How A Simple Check Could Have Saved 33 Lives | The Crash Of UTair Flight 120
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- čas přidán 19. 11. 2021
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This is the story of Utair flight 120. On the first of april Utair flight 119 was flying from Surgut to tyumen at 11: 41 pm local time. Both cities are in russia and so it was very cold. When the plane landed at tyumen it was just .2 degrees celsius over freezing. Thats 32 degrees farenheight for the yanks out there. There was a cyclonic system nearby and that brought tons of rain and wet heavy snow. Ironic that a warm cyclonic front would actually cool things down in the long run.
The night was filled with rain and snow and gusts of winds, not a very pleasant night if you ask me. But the crew were warm and snug in a hotel nearby and thats where they stayed till 5:30 am. After that they had to start preparing the plane for flight 120, all the way back to surgut. At tyumen the flight crew went through a weather briefing as part of their pre-flight prep. The weather was cold but it wasnt so cold or so rainy that it posed a threat to the safety of the flight so they saw no reason to cancel the flight.
The captain then walked around the plane performing the pre flight inspection and the first officer was busy preparing the flight plan. With all of the preflight prep the crew started the engines. Taxiing was normal and the ATR 72 lined up with the runway. The pilots saw no reason to cancel the takeoff and so they started the takeoff roll. Flight 120 started to climb as the plane passed through 600 feet the pilots engaged the autopilot and by the time they were at 640 feet they started to retract the flaps. As they climbed to 690 feet the plane began to do something that the pilots did not expect, it began to bank to the right. They quickly disengaged the autopilot but they couldnt regain control of their plane. The bank to the right worsened with each passing second, the pilots countered it with rudder and aileron inputs. But now they had the opposite problem the ATR was now banking dangerously to the left, they tried to compensate again with ailerons and rudder inputs but this time they were fighting the losing battle. The pilots could not recover and the plane went into a dive. The plane slammed into the ground near the village of gorkovka. There wasnt much left of the plane but of the 43 people on board 10 people survived the crash.
With the plane all but destroyed the investigators had their work cut out for them, but they had access to a lot of information to solve this crash. Since the plane had taken off from quite a big airport most of what the plane did was caught on CCTVs they even recorded the takeoff. SP even before they had access to the CVR and FDR data they had quite a bit of information to go through. They could see all that the pilots did before the takeoff and how the plane took off. What the investigators were looking for was to see if the pilots adhered to the clean aircraft concept. No they weren't checking to see if the aircraft was free from dirt and stuff but from other contaminants like ice slush and snow. Even a bit of ice can be incredibly detrimental to an aircrafts performance as the ice changes the shape of the wing robbing the wing of its ability to generate lift. This is why deicing is so important, it removes ice and slush on the wing and other control surfaces way before the plane even takes off.
Usually deicing is performed by trained ground personnel but the captain of the plane is the person whos ultimately responsible. He or she must make sure that the plane is free from ice and slush before takeoff. If the conditions warrant it, the pilot can request multiple deicing sessions. In some airports pilots often have a quick deice before the plane lines up with the runway to minimise the risk posed by ice. - Věda a technologie
Since I started watching your channel, I will never again complain about a flight being late due to de-icing.
Yup, always better to have a flight be a little late than to never make it to its destination. 👍
Speak for yourself. Some of us want to die when we board a plane.
@@jyggalag169 uhm, can we introduce you to the no fly list? 🙄
@@jyggalag169 😂
@@jyggalag169 lamo. also Oblivion?
The commander has the ultimate responsibility. Failing to check the wings after a night with precipitation and freezing temperatures is inexcusable. When you are standing in the cabin door, you can see parts of the upper surface of the wing. But to get a full view, you need a ladder or a lift. That said, the company is also at fault by not following regulations and procedures.
I agree, but this was a high wing plane. None of the top surface could be seen without getting on top.
They all share responsibility to some extent but the pilot is the one who will suffer the consequences (along with everyone else on board). If that's not enough motivation to double-check the ground crews' work, I don't know what is.
This was an inexcusably bad decision on the part of the captain who did the half-assed pre-flight inspection. He knew that the aircraft had been sitting outside all night in known icing conditions. In addition to that, a prudent pilot would consider the possibility that they might have also picked up a little ice during their approach and landing the night before. He absolutely needed to do whatever was necessary to get an up close look at the top side of the wing and the horizontal stabilizer.
