Atlas Air Giant 3591 NTSB Interim Report
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- čas přidán 25. 07. 2024
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NTSB Interim Report:
dms.ntsb.gov/pubdms/search/hi...
NTSB Cockpit Transcripts:
dms.ntsb.gov/public/63000-634...
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Aram Bedrosian
www.arambedrosian.com - Věda a technologie
As a non pilot myself ( and no desire to be so ), but interested in aviation safety, I’m constantly impressed with how well you explain these tragic events. I find your ‘unpolished’ delivery offers extreme credibility to what you are saying. You clearly know your topic and I am glad you take the time to explain things to non pilots like me. I’d happily have you as my pilot when you’re flying again... THANK YOU
"The FO had a habit of flipping switches without explanation." Another one slips through the cracks.
As a navy A4d Skyhawk pilot 1959-64 I made 91 night Cat shots (307 total carrier landings) many with no horizon visible. No auto pilot in those planes. Even then we did not touch the stick on ANY cat shot until free of all the G forces from the Cat shot. You relied on the trim and thrust of the aircraft to get you safely airborne. MANY disorienting IMC flights in formation flying if you were not the lead pilot! During one 9 month cruise we lost 6 pilots from the 4 squadrons aboard of fighter type jet aircraft at night in IMC conditions.
New subject: Juan, I hope you are still on your way to getting your medical back. I suffered from the same progression of Prostate cancer to bone cancer as you have. A word of encouragement: I have been taking the same medication as you mentioned you are for 6 years now. I feel great at 84 years old and my many detailed physical tests indicate I could easily pass an FAA First Class physical. I'm sure , with a little practice, I could pass a Sim check in the Gulfstream type Aircraft which I flew all over the world for 28 years. How could they not let You
back in the seat?!!
I worked on the last seven A-4J Skyhawks in the Navy, squadron VC-8...thanks for your insight on your tour and thanks for your service, RIP to the pilots lost
My first thought when I saw you'd released a new vid was that it's 45 minutes - pretty long compared to your normal videos. After watching it, the it felt like 15 minutes. You do such a great job of explaining and keeping it interesting Juan. Thank you sir.
As a former aerospace engineer, pilot and aircraft owner, I expected that I might have had something to add to this conversation --- but I don't. Such a great analysis. Thanks for spending your time on this, Mr. Browne.
My experience is that trusting the instruments requires a LEARNED trust in the in what the eyes see on the panel. Once I learned to trust the instruments I never felt a conflict with what my inner ear would have wanted to tell me.
I think you're right, and part of the problem is that the relaxed requirements applied to those pilots didn't require that mental and physical capability of those pilots, and that those pilots were themselves so uneducated in the ways of training the mind that they DID NOT HAVE THE CAPABILITY to think like you to align the instruments and body to function together.
I wonder if this is because your brain has mentally mapped what your inner ear feels to what you are seeing on the panel. You trust that panel with your life, and you trust it over your own senses. This probably helps with your brain effectively remapping the feelings in your inner ear to what your brain knows is actually going on via what your instruments and computers are telling you.
Your brain may even be using those instruments as new senses, becsuse these things will become so second nature to you as an experienced, quality pilot. You might not even think before you react, but you still react in the proper way because your mental maps and models are so powerful that it all becomes muscle memory. When you work with a new tool for the first time, it feels like a separate thing you're using. But the more you use it, eventually that tool becomes an extension of your own body. That yoke probably becomes an extension of your own body. The steering wheel in your car will be likewise.
I'm not a pilot or doctor, but I do know that your brain makes mental maps all the time. Every time you do even the most mundane thing that you don't even consciously think about, your brain very much is thinking about it. It's creating new pathways and reinforcing existing ones, and probably even removing old ones too as you learn more and stop doing things you used to do.
Itd be interesting to hear from someone who's actuslly qualified to comment, but I wonder if this is what might be going on.
