugs" in software code came from a moth that short-circuited electronic connections in a computer, causing it to malfunction. Apparently, the term is not limited to electronic devices.
Cool. Thanks.
Yes ironic tragic literal
Not true. The term "bug" for a defect has been part of engineering since the 19th century. The famous story of the moth in the Harvard Mark II started with the moth being taped in the logbook with the note ""First actual case of bug being found."
As a retired old programmer, I can tell you that bugs are much more common in the software then hardware. This is why I almost never buy anything that is release 1.0 (or even 1.1). I usually wait for 3 or 4 fix packages before I purchase / install any software.
@@stevenrubin820 That's only true for solid state chips. Systems using vacuum tubes have to be spacious inside to prevent overheating, making them perfect nesting spots for insects and rodents of all sizes.
I haven’t seen this episode before, but the cause of the accident was listed as insect related and by chance, in Tx, where it’s hot and humid, there is a huge variety of wasps. A colony of Mud daubers can create a huge “nest” in a matter of days; we also don’t call them waspsprobably due to the fact that they don’t sting.
It was a computer bug I think.
@@MunroMcLaren nope. Mud daubers made a nest in the pitot tube
The pilot acted like he didn't recognize a stall or have ever practiced stalls to know exactly what to do to get out of one.
All of those hours must have been on bluebird days and never a single mechanical issue.
The pilot had a really bad brain freeze!
And then there was equally tragic cultural issues of not challenging one's superiors, which are engrained in folks there from childhood! So the other two guys were equally powerless to help correct the situation.
I find it amazing that others just go to their deaths quietly rather than rock the boat in the slightest by challenging their superiors. This is not the first video of this enculturated phenomenon occuring in the cockpit, leading to huge losses of life! Usually the FO knew what to do but still did nothing.
Death is better than loosing face or challenging someone?
In some places it still is, apparently.
Just glad they were not operating a nuclear reactor somewhere with those rules!
@@paulortiz2035 You're exactly right. And this is magnified by the inflated egos of some captains out there. I see it all the time. They are so caught up in being the boss that they don't take anyone else's input.
In my early days of flying as a copilot I sat down in the right seat for my first flight with this captain. He said to me...
"Close your eyes for a second. What do you see?"
I said... nothing.
He says... "that's all of your stuff. Now open your eyes. That's my stuff. Don't touch anything and just talk on the radio. "
He had 25,000 hours. They recreated the scenario in the simulator and pilots were confused as well by all of the alarms and conflicting signals. He s still to blame as well as design issues and not covering the pitot tubes. The plane never should have left the runway. There are all kinds of reasons for this and that occurring but if he had aborted the take off, none of that would matter.
What a series of unfortunate events, and poor decision making..... What a frustrating video this one was to watch.
On another note, I'm always amazed by the skills and tenacity of these crash investigators!
I'm not a pilot. But common sense says: fly wings level, normal cruise power, and maintain level flight while accessing the situation. As long as there is lift, planes don't fall out of the sky. This seems like a basic approach to any confusing situation.
When an aircraft is in a stall, you need to give full throttle to all engines, after pitching the nose down some, to quickly gain enough speed to recover from the stall, then level out, then slowly climb.
a real pilot knows that its time to pitch the nose up and reduce power while saying confused things.
this is the basis of artificial airspeed, it takes deck angle, power and trim settings and calculates an airspeed as a sanity check.
@@bobby1970 But it only stalled because he reduced power
I know it's not the same, but, I had a problem with a 74 Ford currier. It kept burning points. I put up with a stall that would happen when the points welded. Capacitor and points and rotor and cap change seemed to work, until it didn't. Scratched my head and only figured it must be running on 12 volts instead of three. So I bought a new resistor. Well there it was, a mud dauber had built a nest inside the resistor coil shorting the resistor. They don't need a very long time to build their nest. Maybe a weekend. Anyway thought one of you mechanics might be interested.
For real? Or are you just pulling our leg?
