Do you think you'll do a video about the Fokker 28 icing accidents sometime this month?

@@robertmcghintheorca49 Not this month but it is a video I'm working on. There a whole lot of those incidents and I want to cover them in one large video so its taking its time. It'll be the longest video I've ever made, that's for sure!

@@DisasterBreakdown hi

@@DisasterBreakdown Wow! I'm so excited!

Your channel is the far far far best if it comes to this topic. The quallity of your work is awesome, your research for the videos seems to be very dedicated and the production is also next level. Thanks for providing us with your content.

Not as disturbing as anonymous infants like you poisoning social media.

I think it was more an issue with microphone/recording, because you can hear them speaking but it's very faint on the cvr.

Almost worse than AF 447 CRM

Bless her poor soul💔😞

Yes she lost her mom and then heard others die around her. 9 hours adrift and alone. I join you in prayer that she may find peace.

@@knowsmebyname Would have been nicer if your “god” had saved her parents and all the other crew and passengers.. 🤷‍♀️

@@knowsmebyname So god will grant her peace but not stop the plane from crashing? 🙄

@@michellemonroe7442 yeah. I hope so. Atheists are so boring. You get that? Christians aren't intimated by you. You are tedious and boring.

Especially because it is such a terrible and annoying noise, just like it is designed to be!

I think they were reacting just with the wrong actions. Smh

Allah take the wheel

they didnt know what the hell they where doing, i bet they where flying those planes way before they should just another country that cant handle air travel most from that part of the world i wonder why

@@kuwaitisnotadeployment1373 That’s what it sounded like to me, too: No. Okay. Pull. I wonder if one was pushing the nose down and the other said No, pull (as in, Pull up.)

I felt my IQ plummeting as I struggled to understand what the ATC was saying, I think he had a similar effect on the pilots.

@@KahrylBlack He gave the required information. The difference of a couple of knots of windspeed was not an issue. If the runway is shielded from wind then it can be expected to have less wind. I assume the pilots couldn't be bothered flying a circuit so kept asking in hope the wind magically disappeared to allow them to just land off the ils. ATC didn't confuse anything. He was probably just not expecting to be constantly asked about the wind. That's not normal.

@@KahrylBlack it was understandable

@@chrisnoname2725 barely

@@chrisnoname2725 It was mostly understandable, but coherent and professional is another matter. My 12 year old grandson could have done better.

the girl talked about it; she heard the others scream throughout the night, but as the hours passed the voices became less and less.

Not a terrible speaker but he couldn't say numbers! That's like the very first lesson!

Yeah, this was another case where poor (if not to say complete lack of) Crew Resource Management probably contributed to the crash.

Completely incompetent ATC. The guy couldn't speak English let alone direct an airplane.

@@bcmfin LET SEE YOU SPEAK ARABIC

@@tolkkeen irrelevant, English is the language of the Aircraft industry

More of a low IQ issue, IMHO.

@@spiritmatter1553 Airbus A310 pilots... "Low IQ"? I hardly think so. You don't manage to become captain, first officer and flight engineer for a flag carrier airline if you have low IQ.

@@spiritmatter1553 yep countrys from that part of the world dont have intelligent enough people to fly planes, its why afrika and the middle east will never be anything but oil producers and once thats gone nothing of value will be lost

Strict followers of some religions are known to sometimes view these incidents as God's will and just calmly accept it rather than fighting to survive.

@@MajorT0m Very true, I am not suprised they went with the usual phrase "It's Allah's will" on their lips........how tipical.

Most Americans can’t speak or spell ‘proper’ English either…..even when they speak it.

where do you think this was? alabama,??? HAHA everyone doesnt speak fluent english and if the language is the problem they can just switch to arabic.. the language wasnt the problem, it was the retarded pilots, same as turks, they shouldnt fucking fly planes, theyre all inbred

@@liukang3545 You do know that it is a requirement for for pilots to speak English right? I am aware the entire world doesn’t speak English but it is required in aviation. Also if you read my comment you’d see that I said while it may not have caused the incident it didn’t help.

@@clairewilliams9416 if its a life threatening situation who fuQing about that english is the language of aviation, LoLW but these pilots lacked the fucking intelligence

@@liukang3545 I can see your clearly not bothering to read my comments so I’ll leave you to your trolling.

