AEROPERU 603 CAJA NEGRA CVR PART 3

Photo Credit:
Jay Selman/www.Airliners.Gallery.com
ATC, Tower: Green
Pilot: Yellow
Copilot: Blue
Aeroperú Flight 603 was a scheduled flight from Jorge Chávez International Airport in Lima, Peru (LIM), to Comodoro Arturo Merino Benítez International Airport in Santiago, Chile, which crashed on October 2, 1996. The flight originated from Miami, Florida, United States's Miami International Airport.
On October 2, 1996, shortly after takeoff just past midnight, the Boeing 757 airliner crew discovered that their basic flight instruments were behaving erratically and reported receiving contradictory serial emergency messages from the onboard computer, such as rudder ratio, overspeed, underspeed and flying too low. The crew declared an emergency and requested an immediate return to the airport. Faced with the lack of reliable basic flight instruments, constantly receiving contradictory warnings from the aircraft's flight computer (some of which were valid and some of which were not), and continuously believing that they were at a safe altitude, pilot Eric Schreiber and copilot David Fernández decided to cautiously begin the descent for the approach to the airport. Since the flight was at night over water, no visual references could be made to convey to the pilots their true altitude or aid the pilots in the descent. Also, as a consequence of the pilot's inability to precisely monitor the aircraft's airspeed or vertical speed they experienced multiple stalls resulting in rapid loss of altitude with no corresponding change on the altimeter. While the altimeter indicated an altitude of approximately 9,700 feet, the aircraft's true altitude was in fact much lower. It struck the water approximately twenty-five minutes after emergency declaration, making the pilots realize the true altitude of the airliner; for twenty seconds the pilots tried to make the airliner climb. The airliner then crashed into the water.[1] All nine crew members and sixty-one passengers died.
After the crash recovery crews found nine bodies floating; the rest of the bodies sank with the airliner.
Passengers 61
Crew 9
Injuries 0
Fatalities 70
Survivors 0

[@ethanwunder3788]

That quick cut at the moment of impact will forever give me chills

[@ablazedark]

even here on my soft chair on a sunny day, my head couldn't bear with the beeps and warnings after some minutes. these guys were having a blind flight with their life on the line for almost half an hour with the experience and technical info of 1996. and here we see armchair youtube pilots handing down amazing sentences like "they had to do that, i'd do that". yeah, be sure that you'd do and they'd welcome you with medals and rose petals scattered along the runaway. hollywood generation..

[@jijinrajendran]

very sad at end of recording "we are impacting water"

[@airodyssey]

This is the first time I listen to a CVR recording and that I have tears in my eyes at the end. :-( It's quite chilling to listen to all the ruckus in the flight deck prior to impact. The amount of stress it added on the flight crew's shoulders must have been unreal. Hopefully this will serve as a lesson so that such a tragedy never happens again.

[@MrJdele]

When all else fails, always trust the "TOO LOW TERRAIN"

[@alexhoe02]

MrJdele they believed that was malfunctioning as well due to the overspeed warning, the stick shaker, stall alarm. They did not know the GPWS was separate from the static port system

[@ryanwade7895]

MrJdele exactly

[@Jmurse89]

@@alexhoe02 how could they not know the GPWS was a separate system? If you are type-rated on an aircraft you should know the basics of its systems. Very sad and tragic.

[@jorgedominguez1957]

Agree

[@larshammett]

Bien me lo decia un maestro de alas de america "cuando dudes...ASCIENDE!!! jamas nadie se ha estrellado contra el cielo"

[@construccionesyproyeccione1963]

No seas bruto ellos no tenían velocidad como saber si no se podían estolear y caer como una piedra..el 757 vacío pesaba más de 70 libras no era esa una opción

[@mishaco]

Me acuerdo cuando volaba en Aeroperu de niño. Gracias a Dios nunca hubo problema en ninguno de mis vuelos!

[@doctor985]

Too low - Terrain alarm is terrifying...

[@wilberllamoca2986]

Hicieron lo que pudieron, grandes pilotos.

[@cygil1]

New rule: if you get conflicting warnings, and one of them is "Too Low: Terrain", gain some altitude. If the alert is wrong, you're not going to be killed by gaining a little altitude, but if the alert is right, you're dead.

[@Fernaoff]

Parabéns aos irmãos, pilotos peruanos, que mantiveram a calma, o sangue frio e o profissionalismo em uma situação impossível.Agora que sabemos o que causou, fica fácil opinar. Naquela noite, diante de uma situação nunca vista anteriormente ( nem prevista no manual ) eles agiram de forma excepcional. Pena eu não saber escrever em espanhol. Que descansem em paz.Deixaram para história seus últimos minutos.E mostraram que foram dignos até o fim!!!