The fact that the pilots had been flying so much that they were chronically fatigued had nothing to do with it. Poor deciaion making due to fatigue is one thing. But ignoring fundamental safety checks is quite another thing altogether.
Perhaps it would have been a real hassle getting to see the upper surface of the wing and empennage. Maybe he would have had to drag a reluctant ground crew out of a hangar with a lift or a long ladder. Maybe the aircraft would have had to be towed or taxied to another location where a lift was available. Maybe the ground personnel would have been pissed off about being dragged out into the cold and wind. Maybe to inspect and possibly de-ice the aircraft would have caused the flight to be very delayed. But even if ALL of these factors were present, the captain still had an unequivocal need and obligation to closely inspect the wing and tail for icing - no matter what hassles, pressures, or objections he might have had to deal with.
@@georgetrue6660 he could've gotten a ift up in the deicing truck's cherry picker basket to inspect his wings. Even money, he counted on the aircraft's deicers, which would be hard pressed to clear heavy icing.
Shortcuts, one gets away with them until the law of averages catches up....
Great insight, thanks for sharing!!!🙏😢✈️
Hard to believe that 10 people survived the crash!
Ikr? What a miracle
My first thoughts too
Indeed
You should see Air China 129
37 survived
Those 10 survivers of the crash, are now top 10 politicians in the Russian Politburo !!!
First cause: airline. I'm just a train driver. But I'm under the same kind of time pressure, with a perpetual jetlag in your schedule. The fact is that when you accumulate a lot of fatigue along weeks of hard works, 8H of sleep is definitely not enough to get back to 100%. You need a lot of days off, sometime more than a week, to be back at your maximum.
It's just human.
Also the Airline didn't train their ground personel properly.
UTair is a big mess. I had 3 flights (Moscow - St. Petersburg) (Moscow - Donetsk) (Donetsk - Kiev), 2 of witch i had in 2012, so i don’t have memories of those, but i the flight i had from St. Petersburg just some weeks ago before returning to Greece was a mess. They also don’t serve food and not even water. They still use 20-30 year. old Boeings 737-400. While taking of a could the the jet making strange noises and on place 4F, where a was sitting i had 2 tray-tables. They are the laziest and greediest big Russian airline. The airline is a big mess, even though the prices there are higher then of flagship Russian airlines like Aeroflot or Rossiya.
@ umibooozu : Yeah, when you've accumulated a significant "sleep debt", a single good night of sleep isn't enough to overcome it.
@@thecostasbg thanks for the info!
Truck driver here, can confirm... Sleep debt can get terrifying real fast.
The airline.
They even knew that this person had previously been suffering from fatigue and yet they forced him to work harder than the regulations allowed.
Wrong.
@@sludge4125 No I don't think so.
Tell me why.
@@oscarjosefsson9300 The pilot flies the plane.
You make a great point, though. 👍👍
I remember seeing on the Nat Geo show that the ATR72 is especially sensitive to icing, and even a small amount of ice can completely disrupt airflow over the wings. What's more the ATR can go into a full stall with no warning (they interviewed a pilot who had had that happen to him, fortunately he had enough altitude to recover before crashing). In the episode in question the narrator said towards the end that most ATR operators in the US moved all their planes south, just to be on the safe side.
The moment the intro narrated freezing icy cold winter condition, my immediate guess was failure to deice could be the reason for this accident. And it turned out to be the same. In my opinion, pilots decision to continue with the flight without deicing brought the plane down. That's the last level of defence (walk around) to ensure ground crew/technical team did their job correctly.
Q: What is responsible for this crash?
A: Yes.
This was another case of cascading failures. Pull one domino out of the line and the last domino doesn't fall.
I love the fact that you cover not-famous cases, and your explanations and video are always amazing. It's so sad that perhaps due to fatigue the pilots failed to extend the flaps and therefore save the aircraft.
he covered the famous cases already and needs content
As some who has been through de-icing training, its very tedious but important. Where I worked, the planes sat in a hanger overnight, so very often we had to decice on good weather mornings just from condensation freezing on the A/C when it came out side.
“What do you think brought down the plane : the ground crew not de icing, the pilots not de icing, or the airline pushing the pilots to the point of fatigue?” ALL OF THE ABOVE
A&P mechanic here, in the end, it's the PILOTS RESPONSIBILITY!!! This Aircraft, and all the poor souls the Captain took to the Grave WITH HIM, should have NEVER EVEN TAXIED, one single FOOT!!! R.I.P. everyone...