@@stellakowalski1 for real. Even if you're trying to be sarcastic 😁
@@jerrynewberry2823 no I’m not. Wow. Incredible!
Critters do the wildest things.
I think this just solved my problem on my hot rod lmao I'm going to go check tomorrow
I had a blocked pitot tube at night, from a mud dauber. I was able to focus on altimeter and compass for pitch and roll, and atc for speed. But it was a little hairy, for sure.
They entered a spin apparently, basically both wings stalled, and the airplane became uncoordinated. This causes the center of lift to move over one wing and causes a rolling effect. The only way out, is power to idle, ailerons nuetral, rudder in opposite direction, and slight eleveator forward pressure. Its sad seeing extremely expierienced pilots forget some of thier basic training. Especially not knowing what the airplane does in a stall
Those are the steps in a smaller aircraft. There is no guarantee it will work in a 757. The tail might just break off.
these swept designs behave differently though. in any event get that nose down! the problem is one or both wings have lost lift meaning turbulence on top side its just not a "wing" anymore.
That was not the problem(pilots not knowing what to do) .
The problem was Captain froze and his FO didnt have the courage to act instead of him.thats it.
My father said the scariest alarm he ever heard was a cargo fire alarm in a 747 over the south pacific.
Turns out it was only a giant crate of durian sweating off moisture and blocking the sensor with humidity. But a fire alarm at 30,000 at night over the pacific: that was terrifying.
Durian even gets the fire sensor to throw up 💩
Non-pilot here. I was at a remote strip in Australia and working with controlling rabbits there. A couple had been sucked into engines causing damage (Yeah. I know. How did they manage that, I have no idea and I do not think anyone else did, either). While there, I noticed they had the pitot tube covers on nearly all aircraft. They were put in place as soon as the aircraft had stopped it's engines. I also knew ground crew had 'check pitot tube covers removed' for all planes on push back. The mud dabbers were that bad there. Before we got past the take off on this vid, I knew what was causing the bad readings. If I knew it, they should have. And then, the ultimate. The pilot forgot to fly the airplane. Stall warning = put the nose down. Past that..... No reason they could not have resolved the issues and returned to the airport. Ouch.
PITCH and POWER. Observe and be familiar with the nose position with what power you need for your condition of flight. With several hundred hours in the 75/76, this recreation gave me the chills.
Exactly, as long as there's enough altitude to recover from a stall. If not, a crew would be screwed. In this case in the video, I'm not sure if they even had enough altitude to recover or not, that's if they had taken the proper action immediately, of course.
Vernon, I agree. I can’t describe my sadness that a crew couldn’t figure out their power management after a poor decision to fly a bad aircraft. Decision making starts on the ground and continues, but these were bad decisions and poor training. So sad for the outcome.
I have extreme flight anxiety but over the years gotten better - love watching these though ?? 😂
I downloaded all the seasons of this and watch them while on flights ✈️ 😅 😂
Even someone who just flies on a simulator knows that when approaching a stall condition you go to max power and drop the nose to regain airspeed. The captain killed his crew and passengers. He should have relied on the air speed indicator that was working properly when they took off which showed they were too slow even before he ordered the reduced throttle. But again he could have simply throttled the engines up to max , dropped the nose of the aircraft and traded some altitude for air speed and avoided the stall completely.
You always drop the nose first. If you apply power first, then the engines, being in pods below the center of mass, can torque the plane to an even steeper angle, worsening the stall. One thing to say in the captain's defense is that he didn't know which airspeed indicator was correct. But the stick shake should override any other factor immediately. Especially if you have the altitude to play with. It would, in theory, be able to determine which airspeed indicator was correct before this point, by pitching the nose up and down and fly in a wave pattern over several thousand feet, and see how the gauge reacts. But it really should have been aborted on the runway.
Maybe he forgot that his ASI was not working right before takeoff. Some people have poor short-term memory.
@@DFPercush Very interesting. I never knew that. I assume this only applies to aircraft with wing mounted engines?