I agree. Now with an instrument rating I prefer to fly on instruments. Looking outside is for sightseeing and emergency planning. But I remember one time climbing in hard IMC and engaging the autopilot to turn to my new ATC clearance. I glanced up to see the windshield completely gray for the fun of it. When I looked back down I was actually surprised that the attitude indicator was indicating the bank to the left that the autopilot was commanding. My inner ear was wrong, the instruments were right.
I stopped subscribing to newspapers a number of years ago because I got tired of reading crap. Recently the same with TV news. However, I don’t mind at all sending money for this level of info. Many thanks! Great report!
In 1982, I got into a graveyard spiral in a 172. It was due to a very serious error in judgement. The visual world ended at the outer edges of the aircraft and my IAS was 147. When I realized something was wrong, I used the instruments to right the aircraft. Without them, I would have made a small hole in northern Arizona. It was a scary experience.
@@osakarose5612 You're definitely right. It was a combination of get-home-itis, inexperience, and temporary stupidity. Because the airspeed was 147, the plane was 25 mph above the maneuvering speed when I initiated the critical attitude recovery procedure. It took a lot of control to pull on the yoke gently in order to get it out of the dive without over-stressing the airframe. It was terrifying. To add to the unpleasantness of the situation, I was also lost. Overall, it was a day that I would wish on no one. I'll be the first to admit that I was a very poor pilot that day, and almost didn't live to see another one. I credit my survival to my flight instructor. Without his expert teaching, I'd be dead.
Thank you for the thorough presentation and the links to the NTSB reports. Very much appreciated!
Juan you're so much better than the know nothing "eye candy" we get on the MSM
Eastern Woods oilers
A Boado has to work on a day to get my hair
As a professional avionics tech, I cannot repeat this often enough: WHEN THE ADI I INSTALLED IN YOUR AIRCRAFT SAYS YOU ARE FLYING LEVEL, BELIEVE IT!
It’s depressing how many stories I watch or read about how the pilot didn’t trust his instruments.
If you trust my work with your FMS, then trust my work with your basic instruments.
Flying by the seat of your pants sometimes just isn't practical (or possible) today under certain conditions. Combine that with improper instrument scan techniques and poor judgment can quickly turn your flight into a permanent one way trip.
@Jason Bowman Don't forget, reset cannon plug, ops check normal.
Dan as a retired avionics tech with 40 years service I must say you are probably over estimating your capability.
@@jayreiter268 yup
Why would a pilot go to the time and expense of getting an instrument rating on your ticket and then not rely on them, seems to miss the point a bit.
Wow, on the one hand fascinating, and on the other hand, very sad. Thanks, as always, for your thorough and detailed analysis.
The most trusted voice on the internet! Thank you Juan!
Nice work on a tough one Juan!
That fidgety switch pushin’ habit the FO has is a really bad sign. And anybody that would attempt to override the auto pilot without disconnecting it would get my hard attention.
When we first heard about this accident the buzz in the cockpits was a pilot suicide. With his omissions in employment history, deceitful behavior in gaining employment, coupled with a severe lack of ability, and finally repeatedly using the race card to maintain altitude in his career, we should be treating this first officer like the murderer he was.
This is beyond inept, it is criminal. And the system that allowed him to be in place should be held accountable.
RIP Sean.
Mark g not surprising a plane that has Amazon paint on the side would cheap it or cut corners with pilots.
ATC decided it was a good idea to make race more important than skill in hiring controllers, so this will only happen more often.
“Fly the airplane”. Your first and most important job as a pilot!
Quite scary. Thanks for clearing this up. My military training in simulators repeatedly put me through imc single pilot training. It's gold experience. As our ears do trick us again and again. Placing 100 faith in your instruments with logical constant reference keeps you and your aircraft safe.
Wow. I am CDL. truck driver. Dot keeps my training records and employment for the last 10 years! no gaps allowed. never thought we were regulated more than airline pilots!
I'm told that your physical exam is more intense, also.