[@titohuertas]

a 7:04 se oye la voz de un pasajero gritando detras de la puerta: "que pasa no lo pueden volar!". Los pasajeros de primera clase estaban concientes que algo malo sucedia..

[@B777rocks]

sends shivers down my spine

[@jorgex5eduardo]

Si este caso es muy triste y de los mas absurdos de la aviacion, NUNCA debio ocurrir y no se ha vuelto a presentar un caso igual, contribuyo a eso pero costo vidas para mejorar la seguridad aerea...gracias a ti por compartir inquietudes y felices vuelos!

[@soyaitor9000]

sigue luchando por tu sueño de ser piloto, seguro que lo consigues con dedicacion y esfuerzo, que tengas suerte. Yo tambien algun dia espero ser piloto, ya lo he decidido. PD: ni caso a los comentarios del Alfrunk, a este tipo de gente lo mejor es ignorarlos. adios!!

[@woodfern909]

Que pilotos, lucharon hasta el ultimo segundo. Quisiera yo tener ese valor.

[@FSXgeeek]

They didnt know which one to listen to Stall Overspeed Too low Rudder ratio Altiude reading of ;9700ft Try be in the pilots shoes and work that out.

[@Fantasmo77]

@Seigu007 I Think you judge too quick. They made the experience that most of the alarms until then have been false. They couldn't trust the instruments anymore. The tower said their altitude is 9.700 feet. Also they were on the radar, what's very strange if they are so low above the ground. I think it's good, that they survived so long. Compare it to birgenair flight 301. They only survived secounds after the malfunctions. Fernandez and Schreiber were flying 25 minutes completely blind.

[@soyaitor9000]

Creo que el tecnico de mantenimiento que coloco la cinta adhesiva fue encarcelado por homicidio involuntario.

[@Nabil9404]

May their souls rest in peace

[@ryanair737400]

yes it is an onboard system that alerts you on a lot of things such as altitude when landing

[@gonzaloortizdezevallos4391]

Conocí al Comandante Schereiber pues fue amigo de un tío mio, no hicieron la inspección visual de pre vuelo y se habrían percatado de las cintas, me parece que es obligación del copiloto, en la emergencia no se preguntaron si la hicieron, debieron volar encima de las nubes que en la costa de Perú son bajas a esa hora de la noche y mantenerse encima del aeropuerto volando utilizando su experiencia, parece fácil pero estar en sus zapatos debió ser muy difícil con tanta alarma sonando, recuerdo aquel día, descansen en paz, su sacrificio sirvió para que se implementen mejores sistemas de mantenimiento.

[@Ihaveanamenowtaken]

What makes me really sad is that the pilot became aware of the instruments malfunction when he saw that the thrust lever was at almost idle and the indicators showed overspeed. Maybe if he really had ignored ground control, he might have taken the aircraft safely to ground.

[@dinan545bmw]

lord have mercy for the brave crew of Flight 603 and those helpless passengers. this is easily and AVOIDABLE incident on the ground if proper checks and balances and follow-through were administered before and during pre-flight. how horrific indeed.

[@peruanode1985]

Aero Peru aunque ya no exista siempre sera mi aerolinea favorito. solo vole una ves y fue suficiente para querer volar siempre pero desgraciadamente desaparecio y ojala que algien vuelva hacer volar a esta aerolinea y todos sus destinos que tenia en especial a Los Angeles.

[@gaae2000]

Amazing the Tower can not tell them their true altitude on their own, and shut the terrain alarm by climbing more just in case. The pilots seems so confused. They shouldve forgotten the plane's computer, followed their instincts, and climb up just in case.

[@mgarsal]

At the time, the Lima airport lacked a radar, so the information that the control tower was relying to the pilots was coming from the plane's transponder itself, which we know was not accurate. From reading the investigation reports it looks like one of the few good instruments the pilots had was the radar, which unfortunately they missed noticing in the confusion. The pilot correctly guesses the pitots were malfunctioning...

[@colombianopina]

Dificiles momentos vividos por el Sr.piloto Eric Schreiber ,El Sr.copiloto David Fernández,la tripulación y los pasajeros(Q.E.P.D).Esta terrible situación vivida por ellos nosdebe dejar un gran ejemplo de vida para el avión que cada uno de nosotros piloteamos a diario como lo es NUESTRA VIDA:si nuestro avión presenta problemas debemos repetirnos las palabras que el Sr.Schreiber le dijo a su compañero Sr.Fernández "ACTITUD,ACTITUD" para intentar resolver nuestros problemas.