And it was clearly stated at the beginning!!!
Thank you!!
When you're the captain and it's too cold to do a proper walk around to check for ice, maybe it's a good time to call for a de-icing
As a retired former aircraft maintenance engineer, what I believe a major problem is that the design of aircrafts are inconsistent for flight safety when it comes to ice formation.
how would you make it better?
I gather it was all of the above.
It is rare accident happened for a single reason. Great video, good work.
Agree......All three
It was CLEARLY stated at the beginning that it was the pilot’s responsibility.
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@@sludge4125 A Russian court sentenced a mechanic and a maintenance manager to five years in prison for their part. They also found the captain guilty but he died in the crash.
The yanks appreciate the conversion.
Informative video. Answer to your question: All of the above.
I've watched enough aviation videos to convince me that most accidents result from a sequence of events. Are you familiar with something called the Swiss cheese model? (I think) The idea is that if enough holes in slices of cheese line up, there's a path through the pile of slices. This video demonstrates that a sequence of events leading to a crash may play out over a short period of time, but a sequence leading to a tragedy may play out over a period of years. Improper maintenance procedures or, say, a tail strike can have consequences that show up years after they happen.
True, but the captain is ultimately responsible…..I know, I was crew for 19 years
The Swiss cheese theory sounds pretty interesting, as I myself like analyzing situations (cos I like science, tech/engineering and human culture). :) One mistake made many years ago, could lead to other mistakes made more recently which could lead to an accident. Reminds me of the TV series Seconds From Disaster. I saw the Swiss cheese model in most of the disasters that played out.
thank you so much for making these. you do them so well, please keep them coming.
Having a quiet evening, playing some games and having a couple drinks, and just when I needed something to keep me entertained you answer my prayers.
Please never change your upload schedule lmao
Thank you!
@@MiniAirCrashInvestigation thank you for all the wonderful content! I've tried making CZcams videos in the past and know it can take hours and hours to put out videos as good as yours
Nothing more relaxing than smoking a little rock whilst watching fatal accident recaps. Yessir, that's some real entertainment
@@SuperNuclearUnicorn I was thinking more like 5 or 6 hours, given his reconstructions are nearly always with mile accuracy as to where certain events occurred... he probably does MANY takes!
@@MiniAirCrashInvestigation do you do request videos by any chance?
Funny,..I’m NOT a pilot,. but an aviation enthusiast. As this story was unfolding I correctly assumed that it was the retracting flaps started the problem exposure & ALSO called into question as to IF they could have saved the plane by re-applying the flaps 🙄
Thanks for all you do sir! Another great one.
Loved the video as always! I always appreciate the conversational tone you take in these, adding in little comments of your own here and there - it really humanises the story and prevents it from becoming too dry and technical. Feels like I'm discussing it with a friend :)
I totally agree
Awesome video as always 👍, keep it up. Thank you
Thanks Jason.
Love this channel and the incidents you cover. I’m going with cascade of failures, though the lack of training of ground staff is the only single step that may have made a difference, if they had de-iced the plane. Though the buck stops with the captain, he may not have been thinking clearly which could be blamed on the airline. Tragic.
Beautiful graphics, great little vid, thanks
Another terrific segment!
Sounds like a place where you should de-ice just on principle...
If that's too much work, sweep off then throw tarps over the wings. It at least worked to have an ice-free vehicle to drive to work in Alaska.
Well put
just info:
it is standard in many Russian airlines that if a delay is caused by the pilot it goes on his record, if by the dispatch, the stats are attached to the dispatch team... they were probably passing on the hot potato to each other so to speak...
I love the way you analyze the situation, it’s very detailed it simple it’s understandable it’s slow particularly for a person like me who does not have any knowledge about aircraft your analysis made it’s so easy for me to understand the reason why this aircraft crashed I love it I subscribed and I will always follow your channel thank you
Definitely the airline and their subcontractor's fault
Not training properly, not reinforcing the training, not teaching pilots and ground crew that if it's freezing conditions (which are ...) you always de-ice or put your naked hands onto more-or-less horizontal surfaces to feel for ice and do a visual inspection.
Yes, the individuals should have been perked up and checked more, but if they don't even understand that they are not qualified ...
