What an interesting case! But spoiled almost completely by your low level voice and over loud music. I’ve enjoyed your other videos immensely and no such problem. Normally your voice is strong and assertive but here you sound almost depressed. Hope everything ok with you.
Good video. Sadly preventable situation, regarding the duct tape or such. For what its worth, I think it was unfair to put the blame on the pilots who were put in an almost impossible situation to pick between conflicting data. I do wonder how ATC could not get an accurate altitude of the aircraft with their own ground radar. Any thoughts ?
I couldn’t imagine how much stress those guys were under. Especially with all the warnings screaming at you you for minutes it probably got exhausting and probably clouded their thinking
@@henrymcmiller2527 Maybe just maybe if the F/O would have done the pre flight the airplane properly (Check static ports) yes it's on a normal routine walk around this would have been avoided, one of the problems suffered now once flight engineers were removed from the cockpit, Pilots tend to do lackadaisical pre-flights (Retired Pilot holding Mechanic, F/E and Dispatcher ratings) still alive after flying since 1964 because I don't trust anybody!
@@MrAeronca100 I agree totally. I am a retired tank commander who had complete authority over my vehicle. I always did my pre inspection checks. I always followed the inspection checklists. I strongly suspect that the captain relied heavily on maintenance personnel. The fact that maintenance chose grey tape that made it difficult to see during the walk around. Pilots become frustrated when their plane don’t leave on time. It is amazing that seasonal pilots make routine mistakes. As First Sergeant of Tank units I dealt with the same issues as Airlines CPT and FO’s . Over time I noticed experienced Tank Commanders became complacent and not followed checklists. This accident did have to have happened if everyone at every level just did their jobs. My job was to get in soldiers asses. A job that I did very well.
@@henrymcmiller2527 First off thanks for your service and we both are hoping guys like you are still around in the Army, my brother in-law was a tank driver 3rd Army and went all the way with Patton...now on Static ports it so way to obvious not to see and inspect the multiple small holes that have a big circle painted around them in fact you are looking at the ares to see if anything is covering them but the big tip off here is when maint pulled the leak check on the Pitot Static system it was noted in the log book most likely a Central air data computer was changed or re-racked requiring the leak check, the first thing the crew does when arriving is REVIEW the log book so any mention of this would require the F/O doing the walk around to pay attention to the Static ports, the second screw up comes while they are in flight with no idea whats going on? had they read the log book that would have been all they needed to formulate a work around and at a minimum continue to climb...sadly most Pilots now are very weak on systems knowledge and are focused on automatic systems and somehow the First rule is neglected "FLY THE AIRPLANE"
The poor FO I think he was able to think logically. Especially with the stick shaker. I think he knew that that was the truth. The terrain warning was the last indication 😭😭😭
After watching this episode I was wondering are Pilots not taught that aircraft uses which technology to show which reading ???? I mean if radio waves are used to generate "to low terrain" warning, it is much more reliable than other warnings being generated basis of which is air speed and pressure as read by pitot tubes which can get blogged due to some reasons....
@@adityaagrahari6163 They are in theory, and in the West they virtually always do. Did you hear how over 1/3rd of the pilots flying for Pakistan International Airways had fake pilot credentials? Consider further than nobody apparently could tell the difference between the "real' PiA pilots and the 'fake' PiA pilots.
@@adityaagrahari6163 There were too many conflicting data and couldn't separate the truth (happens to anybody). Ultimately there was no way to fly the plane blind (ILS) in the dark and was doomed. Maybe if they had city lights on the ground, they may have saved.
Even on impact, the captains brain was telling him he was at 9700 ft because that's what the instrument was reading. His last thought was 'damn this ocean is high!'
Not really, at the end u can see that pillot says it is 370 and fo asks what 370, and after he says terrain but it was too low... So i think he figured out but was too late :((
What's ego hot to do with it??? He clearly communicates well with the FO, but he has more workload than the latter, so the FO figures it out first, but unfortunately too late. There was no time to react.
@@apogee9973 Please rewatch the episode, on more than one occasion the Captain countermands good requests from the FO. If the Captain had shut up and handed the flying to the FO, they may not have crashed and had time to get an aircraft to direct them.
I feel like FO was making it worse because he didnt understand the sitution and probably would have stalled the plane and captain was correct in telling him the warnings they are getting are not reliable.. so its very strange that captain ignores the ground proximity warning. I think I would have imediately added the throttle and pitched up because high up I am safe.
This story was frustrating. The captain knew so little about the plane instrument systems, that he was probably the sort of guy to call out a breakdown service to change a car tyre for the spare.
I've binged all of the May Day air disasters and other documentaries. I'm walking away with the understanding that if the terrain warning goes off, you better get some altitude ASAP, because all of them ends in disaster otherwise.
Are air traffic controllers not trained to understand how they receive altitude information on aircraft under their control? That part honestly baffles me.
Exact same thing I was wondering. I'm working in the film industry and only picked up by chance that the altitude information on the ATC screen comes from the airplane, not through any device in the ground. So why wouldn't professionals know such an important point of a technology they're working with... just shocking and so sad...
Mayday covered it. He said "it's easy to sit here in the comfort of your home or office, and say what should have been done, but when you have 3 or 4 alarms going off whoop whoop, terrain, pull up, at 3am, with no horizon, pitch black, and your instruments are giving false readings it's a totally different situation
@@DavidPierre-vc6dy They explained it, yes, but the way ACI episodes ar put together, you don't get as much of a sense of what it would be like to _be_ the flight crew. Green Dot's video spends most of its time in the pilot and copilot's POV, using the actual CVR recording. I was watching the radar altimiter number dropping on the screen, which created a strangely interactive situation.
@@ReddwarfIVI don't know. I find Mayday videos to be better with all the enacting as well. Also they have actual experts and x pilots who explain the issue, unlike the owner of this channel is not really an expert
If my husband takes his seat belt off even for a few seconds the beeping drives me mental. I cannot imagine how those pilots were able to function with all those different alarms going off simultaneously. It's like a horror movie, but it was real. So tragic.
@@GreenDotAviation LOVE aviation, LOVE and build models (both kits and r/c models) and go to as many airshows as I can but between your channel and mini aircrash investigation I'm TERRIFIED of flying.. 🤣🤣🤣🤣🤣🤣
This accident always leaves me with a lump in my throat. To think, pieces of tape caused all that chaos in the cockpit leading to them losing their lives.
@@madman5042 First world airplane maintenance and pre flights have their fair share of high profile fatal crashes 🤷🏾♂️. Lets start with American Airlines Flight 191...
There is another similar ‚tape accident‘, when after painting the fuselage, the static port that was taped was ‚forgotten‘ to be untaped. Neither the responsible worker, nor the superviser, nor the pilot first flying the plane (outside check) noticed that - the tape was still on. Kind of good example of the 🇨🇭🧀 model.
And do you know what’s worse? months before this accident another airplane had crashed shortly after departing from northern Dominican Republic under similar circumstances, it was a plane bound to Germany most passengers were Germans returning home after holidays, alerts were sent to the aviation industry that the pitot tubes was something to be careful with, no one paid attention until this happened….
So, if they would have approached a big Ship like a Freighter, Containership or a Cruiseboat, they might have just realised that they were far to low..? But it was all just pitch black out over the Sea!
Some blame should definitely be on ATC for not knowing they got their altitude info from the plane itself. Had they known this, they could have told the pilots it was unreliable and not mislead them, or depending on the age of the airport, switched to primary radar and gotten a rough idea of their real altitude. EDIT: While the Captain was clearly overwhelmed and had a worse understanding than the co-pilot, this was post CRM reform and the co-pilot did speak up and get the speed brakes retracted which bought them some time. The ATC insisting 9700 was correct meant there was zero chance the co-pilot could talk the captain out of that in time. Had they said it was bunk co-pilot would have had more luck...or the ATC could have gotten primary radar up. Even the instrument focused Captain didn't like the GPWS going off and it made him question the altitude.
@@jonbraid2520 You could literally say that about the ATC too. Except the Pilots were the ones in a dark cockpit full of contradictory alarms so I'm cutting them more slack than the guys who went home alive.
@@Forakus It can give you an extremely rough altitude that's less rough the closer to the ping point you are (by the standards of 90s civilian primary radar anyway). Probably only good within a couple hundred feet, but better than what they had
Brightly colored sticky tape is now required if ground crew wants to cover these static ports. Newer planes feature an emergency static port which can be opened manually if anything like this ever happens again.
Great work,my only snag with the video is the volume of your voice is too low in relation to the other sound, straining to hear the narration, great work bar that , keep it up 👍
And is actually surprisingly more common than you would think. Maybe common isn't the proper word to use, but I've learned of more than a couple crashes or incidents at least that involved the pitot tube being obstructed by human error.
The horrific thing is that while in the cockpit and on ATC is utter confusion, there are dozens of passengers, sleeping, listening to music, watching a movie. They have absolutely no idea the trouble they're in. The crash will be a total shock.
@@Bamboule05 i mean after first bump to water they had few seconds before the final one. So some of the passengers for sure felt something is going on. Imagine in the night when you think you cruising in the air getting hit with the bump in the air. Nag chilling. Rip to everyone.
If there's nothing that can be done to avert your fate, maybe this is just me personally, but I'd rather not know it's coming. Why spend the last few moments of your life in fear?
The way you produced this was very effective. Until the last minute you are hoping they are going to be ok. Then the cruel reality smacks you in the face.
RIP to all who died that night off the coast of Peru. Contradictory messages in the cockpit and all because someone forgot to remove a strip of sticky tape. I wonder if they would have been able to recover in daylight ? Presumably that would have made a huge difference to the situation. The FO seemed to remain calmer than the Captain did.
they would have never gotten into that situation in daylight. Or even if they were flying over land. Flying at night over the black ocean is what doomed them.
You can fly using your eyes in the daytime, you can't fly at night you need automatic systems to guide you and all of those were malfunctioning and the ones that were working couldn't be differentiated from the ones that weren't. The pilots 100% would have been able to recover in daylight.
@Madman unfortunately I agree lmao. You could tell these shitskins had absolutely zero idea what they were doing; just complete pandemonium in the cockpit with no clear-headed thinking. Sad but race and IQ is something we can never dispel. Whites on top. 🫰🏻
That first officer had brass balls standing up to the captain trying to save his life (even though the capt wasn’t malicious in his thoughts) it took intestinal fortitude to go with your beliefs as a first officer, God bless them all.
@@bobby1970 Pulling back on the yoke in a stick shaker situation is exactly the WRONG thing to do. It worsens the stall. Proper response is to add power.
@@kurttappe on a plane with engines mounted under the wing, increasing power can raise the nose and induce a stall before your speed is up. You have to pitch down first, then increase power.
The sad part is in the very beginning FO wanted to approach with ILS and demanded, but captain for some reason interrupted and canceled order. After near first impact with water even captain decided that it is best to follow ILS approach. But it kinda was too late due to inside cockpit already were too much stressed out making them to have low self control and proper thinking. FO actually might have saved plane and lives if everything he said was followed such as asking for another plane to help them to show the route and ILS approach.
@@alibekshamsidinow9035 The fault is ultimately with the captain, he was completely lost but the FO clearly felt confident in his assessment. But because the Captain outranks the FO, he was unwilling to cede control to more competent junior officer. Although the ACT deserves massive blame for incorrectly passing along faulty info and not checking *where* he was getting his number.
I kept thinking they were speaking over each other, but given all the erroneous information being received I'm not sure that even a better cockpit CRM could have allowed the pilot to reason his way out of it.
The report was so quick to blame the pilots, but what shocked me was ATC confirmed their altitude at 10000 ft the whole time! WTF WTFx10000! That was the real problem. they were directing traffic with a broken radar 🙄. The pilots did fine, keeping wings level at “10000” while waiting for help. We see pilots like Sully and expect that level of performance but these guys never had a chance until the GPWS alerted. That’s their real key weakness not remembering that system gives an altitude reading.
@@Greg-yu4ij it was also a night flight and without the systems working they probably got spacially lost in the darkness with the ocean in front of them. Oh yes, and this night was full of fog and clouds so they were flying blind from take off.
God, that’s a horrifying cockpit situation, there was so much going on that I was feeling overwhelmed just listening too it. The “pull” cut off abruptly is haunting.
The Algorithm sent me this channel and I’m HOOKED! you have one of the best voices for narration that I’ve ever heard. If I’m listening at night, I usually drop off to sleep because your voice is so comfortable to listen to. Maybe you should consider audio books as another channel, but don’t give this one up. It’s amazing!
Regardless of the over-speed warning and the split brain that was happening between the pilots, it blows my mind that the pilots thought their plane could stay in the air with engines at idle and air-brakes deployed - all while both are trying to determine an accurate airspeed, and no one is flying the aircraft. When the GPWS and stick shaker kicked off, that was chilling - something dangerous in that cold blackness in front of you is out to get you, but you cannot detect it with your senses. When in doubt give it a gentle nose up and a bump in engine power, you cannot hit the ground when you are gaining altitude. The warnings/errors/information overload must have been unbearable. What an exhausting fight for your life.