All aviation accidents with deaths are heart breaking

@Benji P dude what

@Benji P You're trying way too hard to be edgy

Most air accidents are unsurvivable

The Air France crash was caused from the copilot that kept pulling his joystick all the time, so the aircraft kept loosing altitude all the time, because of the nose-up attitude. I heard an interview with Sully, who said that if the AF flight would have been on a Boeing, the other pilot would have realised the copilot was pulling the nose up, because the two control sticks are linked, while the joysticks on the Airbus are not...

@@rayoflight62 I don't know if this was in place at the time or a result of it, but now the plane would complain audibly. You'd hear "Dual input! Dual input!" every few seconds until one of them let go.

@@mal2ksc interesting, so basically the plane requires both pilots to be committing to the action otherwise it registers it as a potential mistake and warns about it? That's actually really cool

@@tristanneal9552 No, unfortunately what I believe Airbus does is take an average of the two inputs. So if one pilot pulls back and the other wants to push the nose down just as hard, you don't get either one. You just get the "Dual Input! Dual Input!" warning. I believe one of the more recent changes is to provide a button on each stick that, if held down for a few seconds, gives exclusive control to that stick alone. To me this seems like a way to make sure we get another Germanwings style CFIT, while the other pilot is locked out of the controls.

@@rayoflight62 the linked yokes can be separated if both pilots pull hard enough in opposite directions. They're linked by a semi rigid spring in a tube. That's what happened on the recent near-crash involving an Air France 777 landing at Paris.

Yeah the language barrier is very apparent.

Agreed. It sounds like he’s probably the only ATC in the entire little country. Looking out the window with a toy telescope and CB walkie-talkie.

What information did he give that was actually wrong?

@@chrisnoname2725 he sounded chill like these emergencies happen everyday at his airport. He was just happy to have electricity that day to operate the radio while he swivels in his chair.

@@Dad_Brad He wasn't dealing with an emergency. He was dealing with an approach

Exactly - In a stall situation you can trade altitude for airspeed in order to get the necessary speed to generate lift from the wings. Unfortuantely (as you say) there is a the human error of hot having altitude to trade, and therefore assuming that the only option is to point the nose 20 degrees up to avoid terrain, which only reduces airspeed further and puts you deeper into the stall.

Lack of training specifically on airbuses

The point of training for years and in depth, is to be conscious and follow your training when hundreds of people's lives are in your hands

@@lonerebeItotally agree.

A310 is a great aeroplane, provided, the crew understands the technology. A fault in training of these unfortunate pilots,nothing else. My sincere opinion.

Getting disoriented isn't as surprising as not being able to fix it in such a long time.

You can't stall a big plane for training?

@@chrisnoname2725 I THINK YOU CAN BUT ITS EASIER TO RECOVER THE STALL ON A SMAAL PLANE. i think

You can't gain a pilot's license without stall entry and recovery training at some point in your career and all pilots start their training on smaller aircraft.

@@jgreenberg Back in the day, even when I joined the airlines back in 2016, full stall recovery in the simulator is not mandatory. We would just recover from impending stalls. The simulators were not accurate enough to replicate a real stall. However, things have changed for good. Upset recovery and stall entry and recovery is mandatory for all airline pilots once every year now. Simulators are now upgraded with real stall test data from the aircraft manufacturer and are really accurate. Yes, we all do full stalls in small aircraft during initial pilot training. But large aircraft have very different stall characteristics which needs to be learnt especially at high altitudes.

@@anasmaaz5731 I agree with you and I know that full stalls aren't necessarily required at that level but OP asked, probably facetiously, if the pilots had ever done stalls at any point and what aircraft they trained on. So I just thought it better to answer regardless of whether they were being serious or not. On another note, it's a great thing to be able to experience the characteristics of a full stall in the simulator now. Experience is the greatest teacher.

They probably became fixated on gaining altitude after getting the "terrain, pull up" message. This is similar to what happened to the other stall crash. One pilot was determined to climb over a thunderhead and refused to lower the nose. Course they lost their airspeed indication when the pitot tubes iced over. Maybe it's normal but that was a complex approach. Seems like one of those turns could have been avoided but I suppose there was a reason for it.

Common sense is becoming less and less common

The channel is steady growing , she'll get there.