It was CLEARLY stated at the beginning that it was the pilot’s responsibility.
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the Atr - 72 in particular had issues with icing on its fairly tight wing chord , american eagle flight 4184 from the year of 1995 at indianapolis was a similar scene .
This is appalling. If any aircraft need special care with de-icing it is the ATR-72 and its smaller sibling the ATR-42. American Eagle Flight 4184, ATI Flight 460, TransAsia Flight 791, and Aero Caribbean Flight 883 all crashed due to icing problems of one sort or another and there have been numerous non-fatal icing incidents with both types.
ATR have common problem with stall after flap retraction due to ice.
Flaps extended would have saved them
Oops, too quick, you just said that
The U.S. has learned this lesson many time too. Now in the U.S. they deice anytime it is cold, even if nothing is on the wing. Very different from the rest of the world. I was flying out of Budapest, watching the ice blow off the wing on takeoff..
That’s insane, and terrifying
Love ❤️ your channel. Great Reenactment.
Very good format from MCI
Another excellent presentation! A veritable unbroken chain of errors that began looooooong before that fateful day.
New graphics to accompany incident brilliant..Cheers
Thank you for remembering the 300 million yanks who may be watching your video.
You narrate very well.
Mistakes and accidents happen. The difference is just that if a cook messes up, his meal might taste bad.
The great responsibility of personnel working on and in airplanes means that accidents and mistakes in that field can easily become fatal. And while there are many checks, many safety nets, the sad fact of life is that there never is 100 percent safety. All that can be done is learning from unavoidable accidents. When an accident could be avoided, like here, it is all the more tragic and unnecessary. But in the best case, it also leads to better safety regulations.
_The difference is just that if a cook messes up, his meal might taste bad._ For various levels of "bad". With fugu a cook's mess-up means ICU and some don't make it.
LD50 (mice, oral) is 334 microgram (0.334 mg) per kg --- potassium cyanide under the same circumstances has 8.5 miligram per kg. So Tetrodotoxin is 25 times as toxic as cyanide. And even with a fatal dose and paralysis, seizures, convulsions, a very upset digestive system (both ends), most patients stay conscious and some completely lucid. There is no antidote. And the poison is heat stable, cooking doesn't hurt the poison.
In Japan (data from 1996-2006) there's 20-44 incidents (multiple people can be poisoned in one incident) per year, with 34-64 hospitalisations and 0-6 deaths (average 6.8% fatalities). All but one incident were fishermen preparing their own catch, one was in a restaurant (fugu chefs are specially trained and licenced, they must remove *all* of the highly poisonous parts).
However, clinically TTX (Tetrodotoxin) has been used (in appropriately tiny amounts supporting cancer patients and heroin withdrawal and may help somewhat in a few cases of migraine.
@@advorak8529 Thanks! I actually wanted to use that comparison to show that different jobs have different dangers associated with mistakes done in them.
Of course food poisoning cal also be fatal.
All of what you said, everyone was wrong in what they did.
So many people complain when there flights are cancelled or when they are late due to weather and I use to be one of them. After watching your channel/ mayday etc I will never again say a word. If I see cracks or anything on the skin of my plane I will open my mouth…
It was the last year of the twentieth century. January in St. Louis, MO. Late night/early morning, cold, icy, snowy, slushy. The hub of TWA(totally worst airline{that's a whole other story}) the airline taking me from PDX to BWI via STL.
After boarding my connecting flight and sitting at the gate in heavy snow flurries, i noted the amount of slush on the wings when at long last the captain announced our push back and de-icing. Yay!:-) The de-icing was fascinating to watch. We then joined the taxiway queue... and waited. And waited. And the longer we waiting the more slushy looking snow piled back up on the wings... and the more nervous i became!!!!
Obviously i needn't have worried!:-)
Thanks for your work
In addition to the airline and flight crew’s decision making, it’s worth noting that the ATR-72 (and ATR-42) turboprops have had historical challenges with the design of their onboard anti-icing systems, particularly when operated in conditions where severe icing is possible. American Eagle flight 4184 (in 1994), TransAsia Airways flight 791 (in 2002) and Aero Caribbean flight 883 (in 2010) all involved ATR-72 aircraft operated in known severe icing conditions.
I wonder if tower knows if an aircraft has been de-iced. It would be a great piece of information, tower could mention it to a pilot that didn't de-ice when known icing conditions exist, especially if other aircraft are doing it. This accident seems to be totally avoidable. Too bad.