FrozenJoe; I fully agree. I am not a pilot but do know a bit about aircraft. Watching and listening to this re-creation is absolutely chilling! Being inundated with noisy warnings, many of which were contradictory, would not have helped the pilot's thinking and decision making processes. It is also very disconcerting that neither the pilots nor the controller understood that the secondary radar was just showing the incorrect altitude coming from the blocked sensor on the aircraft. If you understand how systems work you are a lot safer when you are using them! I wonder if the results would have been different if the pilots were able to silence all of the aural warnings so they could collect their thoughts and figure out a strategy to keep the plane in the air with some degree of stability. For example, set thrust and deck angle for a known safe/stable speed, keep wings more or less level, drone around in an over the ocean holding pattern under radar position guidance, and maintain altitude of ~2000 feet using the radar altimeter and wait until dawn. Having light would be a big help to them in achieving spatial orientation. Their destination was Santiago Chile, about 2500 Km from Lima so with alternate and contingency fuel on board they should have had perhaps 5 hours of fuel under normal flight conditions. The flight took place on October 2 so the start of morning Nautical Twilight in Lima would have been about 05:05 AM. The flight took off at about 00:45 so they might have had sufficient fuel to make it to dawn with some luck, though flight at low altitudes does use more fuel. At the very least they would have lots of time to coordinate with ATC to set up ditching location and use the ground-speed, heading, and location information from the controller along with the radar altimeter to ditch in a controlled fashion there where help could be pre-positioned. In a perfect world of course... Safely ditching in the ocean has been done on a couple of occasions (eg: ALM 980) but the ocean is nothing like the Hudson River!
I agree that's what amazes me everything that the aircraft was telling them was physically impossible. The first officer sounds like he was understanding this but the captain just kept coming back to how fast it was going. Even though Air traffic control repeatedly gave him the correct speed. I think he was just so focused on and so used to his instruments being correct that he couldn't wrap his head around the idea that his aircraft was having a nervous breakdown for lack of a better term. I do wish the first officer had been more insistent because his voice sounds like he really understands that they're about to die at some points
Frozen Joe; You say "You cannot hit the ground when you are gaining altitude." Actually, you can hit the ground when you are gaining altitude if the ground is gaining altitude faster than you are! There are lots of aircrew and aircraft that would attest to this truth - if they were still alive. Air New Zealand's Mt. Erebus crash in the Antarctic is one of many that come to mind. Cumulo-granite is really nasty stuff... Over an ocean this theory may have some merit but even then there are risks as the ocean tends to have islands dotted around and many oceanic islands have very steep and tall mountains at their core as they are essentially extinct volcanoes. There are also ships that can have mast tops a hundred feet or more above the ocean's surface. The ONLY reliable altimeter reading the AeroPeru crew had was the radar altimeter and it maxes out at around 2500 ft. Still, if the understood the situation properly they could have flown the aircraft without crashing it for a long time and given themselves the time to come up with a plan to get the aircraft safely on the ground.
You can't hit the ground immediately no, but you can stall and hit the ground even harder a little later on. If they're getting both stall warnings (don't try to climb) and ground proximity warnings (climb) simultaneously it must be an absolute nightmare. From watching a bunch of these things I believe there's a standard setting of pitch and power that pilots are supposed to use when airspeed is unreliable, but evidently the fact that the altimeter was also unreliable confused everything. The numbers they were getting from ATC couldn't be reconciled with each other and they chose to trust the one that seemed to be consistent. It was the wrong one to trust.
Listening to this is like watching a horror movie. The pilots/ATC think they are running away from the monster, but they aren't, they are being led right to it. We can see what is happening but can't do a thing about it. I feel beyond horrible for the crew and pax. I hope they didn't suffer. God Bless you! On a different note, you do a great job on your videos. I watch many aviation related channels and your channel was just suggested to me. I'm looking forward to seeing all your videos. Great job, best wishes!
This is one of the more frustrating conversations between captain and co-pilot out there. The captain at one point states that the pitotstatic system is gone, yet he continues to get confused by it. Adding to that they set the engines to idle for a prolonged period of time. That is not normal in any case, so why don't they pick up on it? The co-pilot in this case continues to try and methodically work the problem. If they had a better understanding of which alerts were coming from which system they could have figured it out i think.
What got me was from 22:18 to 22:58 they had “too low, terrain” going off, they had 40 seconds to power wall and pull the nose up, that 40 seconds would’ve absolutely made a difference and given the engines a few seconds to spool up with full power and plenty time to pull the nose up and get away from the sea. Just incredibly frustrating all around
it's as if the captain's training - _always trust your instruments_ - is coming back to override his reasoning. Just when he and F/O need to sus the thing out, instead his reflex takes over and leaves him helpless.
He got confused because he thought he still had reliable altitude, which would rule out the pitot tubes as the source of the problem. The reason for this is that they were under the erroneous impression that ATC was independently verifying their altitude reading when in reality, ATC was just seeing the altitude the plane was reporting, i.e. the same incorrect one.
@@MLennholm So basically the ATC's misunderstanding of his own system killed them. Crazy that he wasn't even mentioned in the aftermath. He's at least as guilty as the guy who forgot to remove the tape. Edit: Read on wikipedia that the maintenance guy covered the sensors with gray tape even though he was supposed to use bright red tape. He also claimed he removed the tape afterwards and that it was sabotage. Fuck him!
This one broke my heart. Im speechless and so sad for everyone. The pilots tried their best and were under tremendous stress, so probably not thinking as straight as they should have. But to hear them talk and then ..just NOTHING 💔😭My lesson here: Take pre-flight checks and too low terrain warnings serious! May they rest in Peace.
I was watching this with my over the ear headphones on in a darkened room. It felt as though I was actually there on the cockpit, particularly with the original cvr added to the realism. The mounting tension with all the warnings sounding was intense. I guessed early-on it was a problem with the pitot but thought it was probably iced-up. It was mind blowing to discover the real reason, totally shocking. Your presentation is awesome, attention to detail, timely & well paced narration, fantastic piece of work. Very well done. I have subscribed.
Absolutely mind blowing…a piece of tape caused nearly 70 deaths, bankrupted and entire airline, and put a mechanic in prison for negligent homicide…just chilling that something so small could result in such a catastrophe
This was stressful to watch from my couch, let alone in that cockpit. All those alerts, contradictions etc, so confusing. The Captain and FO seemed overloaded and the stress must of been off the charts. Sticky bloody tape!! Unbelievable.
Very stressful yes, so much so I even forgot the title of the video indicates the outcome of the flight- couldn't believe they crashed! The ATC was in the best position to calmly identify that their radar altitude is just reading from the erroneous instrument coming from the plane itself. That indicates lack of knowledge of where the data is coming from. Also why wasn't there more staff assisting at the ATC or mechanical help from the airline- someone is surely available 24/7. Did the pilots ignore the correct barometer altitude reading in the central panel?- that could have confirmed the Terrain warning
I thought the co-pilot was very assertive, especially when comparing him to other co-pilots who were too intimidated to be more forceful with "legendary" pilots! This was a fantastic video...every one you make is SO engaging, watching the simulator with the overlay of the actual pilot transcript is just mesmerizing! Thank you so much for these videos! One question I wasn't clear about. Why did ATC keep telling them they were at 9700 feet? Using radar, wouldn't that be an accurate reading from the ground?
Yeah that one wasn’t really well explained - the altitude reading on the controller’s screen was being relayed to his computer by the airplane’s Mode C transponder. So the controller was looking at the same faulty reading caused by the obstructed pitotstatic port that the pilots were looking at.
@@davidrobertson2826 Wow. The pilots probably thought the ATC was getting the altitude reading from radar, which gave them more confidence in their own broken altimeter.
@@aminorinternet Exactly, if they hadn't been under erroneous impression that the altitude was independently verified by the ATC, there's a good chance they would've correctly identified the problem.
Another great video. Something that I am picking up after watching a lot these videos and reading accident reports is that in the vast majority of the accidents is usually the younger pilot who maintains better situational awareness and general aircraft knowledge while captains almost always screw thing even further by not applying to standards and believing in their "experience". What I conclude is that a recently trained pilot is safer than an experienced one.
Or a better way to put it is a captain is more skilled and has more knowledge than the fo while the fo is more calm and is able to make better decisions
My guess is that the captain has flown so many times with no issues that they become complacent and develop an "it can't happen to me" attitude. On the other hand, the junior has only recently had everything drilled into their head and is probably hypervigilant over everything that could be going wrong and how to fix it
Great video. I subscribed. This one is so tragic, those last few seconds must have been terrifying for the passengers, I can't even imagine what I would have thought if I was flying along, and we suddenly bounced off the ocean. Rest in peace to all of them.
I’ll never understand how pilots can convince themselves that “terrain terrain, pull up pull up” is a malfunction. Although flying too high can be dangerous as well, I’d rather be too high than too low.
Wow! I watch a lot of these air crash investigation videos from several channels, but I love how gripping this one was! You really feel the confusion and frustration the pilots must have felt as you listen to the cockpit audio. Great job!
I have heard numerous black boxes, the first one that ever haunted me was the final moments of JAL 123 for the same reasons that this one is hurting so much: the plane hits the ground once but still flies for a while before the final crash, and you can hear it. Can you imagine those seconds that must have been an eternity for those pilots? Hearing (and feeling) the plane hitting the water and miraculously bouncing, but then banking and crashing (the first impact probably ripped part of the left wing). On JAL 123 it was eerily the same, the left wing tip struck the mountain (you can hear the noise of the steel bending and breaking away), the plane still flew a few seconds with the audio record active while the plane banked/yaw to the left and crashed the mountain. Miraculously, 4 people survived that one.
Wow. This video really is presented in a way that makes you feel as though you are in the cockpit with them. I can feel my heart rate is up and I just felt so tense throughout the whole thing, just waiting for the inevitable moment when they hit the water. Ugh this is so tragic and I feel for the crew, the whole thing must of been so disorientating and stressful. RIP to all those who lost their lives in this crash.
very true, i too felt like i was in that plane and screaming helplessly "pull up, terrain"... as if they could hear me.... heart breaking. Also the poor maintenance guy.... this is such an easy mistake and cost him jail time and guilt for life. bless them.
This is devastating. So many of the stories on this channel seem to show pilot incompetence or lack of training or lack of adherence to protocol. This feels much different to me. It feels like the captain and copilot were truly working so hard (completely in the dark literally and figuratively) to regain understanding. This is utterly horrendous.
And as an auto mechanic myself I was was in charge of all trades in inspections for a Honda dealership and once I noticed that an entire front half of car (the frame) was spot welded back together and if I did not notice that and the car was taken in and then sold to someone as a used car, that car could have easily just split in half at anytime and I would have been responsible for, god forbid, anyone's death. I was trained properly though. This mechanic should never had forgotten about that tape!
Supposedly the way the final report goes, it was a low wage barely literate plane washer who put the tape on, and either did not know or forgot about it. Normally checking for such things after washing was the trained maintenance supervisors duty. But he was off that day. To further compound the problem. The poorly paid plane washer had used Silver Duck (Duct?) Tape. Something the Boeing Manual Specifically and Clearly said to never ever use. The AeroPeru Livery was very similar to American Airlines. With a lot of bare silver aircraft aluminum. The tape was completely invisible on the plane when the co-pilot walked around in the dark with a flashlight. To this day a number of Peruvian Aviation officials and lawyers still try to blame Boeing for this, and perform a shakedown on them. "For the cost of less than 2 American Cents all of these people died!" Nevermind that Boeing mandated the use of a brightly colored reflective tape when cleaning the plane specifically so that it could be spotted.
@@andrewtaylor940 I'm always a little bit sus when a boeing plane goes down the blame usually falls on 1 little guy. Not the fact a multi million pound plane crashed because a few faulty sensors overwhelmed the pilots. Always the 1st to unravel the CVR and CDR to show their lack of exposure to this.
@@Jabarri74 But these weren’t a few faulty sensors. These were the most important sensors that told the pilot where the plane was in relation to the ground. At night they didn’t have much else. Sometimes it is the plane. But often it is in fact somebody failed to read the manual.
If the plane was designed properly a feedback loop to check the status of pitot tubes/static ports should be part of the preflight checklist and the feedback loop should prevent the plane from taking off. It’s stunning there isn’t a feedback loop to let crews know if they are blocked or not. Absolutely stunning incompetence by the aircraft manufacturer. I could design a feedback loop in an afternoon.
Horrifying and overwhelming experience for the pilots. Once the flight deck descended into pandemonium because of the confusion , it was impossible to recover. Great presentation ! Keep up the good work
I feel bad for the maintenance guy. We all have bad days that cause all kinds of shit, but his bad day, single item missed, took many lives. I can't imagine the guilt.