@@bobby1970 It's certainly worse in planes with under-wing engine pods, but I wouldn't say it doesn't apply elsewhere, mainly because your control surfaces will probably respond faster than your engine throttle. I'm not a professional instructor though.
@@DFPercush You should be an instructor. You seem to know what you're talking about.
I have 4 flights coming up in the next few weeks, but I still can't stop watching these.
@@Kiinell I just came back from Vegas. 757 going, 737 coming back. I haven’t stopped watching these episodes yet.
Yes! It's crazy cause I am terrified of flying, yet I am addicted to watching these videos of crashes!
I used to work for the forest service we flew many times out west to fight fires one such time we were boarding the plane in Montana we heard about a plane crashing at the Pittsburgh airport just as we were stepping on the plane I said to myself yeah that's good to know makes us feel real good getting on a plane and hearing that lol
In the very first case of an airspeed failure, pitch and power are your lifelines. The A320 memory items include unreliable airspeed.
Obviously the captain should have aborted the take-off.
Interesting he trusted the airspeed indicator on the co-pilot side of the cockpit during V1 and V2 at take-off.
Giving the co-pilot the controls once airborne would have been a rational decision by the captain.
I have so much work to do and I am addicted to this series, I have travel a lot around the world 🌎 I have had a few scares flights but nothing like the ones I have seeing
Shouldn't they have aborted the takeoff?..bc they noticed this before V1?!
well yes, but with the speed they we’re already traveling, they wouldnt of been able to stop the aircraft in time before it hits the end of the runway
@@fragssoarnz4177 facts
Yes, but they were already committed. They must continue regardless of what goes on....
@@fragssoarnz4177 but they had not reached V1 I thought that was decision time?
@@sg7772 if he'd have aborted the very moment he noticed it it would've been possible. When first officer called 80 knots they were only 70 knots from v1. Instead of aborting he called for the first officer to call out his speed. Inside a few seconds they reached v1 and aborting was no longer possible.
This one was really hard to watch especially when the plane slammed into the water. RIP. - Shannon
I’ve seen a number of these “blocked pitot tube” videos. Why hasn’t the industry installed compressed air to blow out and clear pitot tubes before every take off? Seems like a simple and totally effective way to prevent these disasters.
Exactly. I am not a pilot but have seen enough of these videos to expect blockage in pitot tubes in any replacement jet 'that had spent almost three weeks on the tarmac' in the tropics.
or you know. a automatic shutter.
The airspeed indicator, because of the minute pressure differences between the ram air pressure in the pitot tube and static air is one of the most delicate instruments on an airplane, the otner being the altimeters for similar reasons. Blasting some kind of air into the pitot lines would almost invariably permanently damage the mechanisms. There would have to be some kind of blocking valve, and that would introduce problems of its own Maybe we need to have the crew check that all needed instruments are operative some time during initial acceleration to give them time to stop the airplane safely. Just a thought, though :).
Same issue as 2009 Air France 447. Insects went inside the pito tube. Unbelievable that they would something like this happen a few times
Fascinating ... but head-shaking and unbelievable. The smallest things!
Never been on a plane, though I've been in a simulator (like the full size ones). I can honestly say that the alarms and the stick shaker catches you off guard. It wasnt until i was inverted that i finally caught my berings. So glad it wasn't irl!
For anyone interested in this crash to look it up…it’s Birgenair Flight 301. So sad the reason this plane crashed! Wasps blocking the air tube/ tubes. It’s all on Wiki. Rest In Peace for all 189 people who died on this flight. 💔
Wait, these guys had a major airspeed issue BEFORE V1 and STILL continued with the takeoff??
Yep, I know it's insane. With that serious of a problem, they should have aborted the takeoff roll, even if it had been near the end of the runway. It would have been better to overrun the runway than to stall and crash into the ocean.
they had "Get-home-itis" they had been stuck for 3 weeks.
yep. insane. the had it almost immediately at roll out. unreal.
@@marka7831true
1. Should have rejected the Take-Off.
2. If airborne and instruments disagree check the Standby Instruments. This will determine if the Captain or FO instruments are correct.