@@davef.2811 maybe so on the physical too. I just completed mine on the 8th of January. And the doctor was asking me about my teeth. And about every surgery I've ever had in my life. Had to also pick up 70 lb correctly. Push and pull with the resistance on my arms and my legs. Urine test, eye test, and the normal stuff listening to my lungs, checking it out my ears. Also check my reflection my knees made me walk on my toes forwards and backwards. And the top it off ask me about my mental health!
Mark Thompson What do you mean by “no gaps”? Do you mean unexplained gaps? Because sometimes you’re just out of work and have trouble landing a job in a bad market or medical issues.
@@JustinLHopkins yes no unexplained gaps.
I only see reasons to automate things.. Takes the direct human action away from the equation.
This has got to be the most thorough and accurate analyses and recreation of an accident I have ever seen.
I went through most of the comments before speaking and am amazed at the number of experienced transport pilots following you and agreeing with your analyses and contributing to it from their own experience.
You are simply amazing, Juan!
When I was D.O. in the FAR-135 air courier world (flying Cessna 210s and BE-58s), I established company policy that addressed check ride failures. Fail a check ride and you were removed from the line and sent back to training. When the IP felt you were ready you were scheduled for another ride. If you failed the ride a 2nd time, you had an option. You could resign as a pilot (basically quit), OR, you could return to training at your own expense. They usually quit after a 2nd failure. In my 10-yrs as D.O. only one paid to do additional training. He failed the third check ride attempt. A third failure was an automatic termination with no chance for rehire. Some thought the policy a bit on the harsh side. It is a much different perspective when you are running the company as opposed to flying for the company. It quickly becomes very clear that a sub-standard pilot has no business in a commercial flight operation. As always Juan, you are spot on with the analysis!
The good part is you had training as a specific activity. maybe even access to a sim, where you can learn what happens when it all goes wrong. I worked for a company where only the FO's to be promoted to left seat were sent for real training. Everyone else was stuck with whatever the pilot felt was worth his time. One guy actually said, "it is not my job to train anyone."
The bigger problem to solve though is making sure that what happened gets documented and reported so that the pilot can’t attempt to get hired somewhere else. In your case, letting them resign should also come with a report to the database as to why they resigned, due to the failure in training.
How the hell do you fail a C210 check ride?
@@josephking6515 I would guess the fail could be emergency gear extension. Some guys gloss over little details like that...
As a person who flew extensiverly for 16 months and infrequently before, about 450 flights total, and has followed aviation accidents, I would not want to be in an aircraft with a seat occupied by a 3 time check fail and definitely not one with 1 or 2 fails without remediation that can be evaluated as successful. I worry when I saw an airline is looking to train pilots, off the street, in 2 years to a commercial FO. I worry that these are not going to be real professional pilots. I am a computer/electronics geek, I have lived electronics since about the age of 10 and computers since 19 when i got my first look at one. I understand the guy or gal who saw a plane at 8 years and wanted to fly it and that was the focus from there. Although there are good career change pilots I see the firmer ones as better. It scares me to think that a guy with a masters in business going to commercial pilot in 2 years. Any technical profession needs inate ability, training, experience and that undefinable desire to do it.
Thank you Juan for all your work particularly your insightful look into the training and other aspects associated with aviation including accident investigations.
Outstanding analysis. As a former Air Force flight surgeon, I couldn't have explained the somatogravic illusion better. The Air Force back in my day had trainer simulators specifically designed to create the common illusions and force responses based on instruments.
Yup, I remember that training (USAF UPT in the mid '80's).
The real problem is worse than that. The word is the the first officer had a history of becoming alarmed and agitated, followed by punching random buttons on the panel. The dude wasn't really a pilot. He could go along for the ride if someone else was in charge of the airplane.
Thanks Juan! I just wish we could get this much accuracy and detail from or normal news channels about anything. Love your channel.