@@DavidPierre-vc6dy If he had known that he was gonna kill so many innocent people he obviously would have ripped off that tape, this guy is saying that he made a human mistake like we all do, but this one was costly. You could've forgotten that tape too and had to live the rest of your life in terrible quality. His mistake was unforgiving, but we can still feel bad for him.
@@DavidPierre-vc6dy there are multiple checks in place for a reason. Hell at my IT job we have to QC everything twice. This isn't just a failure on the maintenance guy but the entire crew that worked and checked on the plane (pilots and supervisors included).
@@Leeooooooo...Totally agreed with what you said. It’s a very human error, which ended up taking lives. I can’t imagine the guilt he must’ve been feeling to this day.
I'm a year commenting since this video was posted and hope the creators get this. That was the scariest, craziest cockpit recording I've heard, brilliant narration and a really gripping video, sad, but these stories must be told. Great work, excellent job👏👏👌
Your videos are the best I've seen. One possible improvement would be to adjust your narration volume level to match (or exceed) the pilot conversations, etc. I have to adjust down while listening to the pilots, an then back up when you are speaking. Keep up the excellent work!!
Will never forget this one because it was the first Air Crash Investigation episode I ever watched and the re-enactment was so goddamn heartbreaking. Hopefully the passengers remained unaware for most of it, but the poor crew had to endure this chaos for so long as they desperately tried to make sense of it. All this because of a goddamn strip of tape :(
I still feel if the second officer were in charge the outcome may have been different. He seemed to grasp the seriousness of the situation long before the captain. Horrifying listening to the cvr. This and Airfrance flight 447 are some of the worst to hear imo
yes the FO was a bit ahead of the captain,but in that situation i dont think anybody can save the plane...all those warning and the ATC repeatetly telling you altitude 100 its a real nightmare...we can easyly judge the crew,but the truth is the situation theyre into is very bad...and all this because of piece of tape forgotten over the sensors...so many lifes lost for few cents :( R.I.P.
@@bigballz4u captain decided to take control (FO was doing well flying the airplane), tried to engage autopilot and decided to try and slow down by extending spoilers and pulling power back to idle. Which is insane to me. I understand he was very confused, but overspend with unreliable airspeed and altitude indications should at most (if taken serious) result in pitching the nose up to slow down. Pulling power back and extending spoilers makes absolutely no sense in this situation. Still, he tried his best...
@@martinrezzy why wouldn't "anyone" be able to save the plane? They had enough fuel to circle until daylight. 80% power and 10 degrees nose up without spoilers would do it...
@@crazymonkeyVII Yeah , I wondered about that-- pitch plus power equals performance and all that--together with the wet compass above their heads and the independent radio altimeter good for at least a couple of thousand feet . That would’ve given them plenty of time to hold over the. sea and wait for that departing a/c to go out and find them .
It kind off pissed me off how the captain seems so confuse and is so unstable. He doesn’t stop talking and that only increases the confusion in the cockpit. The first officer is calm and collected. He seems very rational and doesn’t keep talking unnecessarily. It’s so sad, because I feel like if the captain was more like him I really think they would have a chance…. 😥
You have to understand that two of the most serious alarms you can hear as a pilot are over-speed and stall. Both mean something has gone *seriously* wrong. And it's essentially impossible for both to occur at once. The pilot already doesn't trust his instruments, and he has no way of knowing which are correct. So, you have to correct the stall or the over-speed. But correcting for one will exacerbate the other, if you choose the erroneous one. They had no way of knowing. The captain chose to believe the altimeter was correct, the co pilot seemed to believe the speed was correct. It was essentially a coin toss, and you can't fault the captain much. It's easy to type out your armchair comment, but the stress, disbelief, startle, and shock they were in is incredibly difficult to process in that heat of the moment. It's why the saying is aviate, navigate, then communicate. You want to fly as stabilized as possible. Both pilots didn't do this. You can fly certain engine power ratios and AoAs to fly a known stable configuration. After that you can decide to attempt to trouble shoot. But again in the heat of the moment (especially during the most stressful phase of flight, take off/landing), it's incredibly hard to fault them for it. Also there are tons of somatic illusions when flying a plane. You actually cannot feel attitude and altitude/pitch changes, you have to trust your instruments. Doubly so at night, when you have no horizon to see as reference. Hindsight is always 20/20. But those pilots were in an extremely difficult and unusual situation. Was it possible to have stabilized and saved it? Yes. But it was an extremely difficult situation. Personally, I believe had the false altitude never been given by the controller, the pilot would've likely not trusted that altitude and would've tried to stabilize without it. But the controller didn't know better, and Peru's entire aviation industry at that time was notoriously poor. Iirc it was basically run by the military and the people in the towers had very little clue on how to run civilian operations. Something like that.
@@nexaentertainment2764 very smart thoughts. It's fucking unimaginable under how much stress pilots were, put most people in this situation and they would have panic attack and either lose their shit or pass out. Also as I can understand (don't know shit about aviation) captain was under bigger load since he was piloting the plane while FO was under less since he was communicating and had more time to process everything?
As a viewer, the startle effect from all those allarms at once was hitting me hard. I imagine how the captain was feeling，the FO might have done better but he was kinda overwhelmed as well.
I may sound crazy but this is why i always try to fly during the day... it's just more safe plain and simple. Modern day you don't have to worry about it as much, but you never know
I strongly disagree! This is a very interesting video, but difficult to listen to as the narration is so soft, the constant peeping of the alarm drives my neighbour crazy (!), the ATC's voice booms out too loud, & the Captain's voice is almost hysterical. The presentation of this interesting video is very poor, & needs to be re-done. It would be well worth the effort.
@@missasinenomine What on earth do you want the poster to do about the Captain being hysterical? That is the CVR audio. The narrator has since done a much better job of balancing his own narration audio levels in his many other videos. This was the first video he posted.
I've watched the Mayday / ACI episode for this incident a couple times, but this is excellent. It's the first time I've heard the actual FDR voice recording. I've heard several people in retrospect, with hindsight, talk about what they would have done to recognize the problem, or just 'fly the plane', but honestly ... hearing the actual alarms & confusion in the cokcpit, with the pilots working against each other, contradictory info from ATC ... it would have been tremendously difficult to change this outcome.
I agree. It seems unfair to me that the investigation deemed the pilots partly responsible. They were, IMHO, put in an impossible situation from the moment they left the ground. And they had seconds to pull a rabbit out of a hat near the end. Why isn't ATC indicted for supplying them with the wrong altitude data ? As usual, it appears to me like a combination of errors. The chief culprit was obviously the mechanic and his 50 cents of duct tape that doomed a multimillion dollar plane. As for the pilot walk-around not spotting that, I would venture to say that there must be limits to what pilots can do, given a plethora of information to handle on a modern aircraft, including the planning and protocols that must be going through their minds while on the ground. At some point, they have to trust the mechanics in order to get on with their day. They cannot, for example, take apart the plane to see if a mechanic left a wrench inside.
@@bobgillis1137 Eh. They can't check for that but pitot tubes are exposed on the outside of the plane. Hypothetically in clear sight of the pilots. It's unclear whether anybody could have noticed gray tape over them at night but it's not ridiculous to think they should be expected to check.
@@bobgillis1137partial blame is fair, throughout the incident the captain is panicky and continues to get confused and fixated on the altitude and airspeed unreliable, even though they correctly identified it not working. an experienced captain is expected to know how that data is collected (pitot probes) and can then be reasonably expected to believe that there's either a problem with the flight computer, wiring, or the probes themselves. the first officer did great, kept his head, recognised the stall warning as legitimate, offering the suggestion of a guide plane.
@@kadenze6176 They didn't correctly identify the altitude being wrong until the very last seconds when they made contact with the water. The altitude was the one thing they thought was reliable because they were under the impression that it was independently verified by the ATC, this is what threw a wrench in the whole "identifying the source of the problem" business.
Yeah not that easy. ATC had correct speeds but wrong altitude. The airplane had the correct radio altimeter and AOA but incorrect speeds and altitude. They were left with this situation: ATC's airspeed matches stick shaker stall (=doesnt match the airspeed) ATC's altitude readings match the altimeter Radio altimeter disagrees with ATC's altitude They were trying to reason through who they can trust - ATC for everything? Airplane systems? Also what was up with the attitude gyro? I thought a certain power settings at a certain attitude will keep you in the air and give you a certain airspeed - these numbers are calculated in a book and usually are pretty close to being accurate. Why not use those - or did the crew distrust the attitude gyro as well? What about the directional gyro - they were all over the place!
Horrifying accident. Truly believe that this is a tragedy on all fronts. For maintenance, for the pilots & for the souls onboard. The workload was over-saturating & insanely dense. I think it’s really easy to sit at home & say “why did he do this, why did he do that”, but at the end of the day we have the benefit of hindsight. In a true emergency, you have nothing but your experience & training. No hindsight given to aid you in a situation like this. Great video, as always.
As far as total-loss aircrashes go, this one is the most terrifying that I can recall... For the pilots, anyway. This is the first time I've seen a presentation of it that included the cockpit audio, and it even sounds like a nightmare with the constant alarm being very similar to an alarmclock cutting into the dreamscape.
Terrific composition and presentation. Just like a horror movie,the narrator presents the whole thing. No personal bias,only interpretation of facts in a scientific way. Kudos to Green Dots.
These videos are nicely done. I wasn't an aviation fan, but after 1 video, these have me hooked. Great job. Such hard work on all the information put into this. I'm always impressed. 😊
It's one of those flights where I really don't think you can blame the pilots at all. God alone knows what they must have been thinking or feeling. Everything was contradicting everything else, even ATC. I did notice how Fernandez often didn't seem to be listening to Schreiber. Fernandez also didn't seem to be listening to ATC who'd give him information which he'd read back incorrectly, neither ATC nor him even noticing.
No explanation as to why ATC confirmed the incorrect altitude throughout? Ok, found it. ATC were getting the altitude from the aircraft transponder so basically reading back to them their faulty reading.
The ATC altitude readings come from the transponder of the aircraft, something called mode C. since the transponder gets its altitude from the same sources as the altimeters it would read exactly what the pilots were seeing. The only way it would be different would be a failure of the altimeter instruments themselves. Having three altimeters with the exact same failure at once is statistically impossible, so the obvious failure would be in the source.
Yes, very weird that this isn't mentioned in the video. Seems like the biggest single factor that prevented the pilots from correctly identifying the problem. The fact that they were under the erroneous impression that the altitude was independently verified and thus reliable.
4:57 _"Declaring emergency, we have no basic instrumentation, no altimeter, no airspeed indicator"_ Control tower: "Roger, altitude?" It was at that moment the crew of this airplane knew, they where talking to an idiot...
I completely blame ATC for this one. The pilots were repeatedly given a false altitude of 9700 ft by a clam voice on the ground while they were in a high-stress situation. It would be difficult for any of us to ignore ATC in that situation because of how sure they sounded when relaying speed and altitude. The controller never once suggested “your instruments may be faulty and we are only getting data from your plane’s transponder. The terrain warning should not be ignored.” Sure, a contributing factor was the constant chatter by the pilots. Several times I heard the captain, FO, and ATC all talking over each other. Not sure this situation could’ve been salvaged but I would still assign the primary cause of the crash to ATC.
The pilots could ask have looked at their radio altimeter which isn’t affected by the static port and the stall warning is triggered by the AOA sensor which isn’t affected by the pitot tube
ATC could have saved the plane. They had the advantage of not being in middle of the Chaos and alarms, nor their life at risk. They had so many opportunities to instruct and calm the pilots and save the day. - They had ground speed so they could ask pilot to ignore over speed warnings in the cockpit. - They should have know that the ALT they see in their screen is coming from the aircraft and not their radar. Even if they weren't aware of that, they could have asked the pilot to climb and check if the altitude information is behaving as expected. These are experienced pilot they could have judged at what throttle setting and pitch, how fast they should be climbing. - Once they heard that the pilot is getting radar ALT warning they should have ignored all the ALT information they were having and instead asked the pilot to CLIMB, and keep feeding them Ground speed information frequently. Indeed the pilots were in complete chaos, but one thing they could have done was ignore all the airspeed and static ALT information and tried to manually fly the plane using the ADI and throttle. I still feel the ATC could have help more as they had the luxury of being in a more controlled environment and could have taken help from other on the ground (pilot and engineers)
Agreed, the ATC shouldn't have relayed the altitude readings without letting them know it's from the transponder and therefore identical to their own instruments.
hindsight is 20/20. ATC did not say anything uncalled for and it was up to the cockpit to disregard any information coming to them from the ATC (whether it'd be from transponder or radar). It's their freedom to say "dude, the ALT you are giving me is identical with what the FD shows me, so please stop updating". also, no ATC controller would be that ballsy on taking the control of the aircraft from the ground. it's captain and FO who are flying and they can only ask for help. no controller can and will take on such a responsibilty and frankly, they shouldn't anyway.
Well made video. Awful situation to be in. This accident emphasizes the need for better system understanding, where pilots (and ATC) know which data comes from where, and which systems are independent. Like the radio altimeter - and that the ATC did not know that the altitude they see on thein secondary radar is simply whatever the plane reports.