Great video, as usual!! Happy Thanksgiving everyone!!
The date that this plane crashed looks like an April Fools prank. :/
"In Russia, joke is your safety"
Captain doing walk around inspection:
*Ice/snow on all aircraft surfaces____Check.
Looking at the wreck site, I was surprised anyone survived that for how strewn out the wreckage was.
The captain has the ultimate responsibility for the safety of his aircraft. It is no good blaming the back shift. All too commonly do both aircrew and support staff ignore the rules put there for both themselves and passengers.
So sad to see that such recklessness results in loss of life. And no one can be held responsible, as pilots usually die in these crashes.
Pilot overworked and also ground crew should have said something. Company wreckless.
The displays in that cockpit are really cool. Nice big screens, easy to read, and intuitive.
The ATR in the video is a Mod for Micro Soft Flight Sim, is in its early stages, and uses the cockpit of the King Air 350 instead of the actual ATR cockpit.
I have to disagree here. The ATR series (42 and 72) has a tragic history in icing conditions. Small wings and insufficient de-icing capability.
Primary cause: airline top management. They clearly did not have safety as the top priority. This is shown by deficiencies in training of base personnel, and the overworking of the flight crews.
I would bet that too management was mostly focused on cost management. In any transportation business, Safety must ALWAYS be the top priority. And it doesn't matter if the business is transporting people or cargo. Unsafe operation will always end up costing a lot more - in tangible and intangible costs - than the "suits" in corporate offices can possibly imagine.
If you don't provide proper training for everyone who touches an aircraft or component, safety will be a problem. If you overwork the fight crews, safety will be a problem. If you cut costs on maintenance, safety will be a problem. If front line workers and supervisors don't have the authority to say "STOP - this is not safe", then you will have safety problems.
This is certainly true in aviation, the current topic. It is also true in trucking, trains, cargo and passenger ships, pipelines, and a lot more that this planetary population depends upon. Unsafe operation in transportation always costs far more than the accountants can possibly imagine.
It was CLEARLY stated at the beginning that it was the pilot’s responsibility.
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I'm just 1:39 into the video -- all I know at this point is [1] the weather is cold, and [2] it's an ATR-72. I already know what's going to happen. 😢
ATR-72 abridged cold-weather takeoff procedure:
Parking brake...Disengaged
Flaps...Full
Throttle...TOGO
V1...Rotate
Gear...UP
Flaps...UP
Crash...Imminent
Failure to attain the proper speed before flap retraction is just ineptitude. The fact that after doing this the aircraft's performance deteriorated was a clear indication to put the flaps back down. The flight crew did not react properly. Failure to fully inspect the top of the high wing and the t- tail were grossly neglegent. No excuses!
ERAU 80 CFIA&I ret.
Might be useful in icing conditions to have the tower and the weather information for the airport have an SOP (standard operating procedure) message to announce something like an icing alert as yet another reminder. Sometimes crews are less familiar with cold weather flying. Part of the reason for the crash in the 1980s of a 737 at the 14th street bridge in Washington DC. Following the checklist, the pilots hit the deicer switch item and confirmed it as off without thinking about the weather conditions. Like this flight, ice was the culprit and the results were similar.
My parents and their carpool were about 100 yards past the impact site when the crash occurred. Heard something but did not see anything and then no traffic behind them.
@@kevinconrad6156 wow, glad to learn they made it. Must have been the stuff of nightmares for quite a while.
How could anybody with even just the basic knowledge how how reality works, leave ANYTHING , any object at all, uncovered to the weather, out ALLLLL NIGHT for many hours straight in that particular kind of weather , not immediately know that the object would be covered in ice when they came back to it????? Let alone 2 people who were familiar with that kind of weather through personal experience??? Just how???
I was a de icer for AA. The weather conditions ALONE would require de icing...or defrosting. There should have been no doubt about doing it
The people that blame the captain for making bad decisions before this flight must never have been tired in their lives. Fatigue can wreak havoc on one's ability to make decisions and perform routine actions.
They are all at fault to some degree. 😬 Thanks for the education vid. Keep up the good work.
This reminds me of a phenomenon known as the incident pit when small mistakes build up and cause a disaster, when if all the relevant training and checks had been made it would never have happened in the first place.