3. If the Captains instruments are suspect, do not engage the Left or Centre Autopilot as these take their data from the Left Air Data Computer. Using the Right Autopilot in this case would have resulted I’d correct flight path control. If the FO’s Instruments are in error then use the Left or Centre Autopilot.
4. Unreliable Airspeed is now initially dealt with by flying a certain pitch and power setting which will keep the a/c flying safely whilst the issue is resolved.
A B757/767/787 Training Captain.
It's so annoying that they call out 80kts to ensure synchronized instruments, yet the captain didn't reject the takeoff
Every pilot should watch these
The pilots could ask Air Traffic Control what is their ground speed. At least that would give them an approximate outside conformation of which airspeed indicator is correct and which is erroneous.
Their onboard navigation sysems can probably read out ground speed. . .
I saw in another one of these crash videos that the speed and altitude ATC sees for the plane actually comes from the plane itself, so it can be wrong too
After watching these cases I noticed it takes a lot for the pilots to inform air traffic control that they are having serious problems.
1. Aviate, 2. navigate,
3. communicate.
Still, I feel like I would be jabbering away to ATC immediately, and giving them every detail as things unfolded.
Pilots are trained to in emergency situations only focus on the plane. Unless you need crucial information or service from atc, like clearing airway, a free runway or emergency services, they wont talk to them and ignore incoming calls.
@@LucyKosaki l actually agree with you and you actually couldn't have said that actually any better than me and damm 2 days ago reply to a year old comment
I’m addicted to this series it’s sad that people have died but the advancements in airline safety that have come from the tragedies have been the only good thing about crashes
Yes! The airline industry really seems to not mess around. One accident that could be avoided? Overhauls everything to make it safer.
This is heartbreaking.
The single word that would have saved the day: "Reject". The 3 words that would have saved the day: "I have control". I had the same thing happen out of a Caribbean island but rejected with a 50 kt airspeed delta. It turned out to be microscopic spiders inside the pitot line. The aircraft had been left for 8 days with no covers installed.
Good for you. Taking charge when things aren’t right is always a good thing. Regrets are for people we have to memorialize.
Almost identical situation.
A reminder that even the most insignificant and mundane tasks are important
As soon as I saw airspeed differential I thought “ pitot tube blockage”. I’m at the first commercial so I will see soon.
Voice of the Narrator is exceptional….Production quality is outstanding…..excellent video.
We check airspeed during the takeoff roll for a reason. Also pilots should practice control-performance with the aircraft. And practice disabling any automated control inputs
I gotta stop watching these at night i be so scared to go to sleep XD
When I first heard in the documentary that the plane was on the ground for three months in a tropical area my intuition told me (even in the first five minutes) that there was going to be a problem with an insect.
I'm surprised they don't have more insect related problem; especially with electronics and wiring. Fire ants in my area eat through wiring because they are attracted to the electricity.
Hahaha that's funny. I would have never thought insects maybe a bird but not and insect. Would be funny to if in fact there is a scenario which involved the insects
Hahaha that's funny. I would have never thought insects maybe a bird but not and insect. Would be funny to if in fact there is a scenario which involved the insects
I have 2 hours of flight time. Even I know you about on an airspeed mismatch, that I land the plane when something is misbehaving, that I tell the controller when something is wrong, that you immediately go nose-down when the stick shakes. What in the devil was that pilot thinking?
i know that too and i have 0 flight hours....
I live in South Georgia, USA. We have "mud dauber" wasps here as well. I have many "air tools" which have air line connectors similar to the pitot tubes on airplanes. These mud dauber wasps will build nests in any small opening they can find, including between the fins of all of my air cooled engines. I have found that the little plastic caps that are used on wire closet shelving make good "caps" to cover the air couplings on my air tools.
We call them dirt daubers here in central Florida. I've never heard of them being called mud daubers before. They're probably the same thing.
interesting, David. yeah we have the daubers here in FL as well they're everywhere. those little caps come in handy they're a perfect fit!