Mentour Pilot, Airspace, Mini Air Crash Investigations, and Green Dot Aviation also cover a wide range of incidents, I think. They've all got their own identity, and Mentour isn't as exclusively focused on air accidents, but I'd say they all fit the bill. In the first place, has Kelsey from 74 Gear done any air accident coverage? I mostly watch him for the cockpit confessionals, the viral debriefs, and the movie reviews... places where his humor and personality really shine through. I'm not sure how well that fits with this more serious genre, and I'm not sure if he could meaningfully distinguish himself from Petter and the team at Mentour.

The flight channel is excellent and is the best IMO as a current airline pilot for a major U.S. carrier. They have amazing graphics.

Best one is in French.

I also agree with the other comments here. - The Flight Channel is very well researched and reproduced. It is presented in a most respectful way. - Petter from Mentour Pilot is also excellent, he raises relevant discussion points. - Green Dot Aviation I've only recently discovered, but I'm impressed so far. - 74 Gear - I really like this chap, in conjunction with his great sense of humour he also gives good advice. Without ego he is happy to give examples of his own errors and subsequent lessons learned, from a CRM position, he would be terrific to fly with. - Airspace I have not heard of but will check it out shortly. - This channel is also not too bad at all, I have only seen a handful of presentations so far. I'm always very impressed with the professionalism and verifiable research that is conducted by the majority of these presenters, some more so than others. I've picked up a lot of new information I was previously unaware of with some of the lesser known accidents and incidents. Conversely, there is a woeful attempt called something like 'Air Accidents Explained' or 'Aviation Crashes Explained'. It's compiled with random and frequent irrelevant video clips along with images from other accidents, the worst though is that the information is anecdotal at best but clearly poorly researched if at all. He 'produced' a horrific episode supposedly pertaining to what happens to a body in an accident. It was so fictitious and offensive. I wrote the only comment there. I've never written a negative comment toward a producer before, but after watching two horrendous and exceptionally disrespectful episodes, I wrote a scathing albeit constructively critical review. Retrospectively perhaps I ought to have waited until I cooled down, his nonsense just really got under my skin!

Hell yeah

HELL YEAH all hail chloe

Between Chloe and Plainly Difficult my late Saturday night wind down playlist is set

@@fromthewhales bit much lol

@@dontspikemydrink9382 no idea what you're talking about /s

I view this as a training issue more so than pilot error. The fact that 2 planes went down in remarkably similar form in the same month should have raised eyebrows and caused immediate action.

@@EA-vd4gd Not disagreeing. Having somebody fly a non-automated plane during their training, IS a training amendment.

But this is a total differet story. The A310 has linked Yokes not Sidesticks

@@mgcruise4054 This is not about the configuration of the input elements. This is about pulling the plane into a stall in panic an then keeping it there till the bitter end.

It’s only 2 planes bro… and yes ever since the war shit happened we don’t have a government that pays staff or even maintains planes… Yemenis that are rich in america are the ones stuck with donating paying for maintenance of the plane

Very complex approach? No. Standard way to intercept the ils, just follow the ils down until you become visual, break left and join downwind for a normal circuit. I have to idea what you think is complex about that. Should pilots only be expected to fly straight in approaches without crashing? Standard departure and arrival procedures can be much more complex

@@dann5480 What's your problem? How is my description wrong and how does that seem very complex?

@@chrisnoname2725 Be zen.

The controller sounded drunk. Obviously on duty all day & night against protocol

The approach was straightforward and is something practiced at a pre-commercial pilot level. An instrument approach followed by a circle to land VFR on another runway is part of your instrument training. The ATC while inefficient, provided the required information and certainly wasn't a factor in this crash. This is just poor airmanship, sadly

Sometimes you think the plane is flying when it's not, or you left it doing the first thing you wanted it to do and hand flew the new task and then turn it back on forgetting you hadn't changed instructions. Just like resetting cruise control without changing to the new speed. Just flying small planes on instruments and using the autopilot i had to be vigilant to remember what the plane was handling and what i had to handle, particularly taking over to land and remembering it is then my job to handle the lateral movement not just the descent. But i am sure i would have got more comfortable if i did it all the time.