I've seen pilots taking off with ice and snow on the top of the wings many times on those "Daily Aviation" channels. I wonder if it's more common than we know especially in other countries.
Hi,
commander is last responsible person to conduct or cancel flight. I have never conducted flight if wasn’t sure that plane is not 100% pass all SOP, FM ,other or my personal requirements for current flight.
My instructors always said “ nothing is important except human lives, safety first “
I am retired in this March, to all pilots wish all the best and clear smooth sky.
There should have been safety recommendations made after that ATR 72 iced and crashed in 1994, but I’m not sure the recommendations would have made it over to the Soviet Union.
incredible!! cannot believe they left for the flight without de-icing!
Great video as always
Edit: Also request you to make a video Mh 370 and Air India flight 182
Bro it was posted a minute ago, how can you know it is good lol
Cuz it was posted by mini Air Crash Investigation
@@Kiran_360_movement hah, that's fair
These cases are very interesting with the detail that you put into them. Your wide breath of knowledge. wonder what your experience is? I'll bet we would be shocked by the amount of hours you spend on any individual project. I/we appreciate your effort.
wonder if they left the hotel just an hour late with more sleep and warmer temperatures would there even be a crash?
Or maybe if they went to sleep an hour earlier.
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While a lot of different people COULD have prevented this accident, there was only one person whose responsibility it was to make certain that the plane was safe and ready to go and that’s the captain who is pilot in command.
Even growing up and working as line crew at an FBO in California I learned how important it was to respect and be alert for any possible icing on an aircraft. How is it possible that the captain and line crew in Russia didn’t take it seriously enough??
Amazing that anybody survived that crash.
Damn! I got the notification less than 3 minutes ago and there's already 30 likes.
The airline for multiple reasons. Overworking the pilots, failing to train the ground crew, failing to supervise the ground operations, failure to supervise flight operations, failure to comply with standards and regs for both ground and flight operations, failure to detect any of the previous failures. There was so much fail here that it can't have been accidental. This was deliberate disregard for safety.
Captain has always ultimat responsibility for the aircraft, and first flight in the morning with low temperature is critical. I was working as licenced technisian on big twin jets and always before departure we check wings for frost, snow or ice and reported to pilot in comand.
Somewhere along the line, there has to be a single point where all decisions converge. I feel it is the pilot.
In every circumstance, it is the pilot who has final, hands on decision control. The co-pilot could have suggested it, but the command seat pilot was the final word/
Aerospatiale has had known icing issues with their fleet of -42 -72s
Not the direct cause here. But most domestic regionals moved away from atr, replaced them with better equipped E-jets or crjs. Consider this...should the airline have taken steps to do the same? At least they could've leased some crjs seasonally?
Another swiss cheese model. Ops for not providing hangar space for overnight, and also not planning deice into the planning. Aircrew, insufficient training on preflight and also not planning on deice.
I was waiting for someone to make such a comment. Agreed, the ATR did have a problem when first produced, however this was resolved. Any incidents/accidents that have occurred since due to icing has been the fault of pilots/ground crew/poor training....as in this case. This accident has nothing to do with the ATR itself, it is a great aircraft.
Airlines need to teach the Swiss cheese model to pilots and all staff in the airline IMO. That means, disasters can be minimized if say pilots get more rest days off, ground crew checks for potential risks before each flight, and aircraft manufacturers implement automation to correct for ice buildup (ie. apply flaps at a gradual rate until plane flies stable for a given aircraft parameters). Also, the plane could have been stored in a hangar in that bad weather shortly before takeoff.
May God, or whomever you believe in, protect those souls who went from this world on this fated flight.
Also, merry Christmas/happy holidays. :) 🎄🕎
Hi there,
In Human Factors, the Swiss Cheese Model is used to describe exactly what happened here. Plus complacency, lack of training, and fatigue.
Cheers
Mark
It's easy enough to state right off the top, that if the investigation found icing as the proximate case, then the Captain is at fault . It doesn't matter if unqualified personnel inspected the plane, it is ALWAYS captains responsibility.