Absolutely, the need for better systems understanding was my main takeaway from this crash. That and a systematic approach to problem-solving facilitated by good CRM.
@@GreenDotAviation The biggest and foremost takeaway was that you should never ever let untrained personnel touch the airplane for even the most mundane seeming tasks. Every single hand that comes in contact with that airplane or performs some servicing task on it must have a very clear level of training and understanding of the tasks and what impacts are possible. This plane crashed because they let the untrained minimum wage service worker wash the plane unsupervised, and everybody assumed it was just like washing a car. until it wasn't... While pilots do need a greater amount of systems understanding, especially where the input data for their instruments is coming from, you want to be a little bit careful about that. There have been a number of horrific crashes caused in part because pilots thought they had an understanding of such a system, or in a few cases they had a clear understanding of the system as it had been, but were unaware that the manufacturer had made some subtle changes. There were 2 or 3 instances of the pilots shutting down the wrong engine due to bad systems understanding and assumptions. We need to figure out a way to insure that the pilots have a clear understanding of the plane they are flying today. Not the one they flew yesterday. Which gets a bit trickier. Pilots are masters at carefully repeating endless seemingly mundane tasks perfectly every time. The problem can be once they get a task learned into their set of known options, getting them to unlearn it when things change. For example "oh yeah we just reset this breaker to reset that instrument"
Awesome video and channel, already binged all of the vids. I like the narration style and pace of the videos, this one being my favorite. Keep up the great work man!
I agree. I just discovered this channel too, this is the second video I watched and I found it gripping. Having real audio as well as the excellent narration is a winning formula. This is a channel which deserves to succeed.
@@GreenDotAviation You are doing an amazing job! I really like how you take the time to explain how some systems and sensors work and what is the meaning of some aviation terms! You could just tell the story and that’s it, but you apply the extra effort. I really think you are very smart! You must study a lot about aviation. Congratulations ☺️ It’s an amazing channel!
when he said 'we're' hitting the water!!' omg that was one of the scariest things ive ever heard probz my worst nightmare i think its gonna stay with me for a long time i so badly have the chills
this is hands down my favorite green dot episode. the in flight voice recorder seals the deal for me. the immersion is immaculate. the terror is gripping.
Just when you think you are having a terrible day at work, remember is not as bad as the day for these 2 pilots, bet you will put on a new perspective on your day🥴
Binge watching your videos! The audio is heartbreaking to listen to, knowing they are all about to die. I can't even imagine the terror on that plane. May they RIP. Brilliant presentation. Your knowledge is mind blowing⚘🌻
These cockpit recordings have a common confusion which would be easy to fix: The alarms continue to sound adding to the sense of panic, sense of confusion & are a terrible distraction. Take the air speed alarm beep-beep-beep... Although it requires immediate attention, it could be arranged so it can be silenced or turned down in volume allowing the crew to work the problems rather than sit there panicking & being bombarded in noise clutter...
The captains instincs and awareness in the pitch black against faulty instruments were actually quite incredible. For a while I thought they would get it down. Id say the pilots did a fantastic job with what they were given
The captain had been counterproductive the whole time. There was a brief moment when FO logically sorted out critical information but was cut short by the constant whining from the captain sitting right next to him.
Yeah the problem is you fly for 30 years and then experience something like this once. It probably would've been better to fly in a holding pattern somewhere near the coast until they figured out what to do, I'm not sure why the captain insisted on landing without having speed and altitude information.
My god those poor bastards! The information overload they endured must've been mind-melting. My head was swimming trying to absorb all the warnings, cockpit audio & ATC - & I wasn't trying to fly the thing. I hope some important lessons were learnt in making sure ATC learnt to at least question altitude data in situations where they're given information that at least suggests what they're receiving may not be accurate such as in this case where the FC made repeated reference to having shutdown engines but were being told they were still climbing.
Or being reported to be steady at an altitude while changing stuff around and without autopilot. if there was anything that might induce a feeling of doubt in a future situation like this, I think it would be that. Even if not enough doubt to change what you think you need to be doing, at least enough that when the GPWS kicks in with its direct plane-to-ground radar, you realize the altitude must be wrong and react promptly.
Once I heard the overspeed and the stall warning came on at the same time, I knew that flight was toast. I’ve seen many cases of “Blocked pitot tubes” and their always at night but one thing for certain, always trust the ground proximity warming system 👍🏽
Goodness That was one scary cockpit voice recording. Thanks for all the details and great presentation. Very sad situation, and so confusing it must have been terror!
I’ve watched so many of your videos without commenting, but this particular story was so scary dude. The sound of the wing hitting the water was bone chilling! To be in their situation and not only hear that, but feel it when you think you’re thousands of feet in the air, in pitch black..
always amazed in these videos where the "too low terrain, too low terrain" warning prompts a discussion and debate in the cockpit, rather than an instant "lets pull up and sort things out later" reaction. in this case, they think they are at 10,000 feet, so whats the harm in flying in the general direction of up until they sort it out. the alternative is keep flying in the general direction of down that the plane says its heading, and hit something. hmmmm, which could be the best of those 2 options......
I'm Chilean and this was a terrible day. One question remains for me though. If somebody can clarify please. The sensors were blocked by the tape, so the altimeters are in complete fault, however the pitot tubes were fine (not blocked), why the speed was at fault as well? Keep up the good work!
the terrain warning and stickshaker would have made me increase speed and altitude, despite what the other warnings were trying to tell me. Then wait for the rescue....? Has that been done before?? a passenger plane bringing-in another plane, in the dark???
I don't understand why they didn't dispatch a fighter jet, good luck getting a 707 safely to you when you can't even see the water 200ft below. A fighter jet has a radar, he would have picked up the jet
It also blows my mind how they did not contact a mechanic when their plane was in such an obvious malfunctioning state. They had figured the cause of the faulty indications (petotubes) but surely a mechanic should be able to tell which readings would be affected. It also blows my.mind how they did not get fighter jets in the air to escort them. They could have used their radars to reach them and get them to safety.
They could have asked for a mechanic's opinion, and also they could have thought about it themselves. Pilot training (even 25 years ago in Lima) surely includes studying which instruments have connected dependencies.
They didn't figure out the cause. They thought their altitude was reliable because they were under the erroneous impression that ATC was independently verifying it when in reality, ATC was just seeing the altitude the plane was reporting, i.e. the same incorrect one. Since they thought there was nothing wrong with the altitude, that ruled out the pitot tubes in their minds. If they had known the altitude was also faulty, there's a good chance they would've identified the source of the problem themselves.
Where tf are u finding a mechanic? Even if they did, they didn’t know the cause of the false instrument readings so they wouldn’t be able to explain to the mechanic their situation. Also, how does it “blow my mind?” I guarantee that u wouldn’t think straight if u were in that type of situation
First lesson in Flight training: Proper Attitude + Proper Power setting= Proper Performance Not to say that this wasnt a horrible situation for the crew with all the false indications and aural warnings in the cockpit , it must have been super stressful. But it is days like this where you must revert back to the basics and think of a plan. You got to cancel those aural warnings after being identified and have clear comm with your crew. I do believe they could have had a way out by flying their Attitude indicator straight and level over the water, because you aint going to hit anything over the water. This would have reduced the stress levels a bit and made them able to communicate more clearly and come up with a plan. At the end of the day, I am saying all this from the comfort of my seat and I am sure it was hell in the cockpit. RIP for everyone on board.
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Gutted I didn’t get in contact with you before you published this video! I have the pilots photos.
It's hard hearing the voice over the music. Mixing 101
What an interesting case! But spoiled almost completely by your low level voice and over loud music. I’ve enjoyed your other videos immensely and no such problem. Normally your voice is strong and assertive but here you sound almost depressed. Hope everything ok with you.
Good video. Sadly preventable situation, regarding the duct tape or such. For what its worth, I think it was unfair to put the blame on the pilots who were put in an almost impossible situation to pick between conflicting data.
I do wonder how ATC could not get an accurate altitude of the aircraft with their own ground radar. Any thoughts ?
I couldn’t imagine how much stress those guys were under. Especially with all the warnings screaming at you you for minutes it probably got exhausting and probably clouded their thinking
"we're declaring an emergecny, we have no basic instruments, no altimiter, no airspeed indicator"
"Roger, altitude?"
What’s your vector Victor?
@@Cj-xl3jvlol
We have Clearance Clarence
Even an estimate would have been useful
We got a code blue in sector four!
-Paul Blart, Mall Cop (probably)
Crazy how the captain actually says at one point, “what the hell has Maintenance done”
Thats always the excuess....
Well, he was right.
@@henrymcmiller2527 Maybe just maybe if the F/O would have done the pre flight the airplane properly (Check static ports) yes it's on a normal routine walk around this would have been avoided, one of the problems suffered now once flight engineers were removed from the cockpit, Pilots tend to do lackadaisical pre-flights (Retired Pilot holding Mechanic, F/E and Dispatcher ratings) still alive after flying since 1964 because I don't trust anybody!
@@MrAeronca100 I agree totally. I am a retired tank commander who had complete authority over my vehicle. I always did my pre inspection checks. I always followed the inspection checklists. I strongly suspect that the captain relied heavily on maintenance personnel. The fact that maintenance chose grey tape that made it difficult to see during the walk around. Pilots become frustrated when their plane don’t leave on time. It is amazing that seasonal pilots make routine mistakes. As First Sergeant of Tank units I dealt with the same issues as Airlines CPT and FO’s . Over time I noticed experienced Tank Commanders became complacent and not followed checklists. This accident did have to have happened if everyone at every level just did their jobs. My job was to get in soldiers asses. A job that I did very well.
@@henrymcmiller2527 First off thanks for your service and we both are hoping guys like you are still around in the Army, my brother in-law was a tank driver 3rd Army and went all the way with Patton...now on Static ports it so way to obvious not to see and inspect the multiple small holes that have a big circle painted around them in fact you are looking at the ares to see if anything is covering them but the big tip off here is when maint pulled the leak check on the Pitot Static system it was noted in the log book most likely a Central air data computer was changed or re-racked requiring the leak check, the first thing the crew does when arriving is REVIEW the log book so any mention of this would require the F/O doing the walk around to pay attention to the Static ports, the second screw up comes while they are in flight with no idea whats going on? had they read the log book that would have been all they needed to formulate a work around and at a minimum continue to climb...sadly most Pilots now are very weak on systems knowledge and are focused on automatic systems and somehow the First rule is neglected "FLY THE AIRPLANE"
This is almost the most scary cockpit situation ive ever heard of or seen in the history of aviation.
Same I was just thinking that whilst watching it. I think it must be a pilots worst nightmare
Almost? It was like a twilight zone episode. Horrified
@@TheWhanfried Well put.
Made me feel a bit sick just imagining what that was like in there for real, Jesus Christ
9/11 was worse
The poor FO I think he was able to think logically. Especially with the stick shaker. I think he knew that that was the truth. The terrain warning was the last indication 😭😭😭
Once I heard the shaker in the audio I had the same sentiment
After watching this episode I was wondering are Pilots not taught that aircraft uses which technology to show which reading ????
I mean if radio waves are used to generate "to low terrain" warning, it is much more reliable than other warnings being generated basis of which is air speed and pressure as read by pitot tubes which can get blogged due to some reasons....
@@adityaagrahari6163 They are in theory, and in the West they virtually always do. Did you hear how over 1/3rd of the pilots flying for Pakistan International Airways had fake pilot credentials? Consider further than nobody apparently could tell the difference between the "real' PiA pilots and the 'fake' PiA pilots.
@@adityaagrahari6163 There were too many conflicting data and couldn't separate the truth (happens to anybody). Ultimately there was no way to fly the plane blind (ILS) in the dark and was doomed. Maybe if they had city lights on the ground, they may have saved.
Even on impact, the captains brain was telling him he was at 9700 ft because that's what the instrument was reading. His last thought was 'damn this ocean is high!'
Tis just a wave
@@nutcrackerscrack9861 A 10'000ft wave!
FO: captain, our wing is impacting the ocean. Captain: tis but a scratch.
Only pilots know what high seas actually mean
Not really, at the end u can see that pillot says it is 370 and fo asks what 370, and after he says terrain but it was too low... So i think he figured out but was too late :((
The captain seemed completely lost going in circles. The first officer seemed to have had a handle on it, but had to defer to the captain
He didn’t haft to defer to the captain, they were both confused.
@Luis R which is why CRM is so important, but ego got in the way. If you’re flying a plane then you need to leave your ego on the runway.
What's ego hot to do with it??? He clearly communicates well with the FO, but he has more workload than the latter, so the FO figures it out first, but unfortunately too late. There was no time to react.
@@apogee9973 Please rewatch the episode, on more than one occasion the Captain countermands good requests from the FO. If the Captain had shut up and handed the flying to the FO, they may not have crashed and had time to get an aircraft to direct them.