Superb presentation! i am a big fan and am very grateful for you taking the time to thoroughly explain this to us non-aviators
Originally we were not required to keep a hand on the speed brake while it was deployed. This came about after American Airlines Flight 965 which crashed while descending into Cali. In their case they got off course in high mountainous terrain due to the incorrect NB being selected. They received a terrain warning and attempted to immediately execute an aggressive climb, however, in their haste they failed to stow the speed brake. The NTSB later determined that had they stowed the brake that they would have cleared the terrain. The drill in responding to a wind-shear or terrain warning was to hit TOGA, disconnect the autopilot, auto-throttles, and make sure the speed brake was stowed. The autopilot had a built in buffer so it was slower to respond than direct Pilot inputs. When this flight was asked to expedite their descent, ATC was trying to get them under the departures, rather than hold the departing aircraft down which would complicate handing them off to en-route controllers. I don't have the speed trace, but normally they would have been at 250kts below 10,000 feet. When asked to expedite their descent, if they slowed from 250kts to 210kts, their normal flap extension speed, this would have delayed their descent. Secondly leaving the autopilot, and auto-throttles engaged would again slow the start of the descent since the buffer effect would be in play. Had they selected 3000', FLCH, while staying at 250 kts., disconnected the autopilot and auto-throttles, and deployed the speed brake, they then would have been able to pitch to a lower angle of attack, thus most effectively complying with ATC's request. (FLCH) means flight level change, which normally gives a full power climb, or an idle descent.
This is one of several analyses of this crash that I've watched.
Everyone KNOWS why this plane crashed, and why that FO was in that seat.
But we can't talk about it. And we all know WHY we can't talk about it.
O brave new world
That has such people in't!
Great report Juan! I especially liked the portion where you explained what one is supposed to do in the event of an inadvertent selection of TOGA, then you relating the experience you had arriving London.
Wow! Juan, that was an absolutely riveting account of the accident, with some really insightful commentary about pilot training and spatial disorientation. Thanks so much.
Well once again I am amazed at your understand of how to explain such technical info in a manner almost every one can understand. I'm so glad I found you and your channel.
Thank you again.
Juan, although not the cause of the accident, take a look at the maintenance records. Those displays and a few other things in that cockpit were replaced twice inside the space of about a month. Re: about his gaps in employment. He lied and told them he wasn’t working in the flying industry and instead said he was doing real estate work and I think also caring for his father, when in actuality he got hired and left two different flight companies and failed out of their training programs.
Juan, Thank you so much!!.
Your in depth detailed explanations, both, about the plane’s systems, and piloting, are just incredible!!.
In it, there is a so much knowledge, experience and know how of great piloting and aviator!!.That is adorable 🙏. Well done!!!. Wish I had the chance to fly with you in my Cessna.
Looking forward for each and every video of your’s.
Just finished watching the video in its entirety. Thank you so much Juan 👍👍.
As a 28 thousand hour airline captain, with time on 747’s, 767’s, and 737’s, I found your summation to be excellent.
The CVR transcript is... umm, illuminating, (and disturbing)!
Thanks. (Hope you can get back to flying Juan.... if you haven’t already.)
I've flown on this series of aircraft as a passenger, if it's so easy to accidentally bump the switch why does Boeing not redesign the go around switches?
James Jackman because it’s usually a non-event when it happens. I have thought that an audio warning saying something like “Toga” or “Go Around” when they have been activated would be a good way to alert if somebody had bumped it though. Anyway the FOs response in this case was completely unpredictable and disproportionate, and more due to his lack of training rather then a design flaw with the aircraft. They need to be somewhere they can be easily accessed so it’s difficult to make them completely un-bumpable.
Ben D I have had the switch “bumped accidentally” maybe twice or three times in thousands of hours, and usually in turbulence. Of course it needs to be easy to activate intentionally.
Handled correctly, an accidental activation just isn’t an issue, any more than maybe accidentally hitting the turn indicator in your car.
FutureSystem738 More like accidentally activating the cruise control, if you ask me. This crash should change the attitude that inadvertently hitting the switch is "no big deal". A simple fix, like annunciation, or maybe requiring a one-second press to activate -- or even both -- should be considered.
Alex Curtis These are not mutually exclusive measures. And the PM (captain at the end, as I understand it) wasn't unqualified, yet he missed the GA activation too, as did both active crew members in Juan Brown's London 777 incident. Human interface factors can be cheap safety measures.