Nor can I see this being a fatigue issue. Every cold weather pilot KNOWS that if he plane has been standing outside it needs de-icing. HE MIGHT forgo it, but the default is that the plane is de-iced. Its NOT something that slips your mind. Assuming that is equivalent to assuming that he forgot to put his boots on before leaving his hotel room. That type of fatigue doesn't usually manifest as forgetting basic procedures it usually presents as an inability to make quick, accurate decisions under stress. Might it have affected their failure to redeploy flaps? Maybe, we weren't given enough information on their conversations. It would also be interesting to hear the CFR to get an idea of the cockpit resource management. Why didn't the copilot question the de-icing decision? In this case a simple "um, Captain, should we get a de-ice?" Might have saved lives.
Came out of Galena Alaska in December 1956... small single engine air.....just about was able to do a 360very flat wide circle and get back safely on the ground....film of ice was practically unnoticeable ...so thin....
de icing is very expensive- they tried to wing it and failed
YOU IMPROVED THE VOICE SOUND A LOT😃😃😃😃😃
Captain half-assing his check and retracting the flaps too early before they reached a safe altitude.
I assume similar additional safety checks need to be made in hot weather.
Thank you clear fluent proper english
-2 with heavy snow is actually not that cold for this part of Russia... But it is EXTREMELY unpleasant. Normal early spring weather
Yes, I worked outside for 37 years, and 30 degrees Fahrenheit is almost pleasant during the winter months.
GOOD SHOW.
Sad outcome for carelessness or a incompetent crew.
Unfortunately 4 stripes on pilot shoulders comes with huge responsibility, making sure airplane is clean of ice is very important. At the end of the day it is captain derision if the plane takes it to the sky’s or not, despite the consequences.
My friend used to work with aviation insurance in Russia, he said that economy on deicing in our country is quite usual(or was), which of course is very scary
I flew the ATR for American Eagle years ago. Great aircraft except for one thing….icing. After the Roselawn accident they were all moved to San Juan for this reason.
In November 2015, the court sentenced airport mechanic Andrey Pisarev and maintenance manager Anatoly Petrochenko to five years and one month in prison. Captain Sergey Antsin who died in the crash was also found guilty of the accident.
as a ramp agent, its everyone who sees the planes responsibly to ensure safe operations of an aircraft. if I saw ice on a plane and said nothing, I'm as responsible as the ground foreman, the airline engineer, and the pilot. but in this instance management hold responsibility also for allowing a crew to work so much
There are several factors which caused this aircraft to be in a situation it could crash; ground crew, fatigue, training (or lack there of), the company not adhering to best practices....
But, there is only *one* person responsible for the actual crash, and that's the guy who chose not to do a proper inspection, who chose not to de-ice the aircraft, who chose to ignore all of the warning signs of needing to do those jobs properly, who was in command of that plane.
I flew once with aeroflot. Passengers were having a punch up in the aisles, and no one intervened !
As with most accidents it took a serious of things to all go wrong: crew fatigue, untrained ground crew and bad weather conditions.
The captain was totally responsible, he did not do a proper inspection or check with ground staff…..period
Ultimately, it's the PIC who has the final say if the plane flies or not.
In commercial operations, I honestly don't think the Captain gets a lift truck to observe the top of fuselage, and tops of wings.
I'm quite sure they do a ground walk around.. But I don't know.. I'm speculating here. I'm not a commercial pilot.
Maybe it's policy airline to airline.. But in the end, (I'm in the USA, so I base this off of rules here)
It's the Pilot In Command who bears the responsibility to ensure the aircraft is safe to fly.
It's also the PIC's decision to stop a flight if something is unsafe. (Per US FAR's)
That said.. Companies put a lot of pressure, where things might slip.
I'd place blame on the companies, somewhat due to inherent pressures, but in the end...
It's the PIC who chose to fly (For WHATEVER reason) when he/she should not have.
Just my $0.02
I think that all three of the instances mentioned played a part in bringing this plane down. The captain is certainly to blame for his half-hearted pre-flight inspection. But I am sure that was produced by all of the extra and long hours that the company had demanded of him and the other flight officer. And, finally, of course, the ground technicians should have been aware of the conditions that the plane had endured during the night and insisted on de-icing before allowing the plane to take to the air. It is all very unfortunate.
It was CLEARLY stated at the beginning that it was the pilot’s responsibility.
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I knew the cause even before the start. Icing.
All the reasons you gave for the crash contributed to cause the crash. This is one reason why flying on a foreign carrier must be carefully considered!
It was CLEARLY stated at the beginning that it was the pilot’s responsibility.
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This icing problem brought down other ATR aircraft, especially in the US.