I feel like FO was making it worse because he didnt understand the sitution and probably would have stalled the plane and captain was correct in telling him the warnings they are getting are not reliable.. so its very strange that captain ignores the ground proximity warning. I think I would have imediately added the throttle and pitched up because high up I am safe.
The story that tells you to always trust the terrain warning over anything else
Flying too high is deadly, but that takes a lot longer than hitting terrain.
@@BaalsMistress also, gives you room to recover from the ordeal. Once you're too low, however.
This story was frustrating.
The captain knew so little about the plane instrument systems, that he was probably the sort of guy to call out a breakdown service to change a car tyre for the spare.
Except if you can visually verify that it's faulty.
I've binged all of the May Day air disasters and other documentaries. I'm walking away with the understanding that if the terrain warning goes off, you better get some altitude ASAP, because all of them ends in disaster otherwise.
Are air traffic controllers not trained to understand how they receive altitude information on aircraft under their control? That part honestly baffles me.
You expect these third world shiethole ATCs to be well trained? Lmao.
They were all baffled due to impotent aviation administration in Peru.
Exact same thing I was wondering. I'm working in the film industry and only picked up by chance that the altitude information on the ATC screen comes from the airplane, not through any device in the ground. So why wouldn't professionals know such an important point of a technology they're working with... just shocking and so sad...
Agreed.
South America… not really a hotbed of capability or intelligence...
No video that’s covered this incident has adequately covered the pressure these pilots must’ve been under until now.
Mayday covered it. He said "it's easy to sit here in the comfort of your home or office, and say what should have been done, but when you have 3 or 4 alarms going off whoop whoop, terrain, pull up, at 3am, with no horizon, pitch black, and your instruments are giving false readings it's a totally different situation
@@DavidPierre-vc6dy They explained it, yes, but the way ACI episodes ar put together, you don't get as much of a sense of what it would be like to _be_ the flight crew. Green Dot's video spends most of its time in the pilot and copilot's POV, using the actual CVR recording. I was watching the radar altimiter number dropping on the screen, which created a strangely interactive situation.
@@DavidPierre-vc6dy yeah they were screwed from the outset.
@@ReddwarfIVI don't know. I find Mayday videos to be better with all the enacting as well. Also they have actual experts and x pilots who explain the issue, unlike the owner of this channel is not really an expert
@@CW-rx2js Oh, don't get me wrong, I love ACI. I was just noting that the Green Dot episode managed to do something the ACI episode didn't.
If my husband takes his seat belt off even for a few seconds the beeping drives me mental. I cannot imagine how those pilots were able to function with all those different alarms going off simultaneously.
It's like a horror movie, but it was real. So tragic.
I wish there was a way to just let the plane know you've heard it and shut them off for 30 seconds just to be able to think
You must be fun to drive with
@@SunBear69420 it annoys everyone in the car, not just me. The seat belts are put back on pdq.
Chilling. Absolutely chilling…hearing the flight audio transcript makes this video insanely engaging. Kudos on the great presentation!
Thank you! Glad you enjoyed it. I'm aiming to incorporate the CVR audio into more videos in the future.
@@GreenDotAviation , waiting eagerly for your future videos now! :)
@@GreenDotAviation LOVE aviation, LOVE and build models (both kits and r/c models) and go to as many airshows as I can but between your channel and mini aircrash investigation I'm TERRIFIED of flying.. 🤣🤣🤣🤣🤣🤣
Go away Debayan and poo in the field like you guys do back in India
@@GreenDotAviation ENJOYED isn't really the word for me, but I certainly APPRECIATED it!
This accident always leaves me with a lump in my throat. To think, pieces of tape caused all that chaos in the cockpit leading to them losing their lives.
its truly a terrible thing.
Third world airplane maintenance and pre flight
@@madman5042 First world airplane maintenance and pre flights have their fair share of high profile fatal crashes 🤷🏾♂️. Lets start with American Airlines Flight 191...
There is another similar ‚tape accident‘, when after painting the fuselage, the static port that was taped was ‚forgotten‘ to be untaped. Neither the responsible worker, nor the superviser, nor the pilot first flying the plane (outside check) noticed that - the tape was still on. Kind of good example of the 🇨🇭🧀 model.
And do you know what’s worse? months before this accident another airplane had crashed shortly after departing from northern Dominican Republic under similar circumstances, it was a plane bound to Germany most passengers were Germans returning home after holidays, alerts were sent to the aviation industry that the pitot tubes was something to be careful with, no one paid attention until this happened….
Aircraft control were receiving incorrect altitude data from the aircraft's transponder. Neither pilots nor ATC realised this. Tragic.
Puncture wala spotted
@@madman5042 ShivLund pujari spotted
So, if they would have approached a big Ship like a Freighter, Containership or a Cruiseboat, they might have just realised that they were far to low..? But it was all just pitch black out over the Sea!
@@madman5042 teri maa ki chut m puncture
@@madman5042 dalke bhakt
Some blame should definitely be on ATC for not knowing they got their altitude info from the plane itself. Had they known this, they could have told the pilots it was unreliable and not mislead them, or depending on the age of the airport, switched to primary radar and gotten a rough idea of their real altitude.
EDIT: While the Captain was clearly overwhelmed and had a worse understanding than the co-pilot, this was post CRM reform and the co-pilot did speak up and get the speed brakes retracted which bought them some time. The ATC insisting 9700 was correct meant there was zero chance the co-pilot could talk the captain out of that in time. Had they said it was bunk co-pilot would have had more luck...or the ATC could have gotten primary radar up. Even the instrument focused Captain didn't like the GPWS going off and it made him question the altitude.
That should have been known info in the air community. Hopefully we are a learning society.
Primary radar gives you the position but not altitude
The pilots should have known that anyway.
@@jonbraid2520 You could literally say that about the ATC too. Except the Pilots were the ones in a dark cockpit full of contradictory alarms so I'm cutting them more slack than the guys who went home alive.
@@Forakus It can give you an extremely rough altitude that's less rough the closer to the ping point you are (by the standards of 90s civilian primary radar anyway). Probably only good within a couple hundred feet, but better than what they had
Brightly colored sticky tape is now required if ground crew wants to cover these static ports. Newer planes feature an emergency static port which can be opened manually if anything like this ever happens again.
Amazing how everything has to be learned by experience. Murphys law is really a thing in aviation history.
@@AdrianCChaseevery safety measure in aviation is written in blood
@qaisersheikh2712 that really sucks man ☹️💔 at the expense of these tragedies
@@qaisersheikh2712 damn....
Great work,my only snag with the video is the volume of your voice is too low in relation to the other sound, straining to hear the narration, great work bar that , keep it up 👍
I agree! The piano music drowns out the faint narration.
Holy moly... the reveal of the initial cause is mind-blowing in this one.
You must have a mediocre mind then.
And is actually surprisingly more common than you would think. Maybe common isn't the proper word to use, but I've learned of more than a couple crashes or incidents at least that involved the pitot tube being obstructed by human error.
@@MarkJoseph81
Here, it was the static ports.
But yeah, the same principle and tape problem, obviously!! 😮🙄
The horrific thing is that while in the cockpit and on ATC is utter confusion, there are dozens of passengers, sleeping, listening to music, watching a movie. They have absolutely no idea the trouble they're in. The crash will be a total shock.
Better for them to go out that way, not knowing what was coming.
They wouldn't have had slightest idea of what happened. Alive one second, dead the next!
They would not have had the opportunity to be shocked...
@@Bamboule05 i mean after first bump to water they had few seconds before the final one. So some of the passengers for sure felt something is going on. Imagine in the night when you think you cruising in the air getting hit with the bump in the air. Nag chilling. Rip to everyone.
If there's nothing that can be done to avert your fate, maybe this is just me personally, but I'd rather not know it's coming. Why spend the last few moments of your life in fear?
The way you produced this was very effective. Until the last minute you are hoping they are going to be ok. Then the cruel reality smacks you in the face.
RIP to all who died that night off the coast of Peru. Contradictory messages in the cockpit and all because someone forgot to remove a strip of sticky tape. I wonder if they would have been able to recover in daylight ? Presumably that would have made a huge difference to the situation. The FO seemed to remain calmer than the Captain did.
Did you just ask if they'd be able to recover in daylight? Really?
they would have never gotten into that situation in daylight. Or even if they were flying over land. Flying at night over the black ocean is what doomed them.
However unlikely these scenarios are to happen, it does make you a bit more worried about flying at night- rather than daytime...
You can fly using your eyes in the daytime, you can't fly at night you need automatic systems to guide you and all of those were malfunctioning and the ones that were working couldn't be differentiated from the ones that weren't. The pilots 100% would have been able to recover in daylight.
It is called CFIT. Happens all the time. The crew can get a few extra seconds if they break the cloud cover but by then it is almost too late.
That's so chilling hearing the voices of the pilots as they have no clue what's going on then hitting the water.
Of course they have no idea. Only a white captain could have saved the airplane in this instance.
@@madman5042 😂😂😂
@Madman unfortunately I agree lmao. You could tell these shitskins had absolutely zero idea what they were doing; just complete pandemonium in the cockpit with no clear-headed thinking. Sad but race and IQ is something we can never dispel. Whites on top. 🫰🏻
@AndyGKaufmanwhat do you mean based? That’s literally racist
racist but true
@@HuyNguyen-ll9gz
That first officer had brass balls standing up to the captain trying to save his life (even though the capt wasn’t malicious in his thoughts) it took intestinal fortitude to go with your beliefs as a first officer, God bless them all.
@@bobby1970 Pulling back on the yoke in a stick shaker situation is exactly the WRONG thing to do. It worsens the stall. Proper response is to add power.
@@kurttappe on a plane with engines mounted under the wing, increasing power can raise the nose and induce a stall before your speed is up. You have to pitch down first, then increase power.
@@bobby1970 Are you a pilot?
The sad part is in the very beginning FO wanted to approach with ILS and demanded, but captain for some reason interrupted and canceled order. After near first impact with water even captain decided that it is best to follow ILS approach. But it kinda was too late due to inside cockpit already were too much stressed out making them to have low self control and proper thinking. FO actually might have saved plane and lives if everything he said was followed such as asking for another plane to help them to show the route and ILS approach.
@@alibekshamsidinow9035 The fault is ultimately with the captain, he was completely lost but the FO clearly felt confident in his assessment. But because the Captain outranks the FO, he was unwilling to cede control to more competent junior officer. Although the ACT deserves massive blame for incorrectly passing along faulty info and not checking *where* he was getting his number.
The amount of confusion in the cockpit is just astronomical. Even the most experienced pilots in the world nowadays can easily succumb to this.
I kept thinking they were speaking over each other, but given all the erroneous information being received I'm not sure that even a better cockpit CRM could have allowed the pilot to reason his way out of it.
The report was so quick to blame the pilots, but what shocked me was ATC confirmed their altitude at 10000 ft the whole time! WTF WTFx10000! That was the real problem. they were directing traffic with a broken radar 🙄. The pilots did fine, keeping wings level at “10000” while waiting for help. We see pilots like Sully and expect that level of performance but these guys never had a chance until the GPWS alerted. That’s their real key weakness not remembering that system gives an altitude reading.
@@Greg-yu4ij it was also a night flight and without the systems working they probably got spacially lost in the darkness with the ocean in front of them. Oh yes, and this night was full of fog and clouds so they were flying blind from take off.
@@Greg-yu4ij - The ATC controllers only see Mode-C altitude on their radar screen, the faulty instrument altitude of the jet.
@Greg ATC radar altitude data comes from the same erroneous data the pilots were seeing which the aircraft provides via its transponder
God, that’s a horrifying cockpit situation, there was so much going on that I was feeling overwhelmed just listening too it. The “pull” cut off abruptly is haunting.
The Algorithm sent me this channel and I’m HOOKED! you have one of the best voices for narration that I’ve ever heard. If I’m listening at night, I usually drop off to sleep because your voice is so comfortable to listen to. Maybe you should consider audio books as another channel, but don’t give this one up. It’s amazing!
you must be watching another video! The constant beeping is a warning!
Regardless of the over-speed warning and the split brain that was happening between the pilots, it blows my mind that the pilots thought their plane could stay in the air with engines at idle and air-brakes deployed - all while both are trying to determine an accurate airspeed, and no one is flying the aircraft. When the GPWS and stick shaker kicked off, that was chilling - something dangerous in that cold blackness in front of you is out to get you, but you cannot detect it with your senses. When in doubt give it a gentle nose up and a bump in engine power, you cannot hit the ground when you are gaining altitude. The warnings/errors/information overload must have been unbearable. What an exhausting fight for your life.
FrozenJoe; I fully agree. I am not a pilot but do know a bit about aircraft. Watching and listening to this re-creation is absolutely chilling! Being inundated with noisy warnings, many of which were contradictory, would not have helped the pilot's thinking and decision making processes. It is also very disconcerting that neither the pilots nor the controller understood that the secondary radar was just showing the incorrect altitude coming from the blocked sensor on the aircraft. If you understand how systems work you are a lot safer when you are using them!