[@noahdavidson8733]

My question is how did the aircraft end up inverted? I feel like even after the wing impacted the water, the aircraft could’ve continued to fly for some time.

[@aqimjulayhi8798]

Panic? Damaged aileron at first impact? Or maybe the aircraft was dragging along the water that when it pulled up to 200 feet they were already at steep bank angle. Without the FDR animation, we would never know.

[@rilukko]

I wish we could see the FDR animation

[@AbdulahRadwan1]

From Wikipedia: The 757's left wingtip clipped the water approximately 25 minutes after the emergency declaration, tearing off several feet of the left wing. The pilots desperately clawed for altitude and managed to get the 757 airborne again for 22 seconds, but due to the damage of the left wing the aircraft rolled over and slammed into the water inverted.

[@Anubizthot]

la calma es necesaria para ser piloto, si te dejas llevar por el miedo es mejor no volar.. por eso la tranquilidad, en muchos casos aun cuando ven tierra ellos siempre mantienen la calma, rara vez se oyen gritos de pilotos en los cvr de accidentes.

[@zosonoestpario]

Qué fuerte la grabación! Los pilotos hicieron lo mejor que pudieron. Una cosa es hacerlo en un simulador y otra muy distinta es encontrarse en aquella situación en un vuelo real.

[@flyguille]

QUESTION: How they knows the V1 & ROTATE speeds for taking off, if the air indicators were stuck?

[@Manbunmen65]

Because the tube that was covered read the pressure from the ground, so they had accurate reading there. After taking off of course it was going crazy because it was still reading for ground.

[@flyguille]

Eric Gunnison that is it for the altitude indication based on pressurization, but for speed? is not about wind flowing in the pitot tube, if jam in the exit, how is suppose to read speed also when taking off?

[@Manbunmen65]

flyguille You got me bud. I just remember looking up the accident after I watched this episode when it first came out.

[@LeftIsBest001]

I know some of the circumstances surrounding this crash. Were analog backup gauges affected by the blocked static ports?

[@davidatcuwclubnet]

part 3 answers my question in that the Atificial Horizon was working. I guess Captain Eric Schreiber was just trying to keep the 757 flying, unbeknownst that they were constantly descending. The stick shaker, ADI, and the GPWS were the 3 instruments that were working.

[@Mupace]

voy viendo este video.. mas de 15 veces con esta... y cada ves mas ! deseo ser piloto ! no soy suicida ! pero ahi q tener huevos para star ! ahi ! no como Alfrunk q se sienta en una pc a escribir ... tonteria y media ! Grazias !

[@icemachine79]

Punishing the guy who taped the static ports would be wrong. He wasn't an engineer; just a member of the ground crew doing his job by following orders to clean the plane the way he was taught. You can't hold someone in his position responsible for the proper operation of an aircraft. Lack of appropriate training by Aeroperu caused this accident. They should be the focus of your ire, not some lowly-paid cleaner who'd probably never even set foot on a plane never mind piloted or repaired one.

[@rallyden]

I commend the copilot: during this incredible episode, he thought outside the box and suggested another airplane to help. Had the 707 joined up, they would've had a chance. I think he also was the one that initially asked ATC what they are reading for speed and altitude (turned out that the alt info was incorrect but a good thought)

[@fernandoalberto1635]

victoraco1 El problema es que ellos probablemente no sabían que tenian las tomas obstruidas. Muy probablemente nunca fueron conscientes de eso, ayudados por la noche oscura. Parece fácil pero es porque nosotros sabemos cuál era el problema y no estamos escuchando las alarmas....

@steelermia The covered the static ports with adhesive tape. This was a normal procedure to clean the fuselage, they must had been removed, but the maitenance and flight crew failed to see the tape due tu its bright color. The static ports are used to gather information about air speed, climb rate and altitude.

[@victoraco1]

RIP!! y que ojala nunca vuelva a pasar que este accidento nos sirva de experiencia a los que seguimos volando de encontrarnos en una situacion igual, poder aterrizar a salvo!

[@angievivien]

es escalofriante sobre todo triste ... descansen en paz tripulacion y pasajeros...

[@colindhowell]

@tommyposer1234 Apparently the captain did the walkaround. But the 757's static ports are some 15-17 feet off the ground, making them harder to see in the dark. And they were covered with ordinary duct tape, which blends in with the fuselage skin, rather than the high-visibility tape which is supposed to be used.