Isn't flying gliders more complex because you have to find the thermals. An engine makes things much easier. Flying on instruments can get a little complex but mostly it is easier than visual.

@@chrisnoname2725 Hi Chris, Trust me, finding and keeping a glider in a thermal or wave is a lot simpler than having to worry about manifold pressure, fuel flow rate, head & exhaust temeratures, RPM and prop pitch in an aircraft with a supercharged engine and constant speed prop. However, what I was trying to get across is that with a glider the controls in the cockpit are connected directly with control surfaces and that the most reliable method you have for predicting the onset of a stall is how the aircraft feels and reacts to control inputs. For example as your airspeed drops the controls will become sluggish and it will feel like the aircraft is wallowing about in the sky rather than responding quickly and definitively to control inputs. There’s also a super technical instrument that is more important than all the other instruments. It’s called a yaw string and consists of a brightly coloured piece of thread taped to the canopy directly in front of the pilot (in the original “Top Gun” movie you could see yaw strings on the canopies of the F-14s). Not only does that tell you how well the aircraft is flying, but the position of the end of it in relation to the horizon allows you to see your angle of attack which is what governs whether the aircraft is flying or falling. On a multi engine jet aircraft with fly by wire controls you don’t have that intuitive feel of what the aircraft is doing although I believe aircraft manufacturers are trying to emulate that in more advanced fly by wire designs. It’s the loss of that feedback and the overreliance on the automation that is supposed to prevent you from stalling the aircraft that I believe is the problem. Pilots aren’t recognising that the aircraft has stalled and instead of pushing the controls forward to reduce the angle of attack they are keeping the controls pulled back all the way from over 30,000 feed to the water in the case of Air France Flight 447. This was despite the stall warning alarm going off and all the angle of attack sensors indicating that nose was too high and the aircraft was in a stall, they kept back pressure on the controls for almost a minute. It’s that total lack of intuitive feel for what the aircraft is doing that’s the problem and I believe the loss of this awareness of what the aircraft is doing stems from being too isolated from aircraft as a result of the automation. It’s called being a stick and rudder pilot and the absolute best of pilots are exceptional stick and rudder pilots not computer operators.

@@Masu_Stargazer Yes i understand your point and agree with you.

@@chrisnoname2725 If you have never flown a glider then from pilot to pilot may I suggest contacting a gliding club and asking them about trying it yourself? I tried gliding as it was only a fraction of the cost of powered flying and a good way to keep your basic piloting skills up. However, I do warn you that it’s very easy to become hooked on gliding. Stooging about the sky on your own in a single seat glider is a phenomenal way to put the problems of everyday life aside for a while. One day I was in a thermal about 5,000 AGL and climbing when I noticed I had been joined by wedge tailed eagle. At one point it was close enough to the canopy for me to see the mottling on its feathers. We messed about together for about 20 minutes until my feathered friend decide it had no respect for military airspace restrictions. So I can say that you are literally as free as a bird when you’re flying a glider.

Why didn't the plane automatically pitch down?

Not sure they are stupid. They sounded smart enough earlier in the flight. They seemingly lost situational awereness and became confused. Their reaction to the stall warning was inexcusable though . Also their delegation of cockpit roles with pilot monitoring/flying was breaking down.

@@Anders127 That spells "stupid."

@@Anders127 if they’re ignoring obvious warnings, they sound pretty stupid to me

@@shannonquinn8687 Spielburger?

@@hotel_arcadiatasty

I would have turned him down because he was the wrong director….he would have made a dreary movie out of a terrific story.

It sounded like he was having trouble conveying the info in English, though maybe it was more him being really tired and not thinking too quick.

He gave them the information in a perfectly acceptable manner. The pilots were likely hoping a miracle would occur and the wind would drop, allowing a downwind landing.

@@chrisnoname2725 sure, but it still got to me how slow he was

haha

gd pfp omg

The pilots stalled their plane into the water. How does that have anything to do with atc?