I wonder if the results would have been different if the pilots were able to silence all of the aural warnings so they could collect their thoughts and figure out a strategy to keep the plane in the air with some degree of stability. For example, set thrust and deck angle for a known safe/stable speed, keep wings more or less level, drone around in an over the ocean holding pattern under radar position guidance, and maintain altitude of ~2000 feet using the radar altimeter and wait until dawn. Having light would be a big help to them in achieving spatial orientation. Their destination was Santiago Chile, about 2500 Km from Lima so with alternate and contingency fuel on board they should have had perhaps 5 hours of fuel under normal flight conditions. The flight took place on October 2 so the start of morning Nautical Twilight in Lima would have been about 05:05 AM. The flight took off at about 00:45 so they might have had sufficient fuel to make it to dawn with some luck, though flight at low altitudes does use more fuel. At the very least they would have lots of time to coordinate with ATC to set up ditching location and use the ground-speed, heading, and location information from the controller along with the radar altimeter to ditch in a controlled fashion there where help could be pre-positioned. In a perfect world of course... Safely ditching in the ocean has been done on a couple of occasions (eg: ALM 980) but the ocean is nothing like the Hudson River!
Hahahaha you expected these third world garbage slum pilots to do better?
I agree that's what amazes me everything that the aircraft was telling them was physically impossible. The first officer sounds like he was understanding this but the captain just kept coming back to how fast it was going. Even though Air traffic control repeatedly gave him the correct speed. I think he was just so focused on and so used to his instruments being correct that he couldn't wrap his head around the idea that his aircraft was having a nervous breakdown for lack of a better term. I do wish the first officer had been more insistent because his voice sounds like he really understands that they're about to die at some points
Frozen Joe; You say "You cannot hit the ground when you are gaining altitude." Actually, you can hit the ground when you are gaining altitude if the ground is gaining altitude faster than you are! There are lots of aircrew and aircraft that would attest to this truth - if they were still alive. Air New Zealand's Mt. Erebus crash in the Antarctic is one of many that come to mind. Cumulo-granite is really nasty stuff... Over an ocean this theory may have some merit but even then there are risks as the ocean tends to have islands dotted around and many oceanic islands have very steep and tall mountains at their core as they are essentially extinct volcanoes. There are also ships that can have mast tops a hundred feet or more above the ocean's surface. The ONLY reliable altimeter reading the AeroPeru crew had was the radar altimeter and it maxes out at around 2500 ft. Still, if the understood the situation properly they could have flown the aircraft without crashing it for a long time and given themselves the time to come up with a plan to get the aircraft safely on the ground.
You can't hit the ground immediately no, but you can stall and hit the ground even harder a little later on. If they're getting both stall warnings (don't try to climb) and ground proximity warnings (climb) simultaneously it must be an absolute nightmare.
From watching a bunch of these things I believe there's a standard setting of pitch and power that pilots are supposed to use when airspeed is unreliable, but evidently the fact that the altimeter was also unreliable confused everything. The numbers they were getting from ATC couldn't be reconciled with each other and they chose to trust the one that seemed to be consistent. It was the wrong one to trust.
So sad to hear. The FO seems to have a way better understanding of the situation. RIP.
Yes he probably had a white ancestor.
Schreiber sounds like an out of touch boomer uncle that always knows it all at the family bbq's
@@madman5042 What guy named Schreiber doesn't?
@@Zestyclose-Big3127 you think you're smart huh? I've chopped men into peices you want to test me huh?
@@madman5042 Really disturbed that the channel is allowing overt racism to stay here.
Listening to this is like watching a horror movie. The pilots/ATC think they are running away from the monster, but they aren't, they are being led right to it. We can see what is happening but can't do a thing about it. I feel beyond horrible for the crew and pax. I hope they didn't suffer. God Bless you!
On a different note, you do a great job on your videos. I watch many aviation related channels and your channel was just suggested to me. I'm looking forward to seeing all your videos. Great job, best wishes!
Truly an awful situation. And thanks, glad you’re enjoying the vids!
I’ve watched a few documentaries on this case and this is one of the best analysis’ of the feeling when watching this recreation.
Same here, ( sort of) I just happened across this channel today and these video's are EXCELLENT!
This is one of the more frustrating conversations between captain and co-pilot out there. The captain at one point states that the pitotstatic system is gone, yet he continues to get confused by it. Adding to that they set the engines to idle for a prolonged period of time. That is not normal in any case, so why don't they pick up on it? The co-pilot in this case continues to try and methodically work the problem. If they had a better understanding of which alerts were coming from which system they could have figured it out i think.
What got me was from 22:18 to 22:58 they had “too low, terrain” going off, they had 40 seconds to power wall and pull the nose up, that 40 seconds would’ve absolutely made a difference and given the engines a few seconds to spool up with full power and plenty time to pull the nose up and get away from the sea. Just incredibly frustrating all around
it's as if the captain's training - _always trust your instruments_ - is coming back to override his reasoning. Just when he and F/O need to sus the thing out, instead his reflex takes over and leaves him helpless.
He got confused because he thought he still had reliable altitude, which would rule out the pitot tubes as the source of the problem. The reason for this is that they were under the erroneous impression that ATC was independently verifying their altitude reading when in reality, ATC was just seeing the altitude the plane was reporting, i.e. the same incorrect one.
@@MLennholm So basically the ATC's misunderstanding of his own system killed them. Crazy that he wasn't even mentioned in the aftermath. He's at least as guilty as the guy who forgot to remove the tape.
Edit: Read on wikipedia that the maintenance guy covered the sensors with gray tape even though he was supposed to use bright red tape. He also claimed he removed the tape afterwards and that it was sabotage. Fuck him!
@@MLennholm
🤦♀️😩🥴😞🥺😢
This one broke my heart. Im speechless and so sad for everyone. The pilots tried their best and were under tremendous stress, so probably not thinking as straight as they should have. But to hear them talk and then ..just NOTHING 💔😭My lesson here: Take pre-flight checks and too low terrain warnings serious! May they rest in Peace.
That is one of the most chilling CVR records I've ever heard, up there with JAL123. Excellent video thanks
Air France 447
@@amjadmuhammed2659 😢
yeah the audio from Japanese flight with the broken rudder is bone chilling
@@bzorbbob817 at least there were some survivors along with they flew 30 minutes without rudder
@@amjadmuhammed2659 Air France 447 CVR was never publicly released right? Only the transcript
I was watching this with my over the ear headphones on in a darkened room. It felt as though I was actually there on the cockpit, particularly with the original cvr added to the realism.
The mounting tension with all the warnings sounding was intense.
I guessed early-on it was a problem with the pitot but thought it was probably iced-up. It was mind blowing to discover the real reason, totally shocking.
Your presentation is awesome, attention to detail, timely & well paced narration, fantastic piece of work. Very well done.
I have subscribed.
Thanks so much, I'm glad you felt it was immersive.
@@GreenDotAviation yeah, immersive is the perfect description!
iced up.... in the middle of South America? You're just as clueless as the ATC and Pilots. may we never forget their ignorance and sheer incompetence.
Absolutely mind blowing…a piece of tape caused nearly 70 deaths, bankrupted and entire airline, and put a mechanic in prison for negligent homicide…just chilling that something so small could result in such a catastrophe
@@Sourdragon1
The butterfly, or domino, or ripple effect, as they say… 😢😢
This was stressful to watch from my couch, let alone in that cockpit. All those alerts, contradictions etc, so confusing. The Captain and FO seemed overloaded and the stress must of been off the charts. Sticky bloody tape!! Unbelievable.
Very stressful yes, so much so I even forgot the title of the video indicates the outcome of the flight- couldn't believe they crashed! The ATC was in the best position to calmly identify that their radar altitude is just reading from the erroneous instrument coming from the plane itself. That indicates lack of knowledge of where the data is coming from. Also why wasn't there more staff assisting at the ATC or mechanical help from the airline- someone is surely available 24/7. Did the pilots ignore the correct barometer altitude reading in the central panel?- that could have confirmed the Terrain warning
I thought the co-pilot was very assertive, especially when comparing him to other co-pilots who were too intimidated to be more forceful with "legendary" pilots! This was a fantastic video...every one you make is SO engaging, watching the simulator with the overlay of the actual pilot transcript is just mesmerizing! Thank you so much for these videos! One question I wasn't clear about. Why did ATC keep telling them they were at 9700 feet? Using radar, wouldn't that be an accurate reading from the ground?
Yeah that one wasn’t really well explained - the altitude reading on the controller’s screen was being relayed to his computer by the airplane’s Mode C transponder. So the controller was looking at the same faulty reading caused by the obstructed pitotstatic port that the pilots were looking at.
@@davidrobertson2826 Wow. The pilots probably thought the ATC was getting the altitude reading from radar, which gave them more confidence in their own broken altimeter.
@@aminorinternet Exactly, if they hadn't been under erroneous impression that the altitude was independently verified by the ATC, there's a good chance they would've correctly identified the problem.
Another great video.
Something that I am picking up after watching a lot these videos and reading accident reports is that in the vast majority of the accidents is usually the younger pilot who maintains better situational awareness and general aircraft knowledge while captains almost always screw thing even further by not applying to standards and believing in their "experience". What I conclude is that a recently trained pilot is safer than an experienced one.
Or a better way to put it is a captain is more skilled and has more knowledge than the fo while the fo is more calm and is able to make better decisions
My guess is that the captain has flown so many times with no issues that they become complacent and develop an "it can't happen to me" attitude. On the other hand, the junior has only recently had everything drilled into their head and is probably hypervigilant over everything that could be going wrong and how to fix it
It's the same with surgeons: you want the 30 year old ot the 60 year old
Great video. I subscribed. This one is so tragic, those last few seconds must have been terrifying for the passengers, I can't even imagine what I would have thought if I was flying along, and we suddenly bounced off the ocean. Rest in peace to all of them.
I’ll never understand how pilots can convince themselves that “terrain terrain, pull up pull up” is a malfunction. Although flying too high can be dangerous as well, I’d rather be too high than too low.
Wow! I watch a lot of these air crash investigation videos from several channels, but I love how gripping this one was! You really feel the confusion and frustration the pilots must have felt as you listen to the cockpit audio. Great job!
That’s great to hear, thank you!
One of the most terrifying accidents. I love these videos because, as a software developer, they show me how systems can fail.
I have heard numerous black boxes, the first one that ever haunted me was the final moments of JAL 123 for the same reasons that this one is hurting so much: the plane hits the ground once but still flies for a while before the final crash, and you can hear it. Can you imagine those seconds that must have been an eternity for those pilots? Hearing (and feeling) the plane hitting the water and miraculously bouncing, but then banking and crashing (the first impact probably ripped part of the left wing). On JAL 123 it was eerily the same, the left wing tip struck the mountain (you can hear the noise of the steel bending and breaking away), the plane still flew a few seconds with the audio record active while the plane banked/yaw to the left and crashed the mountain. Miraculously, 4 people survived that one.
The German aerowings one is the worst I've heard
@@Kinghutchyafl EgyptAir Flight 990
@@MrCaiobrz yeh that one's fucked as to :(
@@MrCaiobrz Gol flight 1907
Wow. This video really is presented in a way that makes you feel as though you are in the cockpit with them. I can feel my heart rate is up and I just felt so tense throughout the whole thing, just waiting for the inevitable moment when they hit the water. Ugh this is so tragic and I feel for the crew, the whole thing must of been so disorientating and stressful. RIP to all those who lost their lives in this crash.
very true, i too felt like i was in that plane and screaming helplessly "pull up, terrain"... as if they could hear me.... heart breaking. Also the poor maintenance guy.... this is such an easy mistake and cost him jail time and guilt for life. bless them.
This is devastating. So many of the stories on this channel seem to show pilot incompetence or lack of training or lack of adherence to protocol. This feels much different to me. It feels like the captain and copilot were truly working so hard (completely in the dark literally and figuratively) to regain understanding. This is utterly horrendous.
And as an auto mechanic myself I was was in charge of all trades in inspections for a Honda dealership and once I noticed that an entire front half of car (the frame) was spot welded back together and if I did not notice that and the car was taken in and then sold to someone as a used car, that car could have easily just split in half at anytime and I would have been responsible for, god forbid, anyone's death. I was trained properly though. This mechanic should never had forgotten about that tape!
Supposedly the way the final report goes, it was a low wage barely literate plane washer who put the tape on, and either did not know or forgot about it. Normally checking for such things after washing was the trained maintenance supervisors duty. But he was off that day. To further compound the problem. The poorly paid plane washer had used Silver Duck (Duct?) Tape. Something the Boeing Manual Specifically and Clearly said to never ever use. The AeroPeru Livery was very similar to American Airlines. With a lot of bare silver aircraft aluminum. The tape was completely invisible on the plane when the co-pilot walked around in the dark with a flashlight. To this day a number of Peruvian Aviation officials and lawyers still try to blame Boeing for this, and perform a shakedown on them. "For the cost of less than 2 American Cents all of these people died!" Nevermind that Boeing mandated the use of a brightly colored reflective tape when cleaning the plane specifically so that it could be spotted.