Thanks Juan, another great summary. I had a chance to read some of the Atlas pilot interviews in regards to the F/O, and they were shocking. On one hand - the F/O, at times, showed great skill executing typically well trained scenarios (engine out ILS spproaches) and on the other hand, was completely inept dealing with "surprises". It seems like his reaction to the surprise of an un-intended TOGA actuation is right in line with his training experience. Should have been shown the door long ago.
Juan, great report! Thank you very much for taking the time to read the NTSB public docket. We can only hope that as a result of this investigation and videos like yours that the airline industry becomes safer. My condolences to the families of the pilots and the passenger. Again, thank you!
Phew! That's a lot to get through. Thanks Juan for taking the time to train us.
Extremely well worded, extremely well investigated and reported back. Those of us who enjoy this detailed information cannot obtain it elsewhere...so we DO truly get excited when a title such as this arrives in the email box! Thank you!
Thank you Juan. Really appreciate the research and attention to detailed that you put into your podcasts.
Good job with a very complicated and highly technical incident. I think you may have identified a trend that we need to be aware of, the decreased experience and education of pilots due to the pilot shortage. Keep up the good work Juan.
Your very thorough breakdown of the NTSB’s report with explanations based on your own piloting/A&P experience makes your channel a must watch for all pilots and aviation enthusiasts interested in industry safety. I was totally captivated!! Thanks Juan very much and keep ‘em coming!!
Juan. I am hoping the FAA and NTSB watches your videos and Dan Gryders. You have different styles and focus but you both bring out things that could help make aviation safer, him general, you more commercial. The Idaho crash that killed a female pilot was one i watched you and Dan. Both were great.
Having flown over the last 40 years, I was very curious about this odd accident. Excellent presentation. Nice work and I'm sure it is appreciated by many. The NTSB does an incredible job and hats off to those folks.
Thanks for completing this one Juan. Out of all the accident reports to come out in the last year or so, your analysis on this particular incident was the one I was looking forward to the most.
Very thorough and detailed, thanks so much for explaining as I was completely confused by this accident.
Fantastic thorough reporting.
Thank you for correcting my misconception for the overhead handle in my car as the "OH NO BAR." I've been using a "nautical" term.
Learning more about stuff thanks to Juan Brown.
Philip Housel It’s so fascinating between the human variables of flying and the variables of the myriad systems of the aircraft. Many, many integration possibilities.
Juan you look so disappointed. Your empathy for the needless loss of life and dismay at the apparent avoidability of it all is there to see. But your professionalism in getting the facts conveyed is commendable and thoroughly appreciated. Thank you for all your hard work. I hope to see you PIC again soon.
Amazing new info thanks! Pitch disorientation due to acceleration - first time I heard of this was the 1989 Metroliner crash in Terrace BC - in broken IFR pilot hit the throttles for go-around but then started flying by feel and pushed aircraft into the trees despite warnings from the FO that they were “descending”.
Thank you for your time to present this report.
One of the best explanations of a tragic aviation event I have read. Many thanks.
I don't watch many CZcams videos start to finish and certainly none 40 minutes long. But, I'm glued to Juan's start to finish. Keep up the good work.
Thanks Juan, another great report!
Great job. Thank you for putting the time required to research this accident. I flew for Expressjet when Rick B did and had Friends the remember him. RIP
He is sorely missed. Gone too soon
Juan, thank for your presentation, I was technician in this particular aircraft some time before it was withdrawn from passenger service and converted to freighter. Thanks for your explanation, and your approach and carefulness on description about crew behaivor in this fatal accident.
Juan, once again a fantastic explanation of the NTSB report on the Atlas accident. Last year when you made your first video on the accident your ideas of what went wrong were right on. That is attributable to your experience flying this type airplane. What was not known is the FO's issues which obviously was the major cause. I look forward to each of your videos and learn something from each one.
Juan, your explanations of the above keeps my mind current as I hope to fly GA airplanes during the cold winters in the Northeast U.S. Just following your mental instructions helps me keep my mental flight requirements current.