Even with reenactment, there is a time pressure component in all of the captains decisions. He seemed to want to make the problem go away rather than cope with it by either 1) aborting takeoff since airspeed indicator problem was discovered before V1 or 2) disengage autopilot and fly manually to the nearest airport.
This is a literal example of the butterfly effect. A bug building a home -> a plane crash that killed over a hundred people
except in this case, it is the mud dauber effect....
Suggest some training in basic elementary student airmanship. If a simple basic stall cannot be recognized and corrected, perhaps a desk ground job is in order.
BOTTOM LINE: ALWAYS RESPECT OTHERS INPUT. NTSB respected DR investigators. I feel so sorry for the ALL (Captain - I have no fault against him). We all can criticize, he was confused, so let's not go there. The Captain in the back initialized the warning of eventually the 1st officer were warning. Things like this happen in life. I fault no one, we are HUMAN and make mistakes.
And this isn't about humans making mistakes. I'm a professional pilot. I make mistakes all the time. Daily. But there are certain mistakes that are unforgivable. This dude violated every single bit of his training. Probably an over inflated ego.
I am lucky that I fly with some wonderful copilots that catch me when I make a mistake. I never let it get to me. I never get upset. When my right seater points something out that I might be wrong about, I ALWAYS take their input into consideration. I'm not always right just because I'm captain. That's what CRM is about.
This guy has two other professionals in the cockpit giving him sound advice... look at the ADI. Put the nose down.
He IGNORED them as if they were nothing. I'm sure he was one of those captains with that attitude... "I AM CAPTAIN!!!"
I know too many of them like that.
🤡
I was on an American Trans Air B757-300 once and a similar thing happened during taxi. The Capn noticed an issue with the air speed indicators so you no what he did? Pulled a u turn and taxied BACK to the gate. Didn’t even think of taking off like that, which is what this captain didn’t do, unfortunately.
Those poor children... so incredibly sad.
The most experienced pilot in the world in a critical situation for the first time may panic or freeze, you never know how they'll react, some of these pilots I wouldn't let drive my car let alone an airplane I'm in, I know it's the safest travel but the few accidents are horrific, at 35,000 feet it takes minutes to hit the ground, I can't even imagine how that must feel like.
Pilots could avoid the disaster, check the standby speed indicator could find which side of airspeed indicator is wrong then change the air data resource to the serviceable side.
Squidward: "It sure is nice flying Birgenair Flight 301 to Germany on February 6, 1996."
Mud-bob Dauber-pants: "HI SQUIDWARD"
I AM ABSOLUTELY ADDICTED TO THESE VIDEOS! 🇺🇸
It's strange that the autopilot got speed input from only a single pitot tube without any further checking. I would have thought it would read all speed sensors and immediately turn off if there were any discrepancy.
Design defect for sure.
Why the f- would you cut throttle due to an airspeed mismatch? Between a possible overspeed and a possible stall, why would anyone assume the plane's current condition was a heavy plane with an overspeed on a climb out? A dangerous stall would be far more likely. Absolute ignorance.
Very good job fellows!! Congratulations.
I think out of all the dozens of these I’ve watched, this is by far the one that makes me saddest. Because it was so avoidable. Rest in Peace to all who died that night.😢
@A Rober Question: why did you copy my comment verbatim? I mean EXACTLY word for word! Are you nuts? Can you not think for yourself?
Your name suits you perfectly. You ARE A ROBBER. You even copied my emoji!! 😵💫😳😱🤪
The stick shaker was going crazy and the captain was still trying to climb while decreasing power. Pure incompetence.
I took flying lessons when I was 16. Number one thing that I learned, how to recover from stalls- immediate nose down and full power. Dang I could have saved that plane. Young or old. Licensed or not. 😢
What percent of 'air accidents' are from stalls? Of not going fast enough or climbing at the wrong angle?
What percent of these situations would be helped by instinctively pushing your nose down?
Anytime I have a stickshaker the nose is going down until I have a better idea of what to do. Automatically. Worse comes to worst we can at least have some (controlled) gliding time. (Provided I have any altitude.)