@@andrewtaylor940 I'm always a little bit sus when a boeing plane goes down the blame usually falls on 1 little guy. Not the fact a multi million pound plane crashed because a few faulty sensors overwhelmed the pilots. Always the 1st to unravel the CVR and CDR to show their lack of exposure to this.
@@Jabarri74 But these weren’t a few faulty sensors. These were the most important sensors that told the pilot where the plane was in relation to the ground. At night they didn’t have much else. Sometimes it is the plane. But often it is in fact somebody failed to read the manual.
One of the takeaways from this should be "Always use high-vis tape for covering critical systems"
If the plane was designed properly a feedback loop to check the status of pitot tubes/static ports should be part of the preflight checklist and the feedback loop should prevent the plane from taking off. It’s stunning there isn’t a feedback loop to let crews know if they are blocked or not. Absolutely stunning incompetence by the aircraft manufacturer. I could design a feedback loop in an afternoon.
Horrifying and overwhelming experience for the pilots. Once the flight deck descended into pandemonium because of the confusion , it was impossible to recover.
Great presentation ! Keep up the good work
I feel bad for the maintenance guy. We all have bad days that cause all kinds of shit, but his bad day, single item missed, took many lives. I can't imagine the guilt.
U feel bad for the maintenance guy.....when innocent people were killed because of.....the maintenance guy
@@DavidPierre-vc6dy If he had known that he was gonna kill so many innocent people he obviously would have ripped off that tape, this guy is saying that he made a human mistake like we all do, but this one was costly. You could've forgotten that tape too and had to live the rest of your life in terrible quality.
His mistake was unforgiving, but we can still feel bad for him.
@@DavidPierre-vc6dyOn a long enough timeline, every mistake will be made by someone.
It could have been you, Mr Perfect.
@@DavidPierre-vc6dy there are multiple checks in place for a reason. Hell at my IT job we have to QC everything twice. This isn't just a failure on the maintenance guy but the entire crew that worked and checked on the plane (pilots and supervisors included).
@@Leeooooooo...Totally agreed with what you said. It’s a very human error, which ended up taking lives. I can’t imagine the guilt he must’ve been feeling to this day.
I'm a year commenting since this video was posted and hope the creators get this. That was the scariest, craziest cockpit recording I've heard, brilliant narration and a really gripping video, sad, but these stories must be told. Great work, excellent job👏👏👌
Your videos are the best I've seen.
One possible improvement would be to adjust your narration volume level to match (or exceed) the pilot conversations, etc. I have to adjust down while listening to the pilots, an then back up when you are speaking.
Keep up the excellent work!!
Thanks for the feedback! Will incorporate this in future vids.
Exceed? Everyone wants to here the pilots
@@GreenDotAviation It's great as it is. Don't adjust anything!
Background music totally spoils this video, struggling to hear the commentary
@@phuketexplorer maybe you're too deaf to realize that his narration was completely drowned out by the other audio at some parts.
This is the best presentation of this crash I have watched. Thank you for making it.
Such an unbelievably terrifying situation to be in. God bless all those poor souls.
You are not kidding... HOWEVER WHAT HAPPENED TO ATC "THEY HAD THEM AT 9700', how is that possible...
The Transponder in the A/C was giving ATC the same erroneous readings on the altimeter and airspeed indicator.
Yeah, because u can ALWAYS rely on God to help!!!😂😂😂😂
Right OMG
Nit really I think it's a blessing in disguise. The world population is exploding and we need to introduce contraception in third world countries.
Will never forget this one because it was the first Air Crash Investigation episode I ever watched and the re-enactment was so goddamn heartbreaking. Hopefully the passengers remained unaware for most of it, but the poor crew had to endure this chaos for so long as they desperately tried to make sense of it. All this because of a goddamn strip of tape :(
Just watching the radio altimeter indication sinking towards the end felt absolutely terrifying well done video great simulations
I still feel if the second officer were in charge the outcome may have been different. He seemed to grasp the seriousness of the situation long before the captain.
Horrifying listening to the cvr. This and Airfrance flight 447 are some of the worst to hear imo
yes the FO was a bit ahead of the captain,but in that situation i dont think anybody can save the plane...all those warning and the ATC repeatetly telling you altitude 100 its a real nightmare...we can easyly judge the crew,but the truth is the situation theyre into is very bad...and all this because of piece of tape forgotten over the sensors...so many lifes lost for few cents :( R.I.P.
How can you say that when the Captain was the first to decide to declare an emergency?
@@bigballz4u captain decided to take control (FO was doing well flying the airplane), tried to engage autopilot and decided to try and slow down by extending spoilers and pulling power back to idle. Which is insane to me. I understand he was very confused, but overspend with unreliable airspeed and altitude indications should at most (if taken serious) result in pitching the nose up to slow down. Pulling power back and extending spoilers makes absolutely no sense in this situation. Still, he tried his best...
@@martinrezzy why wouldn't "anyone" be able to save the plane? They had enough fuel to circle until daylight. 80% power and 10 degrees nose up without spoilers would do it...
@@crazymonkeyVII Yeah , I wondered about that-- pitch plus power equals performance and all that--together with the wet compass above their heads and the independent radio altimeter good for at least a couple of thousand feet . That would’ve given them plenty of time to hold over the. sea and wait for that departing a/c to go out and find them .
This is horrifying to listen to. They had no idea what was going on; they flew completely blind into their deaths.
It kind off pissed me off how the captain seems so confuse and is so unstable. He doesn’t stop talking and that only increases the confusion in the cockpit. The first officer is calm and collected. He seems very rational and doesn’t keep talking unnecessarily.
It’s so sad, because I feel like if the captain was more like him I really think they would have a chance…. 😥
Captain seemed to have the typical Latin American temperament - not suited when stressful situations occur such as this. Just swear and panic.
He was panicking
@@AnotherPointOfView944 Typical of Latin men.
You have to understand that two of the most serious alarms you can hear as a pilot are over-speed and stall. Both mean something has gone *seriously* wrong. And it's essentially impossible for both to occur at once. The pilot already doesn't trust his instruments, and he has no way of knowing which are correct.
So, you have to correct the stall or the over-speed. But correcting for one will exacerbate the other, if you choose the erroneous one. They had no way of knowing.
The captain chose to believe the altimeter was correct, the co pilot seemed to believe the speed was correct.
It was essentially a coin toss, and you can't fault the captain much. It's easy to type out your armchair comment, but the stress, disbelief, startle, and shock they were in is incredibly difficult to process in that heat of the moment.
It's why the saying is aviate, navigate, then communicate. You want to fly as stabilized as possible. Both pilots didn't do this. You can fly certain engine power ratios and AoAs to fly a known stable configuration. After that you can decide to attempt to trouble shoot. But again in the heat of the moment (especially during the most stressful phase of flight, take off/landing), it's incredibly hard to fault them for it. Also there are tons of somatic illusions when flying a plane. You actually cannot feel attitude and altitude/pitch changes, you have to trust your instruments. Doubly so at night, when you have no horizon to see as reference.
Hindsight is always 20/20.
But those pilots were in an extremely difficult and unusual situation. Was it possible to have stabilized and saved it? Yes. But it was an extremely difficult situation.
Personally, I believe had the false altitude never been given by the controller, the pilot would've likely not trusted that altitude and would've tried to stabilize without it. But the controller didn't know better, and Peru's entire aviation industry at that time was notoriously poor. Iirc it was basically run by the military and the people in the towers had very little clue on how to run civilian operations. Something like that.
@@nexaentertainment2764 very smart thoughts. It's fucking unimaginable under how much stress pilots were, put most people in this situation and they would have panic attack and either lose their shit or pass out. Also as I can understand (don't know shit about aviation) captain was under bigger load since he was piloting the plane while FO was under less since he was communicating and had more time to process everything?
As a viewer, the startle effect from all those allarms at once was hitting me hard. I imagine how the captain was feeling，the FO might have done better but he was kinda overwhelmed as well.
I may sound crazy but this is why i always try to fly during the day... it's just more safe plain and simple. Modern day you don't have to worry about it as much, but you never know
Same with riding motorcycles or driving at night for that matter., creepier stuff always comes out more at night time
@johnnygorena5318 very very true... nighttime is just more dangerous plain and simple
Beautiful simulation, fantastic presentation - new subscriber. Clear CVR content and the perfect amount of narration.
Much appreciated!
I strongly disagree! This is a very interesting video, but difficult to listen to as the narration is so soft, the constant peeping of the alarm drives my neighbour crazy (!), the ATC's voice booms out too loud, & the Captain's voice is almost hysterical. The presentation of this interesting video is very poor, & needs to be
re-done. It would be well worth the effort.
@@missasinenomine What on earth do you want the poster to do about the Captain being hysterical? That is the CVR audio.
The narrator has since done a much better job of balancing his own narration audio levels in his many other videos. This was the first video he posted.
@@missasinenomine one of the worst comments on youtube
I've watched the Mayday / ACI episode for this incident a couple times, but this is excellent. It's the first time I've heard the actual FDR voice recording. I've heard several people in retrospect, with hindsight, talk about what they would have done to recognize the problem, or just 'fly the plane', but honestly ... hearing the actual alarms & confusion in the cokcpit, with the pilots working against each other, contradictory info from ATC ... it would have been tremendously difficult to change this outcome.
I agree. It seems unfair to me that the investigation deemed the pilots partly responsible. They were, IMHO, put in an impossible situation from the moment they left the ground. And they had seconds to pull a rabbit out of a hat near the end. Why isn't ATC indicted for supplying them with the wrong altitude data ?
As usual, it appears to me like a combination of errors. The chief culprit was obviously the mechanic and his 50 cents of duct tape that doomed a multimillion dollar plane.
As for the pilot walk-around not spotting that, I would venture to say that there must be limits to what pilots can do, given a plethora of information to handle on a modern aircraft, including the planning and protocols that must be going through their minds while on the ground. At some point, they have to trust the mechanics in order to get on with their day. They cannot, for example, take apart the plane to see if a mechanic left a wrench inside.
@@bobgillis1137 Eh. They can't check for that but pitot tubes are exposed on the outside of the plane. Hypothetically in clear sight of the pilots. It's unclear whether anybody could have noticed gray tape over them at night but it's not ridiculous to think they should be expected to check.
@@bobgillis1137partial blame is fair, throughout the incident the captain is panicky and continues to get confused and fixated on the altitude and airspeed unreliable, even though they correctly identified it not working. an experienced captain is expected to know how that data is collected (pitot probes) and can then be reasonably expected to believe that there's either a problem with the flight computer, wiring, or the probes themselves.
the first officer did great, kept his head, recognised the stall warning as legitimate, offering the suggestion of a guide plane.
@@kadenze6176 They didn't correctly identify the altitude being wrong until the very last seconds when they made contact with the water. The altitude was the one thing they thought was reliable because they were under the impression that it was independently verified by the ATC, this is what threw a wrench in the whole "identifying the source of the problem" business.
Yeah not that easy. ATC had correct speeds but wrong altitude. The airplane had the correct radio altimeter and AOA but incorrect speeds and altitude. They were left with this situation:
ATC's airspeed matches stick shaker stall (=doesnt match the airspeed)
ATC's altitude readings match the altimeter
Radio altimeter disagrees with ATC's altitude
They were trying to reason through who they can trust - ATC for everything? Airplane systems?
Also what was up with the attitude gyro? I thought a certain power settings at a certain attitude will keep you in the air and give you a certain airspeed - these numbers are calculated in a book and usually are pretty close to being accurate. Why not use those - or did the crew distrust the attitude gyro as well? What about the directional gyro - they were all over the place!
This Unreliable Speed and Altitude Must Be One of The Worst Situations To Deal With !
I’m Very Sorry For All The Crew and Passengers .
Especially in the dark
Horrifying accident. Truly believe that this is a tragedy on all fronts. For maintenance, for the pilots & for the souls onboard.
The workload was over-saturating & insanely dense. I think it’s really easy to sit at home & say “why did he do this, why did he do that”, but at the end of the day we have the benefit of hindsight. In a true emergency, you have nothing but your experience & training. No hindsight given to aid you in a situation like this.
Great video, as always.
As far as total-loss aircrashes go, this one is the most terrifying that I can recall... For the pilots, anyway. This is the first time I've seen a presentation of it that included the cockpit audio, and it even sounds like a nightmare with the constant alarm being very similar to an alarmclock cutting into the dreamscape.
Terrific composition and presentation. Just like a horror movie,the narrator presents the whole thing. No personal bias,only interpretation of facts in a scientific way. Kudos to Green Dots.
These videos are nicely done. I wasn't an aviation fan, but after 1 video, these have me hooked. Great job. Such hard work on all the information put into this. I'm always impressed. 😊
It's one of those flights where I really don't think you can blame the pilots at all. God alone knows what they must have been thinking or feeling. Everything was contradicting everything else, even ATC. I did notice how Fernandez often didn't seem to be listening to Schreiber. Fernandez also didn't seem to be listening to ATC who'd give him information which he'd read back incorrectly, neither ATC nor him even noticing.