Juan, fantastic breakdown and glad you included the links. I’m so upset at times, this being one, with people working beyond their talent levels. This time it was fatal. Thanks again.
Excellent, comprehensive presentation. I hope there are fewer accidents to be dissected of course. Thank you!
Juan,
I’ve been watching your channel for about two years now and I love everything your doing Thank you you’re getting me through the pandemic. I’m learning so so much. I’m not a pilot I’m a 35 year veteran of film and television a pioneer of the internet in Seattle and HDTV in Hollywood.
Your are the real deal a professional in aviation a great father and educator
Please keep doing what you do I’ll find a way to support your channel.
I was born in Santa Monica and a childhood friend became a private pilot I hung around him during his flight training and watched him solo at age 16 right after he got his driver’s license and was his right seat passenger for many cross country flights
We’d hang out watching planes at LAX and Van Nuys.
He did his training at Santa Susanna airport and 1800 foot runway which is no longer there it had a dog leg on final which gave him great experience.
Anyway your channel keeps me current in my love of flying
Thank you 🙏
Bravo
WOW, the best CZcams I have ever seen! Learned so much.TY
As usual another timely update. Great Job 👍
thanks Juan for the valuable information not only about the details of the accident but also about how the aircraft system work, as a Avionic tech i found your channel as a excellent source of additional knowledge once again thanks!!
as usual fantastic video with amazing insight, thanks for all the work involved
Absolutely outstanding explanation! Thanks very much!
Thanks Juan. I am a VLJ driver and viewing your videos is always an excellent investment in my time.
Thank you for all the information you provided about this accident, which I had heard little about. Your explanation is great. I was also fascinated to hear so much about pilot training records.
Keep it up Juan, we GA pilots and certainly many others are constantly learning from you. As much in depth explanations as well as fundamental information as possible is always highly appreciated.
Another" home run" Juan!! You up to .406 like T Williams now!! Amazing report.thank you sir for everything you teach us about aviation in your videos!
Once again you had me glued to my computer for 40 plus minutes! Thank you again.
Love the way you explain things with an unbiased stand point, look fwd to your next one...
Amazing summary. Thanks Juan for breaking it down for us viewers.
Thank you sir for your analysis of this tragedy. I appreciate the hours you've spent going through all the reports, etc., digesting the facts.
I live east of Houston Intercontinental (IAH). I remember being impressed by how brief & violent the cold front passage was just before the crash. In my neighborhood, quite a few large tree limbs were torn off by wind gusts. There were no tornadoes reported, but the wind gusts seemed to approach that strength for several minutes. It struck me as really odd weather for that time of year. So at the time I suspected the cold front would be a major contributor to the accident; but the facts indicate otherwise.
Thanks again for explaining all this so clearly.
I just read the transcript, the First officer sounded unstable or overwhelmed pretty much the whole time on approach.
lot's of excess, nervous chatter...
I think he was pretty much unstable and overwhelmed throughout his short career, which should have been terminated early.
@KOB You are correct. Below 10,000' both in the climb and descent extraneous conversation in the cockpit is verboten - it is all serious business. One of the problems here is that the crew would normally pull out their charts and set up their navigation and flight instruments and brief for the expected arrival and approach prior to the top of descent. In this case they were being vectored off the arrival and at the same time being told to expedite their descent, all the while attempting to keep track of the developing weather situation. If the auto-flight systems were engaged then it would be normal for the flying Pilot to update the flight management computer, and the autopilot, while if the flying Pilot was hand flying then the non-flying Pilot would do so. Both Pilots would be required to verify the correct inputs. The B757 has dual FMS key boards and triple autopilots. It also appears that they were heavily reliant on their auto flight systems, otherwise they would have clicked them off to expedite the descent. Needless to say they would have been pretty busy. I too have a hard time buying the spacial orientation interpretation. Since both Pilots were not likely to simultaneously experience somatogravic effects one wonders why the Captain was so slow to intervene? Interesting, a full motion sim will use somewhat non- corollary motions to give the sensation of accelerating or descending.
tenpiloto Well, it was. In the worst possible way.