While I agree the ATC’s proficiency with the English language seems sub-par, the ATC’s information and commands aren’t what crashed the plane. It was the pilots’ complete lack of situational awareness and lack of CRM.

i appear to have not made my point very well. what i wasn't saying was that i think the atc actually was a factor, or that anything other than pilot error and the conclusion the accident report/investigation (and by extension chloe) came to was involved. with minimal experience, that would stupid of me. what i *was* saying was that in a profession where speed and efficiency are incredibly important, even presumably at 3am at a relatively small airport, that someone with that kind of output was working there and potentially (key word: *potentially*) adding an extra layer of distraction or work on to the pilots. obviously, that didn't happen here. also obviously i don't know this person's life story. maybe it was a bad night. maybe he was left on shift too long and was flagging. i don't know and will never know. but that was my point. that from the small amount of work i've seen here - and i am conscious i'm judging a person based on a few minutes of conversation/work and the problems that are associated with that - there seems to be potential danger there. *not* that i think i've somehow found the secret true cause, or even that I think there *is* a “true secret cause.” i hope this clarified things.

@@nyxqueenofshadows I did understand your point. You could tell there was a little bit of frustration from the pilots on how they had to practically fish for getting information from the ATC due to his lack of quality communication. I don’t think that was the only factor though. I think the pilots were also frustrated that there were no runway lights to help guide them into the airport, which wasn’t the ATC’s fault because it sounds like they just weren’t functional. At the end of the day, there were two pilots and neither of them noticed the dropping air speed and descent. Their decision to try to nose up 20 degrees while causing the plane to stall is a peculiar one. To pitch the nose up that much with their current air speed was absurd and they should have essentially done a gradual go-around. The one big concern I have about this flight is the timing of it. Why were they trying to fly into this island this late? From the sounds of it, this is a very small airport that isn’t well equipped for handling red-eye flights. If they were trying to land at a bigger airport that is better equipped to handle this late of a flight, I could understand it…but this airport had trouble written all over it.

@@Toucanbird "what i *wasn't* saying was that i think the atc actually was a factor, " "I don’t think that was the only factor though" 🤷‍♀️

OMG, thank you. It was painful to listen to this so called controller. Was he drunk??? 😳

@@eddiestanley135 sounds like he is not proficient in English. No offence but imo ATC's should have a high English proficiency

@@boosterboyzaen8323 Easier said than done; not everyone in the world speaks English

@@eddiestanley135 Of course he wasn't drunk

@@ourhandsaretied Never experienced sarcasm before??

So what?

@@mgcruise4054 flight 447 had the same reason for the crash

It’s like he bought it off eBay for £5

@@ZombieSazza no one said he didn't

He did so say sum useful or shut up

ATC dropped the ball

I think it was a direct answer to the "I'll push" just before that. If the answer was "yes", the outcome would have been different

To be fair, the situation was at that point left up to God.

only Atheists should be allowed to fly.

@@commissary4196 only Atheists should be allowed to fly.

Yep. One pilot wanted to push the yoke forward (the correct thing to do) and the other one told him no.

Especially since it was straight down the runway

Same thing happened to me. I watched the Copa accident video one week before flying with Copa lol

I did the same thing back in the day with Air Crash Investigation lol

Opposite for me. After watching these videos I've developed a much better appreciation for the things pilots, ATC, flight attendants, etc. need to juggle while I'm sitting there enjoying the flight.

Good point, unless it keeps repeating under dangerous scenarios.

i think it's to do with the fact that it could not be engaged in the situation they were in so the autopilot warning continues until the plane is in a state where the Autopilot can take over. I'm a commercial pilot myself but have never flown commercially as a pilot in command so i'm just saying what i remember from memory

This doc seems to indicate in a few places that the you turn off AP warnings with the same control wheel button you'd use to disengage the autopilot (e.g., 1.03.31/pg.2)? www.smartcockpit.com/docs/A310-Autoflight_System.pdf

It happens frequently in these voice recordings, the autopilot keeps giving an alert, I think it's because it tries to engage automatically without pilots intervention

I’m wondering if that’s not the alpha floor warning telling the pilots that the aircraft is attempting to recover but their inputs are contradicting the stall prevention.

He sounded more surprised at the pilots constantly asking for wind as if it was going to have disappeared to allow a straight in approach. Probably thought they were too good to fly a circuit.

Doing the best he can with the English knowledge he has

@@danielabackstrom The point is that both flight crew and ATC are normally expected to be proficient in English BECAUSE it is the international language of aviation.

It's a very simple pattern though. It allows a safe descent to a low altitude to get visual and then just break left to join downwind for a standard circuit