Pure horror. I could never imagine that the harmless tape led to this horrific crash.
I'd like to think crew resource management has come a long way since the 90s. RIP to all the passengers and crew of Auroperu 603.
No explanation as to why ATC confirmed the incorrect altitude throughout?
Ok, found it. ATC were getting the altitude from the aircraft transponder so basically reading back to them their faulty reading.
The ATC altitude readings come from the transponder of the aircraft, something called mode C. since the transponder gets its altitude from the same sources as the altimeters it would read exactly what the pilots were seeing. The only way it would be different would be a failure of the altimeter instruments themselves. Having three altimeters with the exact same failure at once is statistically impossible, so the obvious failure would be in the source.
Yes, very weird that this isn't mentioned in the video. Seems like the biggest single factor that prevented the pilots from correctly identifying the problem. The fact that they were under the erroneous impression that the altitude was independently verified and thus reliable.
6:25
4:57 _"Declaring emergency, we have no basic instrumentation, no altimeter, no airspeed indicator"_
Control tower: "Roger, altitude?"
It was at that moment the crew of this airplane knew, they where talking to an idiot...
I completely blame ATC for this one. The pilots were repeatedly given a false altitude of 9700 ft by a clam voice on the ground while they were in a high-stress situation. It would be difficult for any of us to ignore ATC in that situation because of how sure they sounded when relaying speed and altitude. The controller never once suggested “your instruments may be faulty and we are only getting data from your plane’s transponder. The terrain warning should not be ignored.”
Sure, a contributing factor was the constant chatter by the pilots. Several times I heard the captain, FO, and ATC all talking over each other. Not sure this situation could’ve been salvaged but I would still assign the primary cause of the crash to ATC.
The pilots could ask have looked at their radio altimeter which isn’t affected by the static port and the stall warning is triggered by the AOA sensor which isn’t affected by the pitot tube
This has always been one of the most terrifying air crashes i have ever seen, I remember it from the early aircrash investigations series. so scary.
ATC could have saved the plane. They had the advantage of not being in middle of the Chaos and alarms, nor their life at risk.
They had so many opportunities to instruct and calm the pilots and save the day.
- They had ground speed so they could ask pilot to ignore over speed warnings in the cockpit.
- They should have know that the ALT they see in their screen is coming from the aircraft and not their radar. Even if they weren't aware of that, they could have asked the pilot to climb and check if the altitude information is behaving as expected. These are experienced pilot they could have judged at what throttle setting and pitch, how fast they should be climbing.
- Once they heard that the pilot is getting radar ALT warning they should have ignored all the ALT information they were having and instead asked the pilot to CLIMB, and keep feeding them Ground speed information frequently.
Indeed the pilots were in complete chaos, but one thing they could have done was ignore all the airspeed and static ALT information and tried to manually fly the plane using the ADI and throttle.
I still feel the ATC could have help more as they had the luxury of being in a more controlled environment and could have taken help from other on the ground (pilot and engineers)
Agreed, the ATC shouldn't have relayed the altitude readings without letting them know it's from the transponder and therefore identical to their own instruments.
10000% my exact thoughts.
hindsight is 20/20. ATC did not say anything uncalled for and it was up to the cockpit to disregard any information coming to them from the ATC (whether it'd be from transponder or radar). It's their freedom to say "dude, the ALT you are giving me is identical with what the FD shows me, so please stop updating". also, no ATC controller would be that ballsy on taking the control of the aircraft from the ground. it's captain and FO who are flying and they can only ask for help. no controller can and will take on such a responsibilty and frankly, they shouldn't anyway.
This is the best account of this horrific crash I have witnessed.
I’m glad I did it some degree of justice!
Well made video. Awful situation to be in. This accident emphasizes the need for better system understanding, where pilots (and ATC) know which data comes from where, and which systems are independent. Like the radio altimeter - and that the ATC did not know that the altitude they see on thein secondary radar is simply whatever the plane reports.
Absolutely, the need for better systems understanding was my main takeaway from this crash. That and a systematic approach to problem-solving facilitated by good CRM.
@@GreenDotAviation The biggest and foremost takeaway was that you should never ever let untrained personnel touch the airplane for even the most mundane seeming tasks. Every single hand that comes in contact with that airplane or performs some servicing task on it must have a very clear level of training and understanding of the tasks and what impacts are possible. This plane crashed because they let the untrained minimum wage service worker wash the plane unsupervised, and everybody assumed it was just like washing a car. until it wasn't...
While pilots do need a greater amount of systems understanding, especially where the input data for their instruments is coming from, you want to be a little bit careful about that. There have been a number of horrific crashes caused in part because pilots thought they had an understanding of such a system, or in a few cases they had a clear understanding of the system as it had been, but were unaware that the manufacturer had made some subtle changes. There were 2 or 3 instances of the pilots shutting down the wrong engine due to bad systems understanding and assumptions. We need to figure out a way to insure that the pilots have a clear understanding of the plane they are flying today. Not the one they flew yesterday. Which gets a bit trickier. Pilots are masters at carefully repeating endless seemingly mundane tasks perfectly every time. The problem can be once they get a task learned into their set of known options, getting them to unlearn it when things change. For example "oh yeah we just reset this breaker to reset that instrument"
Awesome video and channel, already binged all of the vids.
I like the narration style and pace of the videos, this one being my favorite. Keep up the great work man!
Thank you, I will!
I agree. I just discovered this channel too, this is the second video I watched and I found it gripping. Having real audio as well as the excellent narration is a winning formula. This is a channel which deserves to succeed.
@@GreenDotAviation You are doing an amazing job! I really like how you take the time to explain how some systems and sensors work and what is the meaning of some aviation terms! You could just tell the story and that’s it, but you apply the extra effort.
I really think you are very smart! You must study a lot about aviation. Congratulations ☺️ It’s an amazing channel!
when he said 'we're' hitting the water!!' omg that was one of the scariest things ive ever heard probz my worst nightmare i think its gonna stay with me for a long time i so badly have the chills
this is hands down my favorite green dot episode. the in flight voice recorder seals the deal for me. the immersion is immaculate. the terror is gripping.
Just when you think you are having a terrible day at work, remember is not as bad as the day for these 2 pilots, bet you will put on a new perspective on your day🥴
Binge watching your videos! The audio is heartbreaking to listen to, knowing they are all about to die. I can't even imagine the terror on that plane. May they RIP. Brilliant presentation. Your knowledge is mind blowing⚘🌻
12:03 dude I feel the stress the captain is going through when he hears the overspeed warning for the second time
These cockpit recordings have a common confusion which would be easy to fix: The alarms continue to sound adding to the sense of panic, sense of confusion & are a terrible distraction. Take the air speed alarm beep-beep-beep... Although it requires immediate attention, it could be arranged so it can be silenced or turned down in volume allowing the crew to work the problems rather than sit there panicking & being bombarded in noise clutter...
I don’t think I had heard of this crash. This one is really terrifying.
The captains instincs and awareness in the pitch black against faulty instruments were actually quite incredible. For a while I thought they would get it down. Id say the pilots did a fantastic job with what they were given
THEY CRASHED AND KILLED EVERYONE. Some "fantastic job".
@@kennymackay4134They were literally trying to save the situation. It was even their fault to begin with???
@@kennymackay4134 the water and/or the impact killed everyone not the pilots
@@kennymackay4134they didn’t kill anyone. It was an accident.
i've read about a lot of aviation accidents and this one bothers me the most. What a godawful situation to be in
The captain had been counterproductive the whole time. There was a brief moment when FO logically sorted out critical information but was cut short by the constant whining from the captain sitting right next to him.
Yeah the problem is you fly for 30 years and then experience something like this once. It probably would've been better to fly in a holding pattern somewhere near the coast until they figured out what to do, I'm not sure why the captain insisted on landing without having speed and altitude information.
My god those poor bastards! The information overload they endured must've been mind-melting. My head was swimming trying to absorb all the warnings, cockpit audio & ATC - & I wasn't trying to fly the thing.
I hope some important lessons were learnt in making sure ATC learnt to at least question altitude data in situations where they're given information that at least suggests what they're receiving may not be accurate such as in this case where the FC made repeated reference to having shutdown engines but were being told they were still climbing.
Or being reported to be steady at an altitude while changing stuff around and without autopilot.
if there was anything that might induce a feeling of doubt in a future situation like this, I think it would be that. Even if not enough doubt to change what you think you need to be doing, at least enough that when the GPWS kicks in with its direct plane-to-ground radar, you realize the altitude must be wrong and react promptly.
Once I heard the overspeed and the stall warning came on at the same time, I knew that flight was toast. I’ve seen many cases of “Blocked pitot tubes” and their always at night but one thing for certain, always trust the ground proximity warming system 👍🏽
Correction: the deadly ones are always at night...
Just found your channel and subbed. Quality content! All the best from a fellow YT creator :)
Thank you, you too!
Your videos are very well made, keep it up mate.
Thank you, bruh.
Goodness That was one scary cockpit voice recording. Thanks for all the details and great presentation. Very sad situation, and so confusing it must have been terror!
This is probably the most intense incident I’ve ever heard .
I’ve watched so many of your videos without commenting, but this particular story was so scary dude. The sound of the wing hitting the water was bone chilling! To be in their situation and not only hear that, but feel it when you think you’re thousands of feet in the air, in pitch black..
Well done. I love these types of videos and your quality is very good.
That's very nice of you to say!
Those pilots were doomed from the start. Experience counts for nothing in a situation like this. The plane was a death trap.
One thing to take away from both this and AF447, I think, is that if you're in level flight with normal thrust, you can't be going too fast.
Yep and stall and terrain warnings also take precedence over anything else.
always amazed in these videos where the "too low terrain, too low terrain" warning prompts a discussion and debate in the cockpit, rather than an instant "lets pull up and sort things out later" reaction. in this case, they think they are at 10,000 feet, so whats the harm in flying in the general direction of up until they sort it out. the alternative is keep flying in the general direction of down that the plane says its heading, and hit something. hmmmm, which could be the best of those 2 options......
Well I agree but their flight instruments told them they were flying level.
@@TheTrueGamble the flight instruments also told them to "pull up". of the 2 i know which one is more urgent and detrimental to flight.
This is definitely the scariest of these videos that I have watched so far. The amount of confusion in that cockpit must have been insane. Wow....
I'm Chilean and this was a terrible day. One question remains for me though. If somebody can clarify please. The sensors were blocked by the tape, so the altimeters are in complete fault, however the pitot tubes were fine (not blocked), why the speed was at fault as well? Keep up the good work!
Couldn't account for the air pressure without the static port. So it would have worked fine at takeoff, but broken as they climbed
the terrain warning and stickshaker would have made me increase speed and altitude, despite what the other warnings were trying to tell me. Then wait for the rescue....? Has that been done before?? a passenger plane bringing-in another plane, in the dark???
Not to my knowledge, but it wouldn't have been impossible.
I don't understand why they didn't dispatch a fighter jet, good luck getting a 707 safely to you when you can't even see the water 200ft below.
A fighter jet has a radar, he would have picked up the jet
@@jajai6377lmao if you think peru has fighter jets
It also blows my mind how they did not contact a mechanic when their plane was in such an obvious malfunctioning state. They had figured the cause of the faulty indications (petotubes) but surely a mechanic should be able to tell which readings would be affected. It also blows my.mind how they did not get fighter jets in the air to escort them. They could have used their radars to reach them and get them to safety.
They could have asked for a mechanic's opinion, and also they could have thought about it themselves. Pilot training (even 25 years ago in Lima) surely includes studying which instruments have connected dependencies.
They didn't figure out the cause. They thought their altitude was reliable because they were under the erroneous impression that ATC was independently verifying it when in reality, ATC was just seeing the altitude the plane was reporting, i.e. the same incorrect one. Since they thought there was nothing wrong with the altitude, that ruled out the pitot tubes in their minds. If they had known the altitude was also faulty, there's a good chance they would've identified the source of the problem themselves.
Where tf are u finding a mechanic? Even if they did, they didn’t know the cause of the false instrument readings so they wouldn’t be able to explain to the mechanic their situation. Also, how does it “blow my mind?” I guarantee that u wouldn’t think straight if u were in that type of situation
First lesson in Flight training: Proper Attitude + Proper Power setting= Proper Performance
Not to say that this wasnt a horrible situation for the crew with all the false indications and aural warnings in the cockpit , it must have been super stressful.
But it is days like this where you must revert back to the basics and think of a plan. You got to cancel those aural warnings after being identified and have clear comm with your crew.
I do believe they could have had a way out by flying their Attitude indicator straight and level over the water, because you aint going to hit anything over the water. This would have reduced the stress levels a bit and made them able to communicate more clearly and come up with a plan.
At the end of the day, I am saying all this from the comfort of my seat and I am sure it was hell in the cockpit.
RIP for everyone on board.