Great job as always Juan. Thank you.
Great video Juan. Thank you for the effort!
What an interesting and comprehensive video! Thank you Juan! 👏🏼👏🏼👏🏼
The 767 is a stalwart, a dependable aircraft as close to perfect as any have ever been engineered. To see one so senselessly, even wantonly destroyed is a tragedy second only to the loss of lives.
Wow. Remember all this and you can impress your ground school instructor. Juan, this was awesome. And of course if all pilots were this good 737max would all be flying. Which is why I support you.
Happy new year juan! Thank's for this thorough update! I feel like I'm learning allot from your content
This was such an informative and well done presentation - again, thanks for another great video !!
IMO this has been the most interesting of all the recent accidents .
And now we have PIA 8303 which is the absolute most confounding accident! And it killed I think 130 people
I watched this whole video, then read the last couple pages of the CVR transcript as i listened to your narrative of the event (switching back and forth with pauses and unplanned moments of reflection). Very chilling and sad. Thank you Juan. This is real education.
Superb summary, you’ve done us all a service with this vlog!
Excellent review Juan. I also liked the "golden hour" lighting in this video.
Fascinating. Thank you.
Dang Juan! What an excellent presentation! I have been waiting on this one brother! You did not disappoint! I had posted on one of your earlier videos about this one. I am an old A&P mech, who works for Boeing here in Houston. I live just a couple of miles from this crash site on the bay. It was a sad day. More sad now that I know the details. Thanks for what you do man!
Great update Juan. Thanks for the info 👍
GB both family 💙
Superb summarising Juan. Thanks as always.
Thanks, Juan.
Bien hecho.
love the flight deck pic's, some of the best times in my 72 years were on the deck of the USS America during the 6 Day War..................................................at 17 years old....thanks
As always ... a very profound and very good video. Thank you, Juan.
Again a very informative explanation of this tragic crash. Thanks for explaining in a way that even an aviation enthusiast like me can understand.
Peace to all that lost their lives and families.
Like I have told others, this man knows his stuff. Thank you for this detailed analysis. Your insights into this "pilot's world" are fascinating. As you have pointed out in the past, maybe the lack of pilot training and monitoring contributed to this accident. I must say, it is shocking that this lack of skill by seemingly qualified, capable pilots keep coming up in these incidents. As automated as these cockpits have become, it still takes the skills of airmanship to fly these modern aircraft.
Thanks for a great report. I never knew why navy pilots hang on to the handles on take off from an aircraft carrier.
Juan, Always enjoy your awesome presentation of the facts, keep it up!
As always excellent report commentary. Thanks
Sterling work, especially over the last few days. Thanks Juan
Excellent presentation, Juan - been curious about this one since the day it happened. So sad pilot error was the cause - makes it cut that much deeper. :(
I want to thank you for your efforts to show aviation in a factual mode. I get the fact you'd rather be flying. I will say this: no matter what happens, your voice is important. I wish you well and hope your medical situaion allows you to fly again.You are a good man and an inspiration even to us old guys. Bruce. London, Ontario, Canada
Simply the best reporting with fairness and compassion.
Very nice and thorough explanation. It's interesting how so many plane accidents are due to some sort of pilot mistake(s). Many of them have had poor performance....and I do believe the system fails as they try to make them pass (not terminate) or turn the blind eye..... Same stuff with the medical field.....there are more mistakes there..... Human nature and now the fear that you cannot terminate mediocre or dangerous performers.....
I've heard reliable sources put the figure at about 70% of all crashes are due to pilot error.
great analysis & insight from your point of view, I must say you do these so well. maybe your next job is NTSB iinvestigator.
Thanks again for such a clear & concise report as i'm not an airline pilot but can follow your explanation easily.
Love your comments and program .
You are a great pilot 👍
Very interesting - I thoroughly enjoy the "Pilot's perspective" you offer as well as the detailed information. Thanks for taking the time -