[@marcellopenta]

I'm very sorry for pilots and all the people died. Pilot, copilot and ATC did their best, but the responsibility relies on the technician/s who omitted the check of static ports.

[@prophetoftru7h]

flying in the dark with no reference points or instruments, a pilot's worst nightmare

[@rblxmac]

this video is on the wikipedia article

[@MikeRomeoVictor]

Poor guys never had a chance. Heartbreaking.

[@icemachine79]

He did do a pre-flight check. But as frogger626 said the tape was the same color as the static port and surrounding paint. It was also located high up on the fuselage and the flight was at night so it's understandable that the captain missed it.

[@frogger626]

The way he was taught was to use highly-visible tape so that the pilot could see it when he did the rounds. He used duct tape- grey on grey. Let's clear something up- very few incidents have one person that caused all of it. Are the pilot and copilot completely blameless? No- but they were flying at night over the ocean. It's incredibly difficult to gauge your altitude in those conditions. Majority fault lies on the maintenance crew for not following procedure.

[@chalklounge]

Yes, they had ATC warning them for several minutes that they were only a few feet off of the ground. Had these men spent less time fighting with one another, and more time listening to ATC and heeding the warnings, perhaps they would have lived to tell the story.

[@cuboperu]

ajo... cada vez que escucho esto tengo lagrimas en los ojos... espero que AeroPeru vuelva a renacer y cuando sea grande pueda volar con AeroPeru

[@Migueller13]

Esa madrugada el cielo estaba muy cargado de nubes y habia llovizna, recuerdo hubo un temblor fuerte el primero de octubre en la tarde horas antes de la tragedia...

[@megasysfix19]

(overspeed y stick shakers, pasando por windshear, rudder ratio, etc.) las alertas no vienen de los instrumentos estas son especiales que utiliza la maquina uds puede estar volando a 2000 pies y si la maquina le dice too low terrain es que es 100% seguro que esta volando bajo

[@nannaf666]

un año despues hubo un accidente muy similar acá en Argentina, donde el tubo pitot quedó obstruido por el hielo (con su alarma desactivada) y dio indicaciónes incorrectas a los pilotos, que veian perder velocidad y en realidad la aumentaban... nunca supe de este accidente de Aeroperú... mi respeto hacia la tripulacion y las demás victimas

[@kalotmul]

@ivanmarinu Porque el problema fue que los sensores de velocidad y de altitud estaban tapados con cinta por el mantenimiento previo y olvidaron quitarlas en rampa, radar no pudo hacer nada porque la velocidad y altura que le indicaba la pantalla era la misma que estaba indicada en el 757

[@ThMpSdKfZ]

@maestrimq porq la torre recibia la altitud q marcaba el altimetro del avion el cual era de 9700 pies, los pilotos estaban muy confundidos porq como podras escuchar en la grabacion tenian todas las alarmas encima...el avion les mandaba la señal q estaba a execiva velocidad y a la vez le decia q iban muy lentos igual con la altitud....todo a consecuencia de q los sensores de altitud estaban tapados....

[@avo8686]

muy duros momentos finales de la vida de los pilotos, quienes sabian que algo estaba muy mal! que en paz descancen~

[@Mupace]

este video enseña... algo q sirve de mucho... EL too low terrain ! si funciona con los instrumentos cagados ! en akel momento el terrain estaba bien ... por eso el terrain staba q chillaba !

[@jcavaletto708]

@CALO8113 nuuuuuuuuu si es cierto. Esto me puso la piel de gallina.

[@brav0wing]

All because of a freaking duct tape!

[@pescadotu]

asi es el altimetro de el avion esta conectado Al transponder y el tranponder manda la informacion al radar... en este caso el controlador no le podia ayudar con la informacion de altitud solo podia informarles sobre la velocidad.... pero ante el caso de tener un ground proximity warning el avion utiliza un radio altimetro que no necesita tomas estaticas ni dinamicas

[@RobotGenitals]

What you mean, Hilderith? I don't understand. Yes, the crash itself was deadly, and the tape did capture the last moments before [and possibly as] the crew died but, I don't think the incident was the CVR tape's fault.

[@titohuertas]

@steelermia I absolutely agree with you. The controller should have been jailed, he did not called his supervisor, his voice didn't have that sense of urgency, the pilots were flying blind for God sake!, he called a slow 707 as a guide when a fighter jet was more appropiate.... unbelievable... My prayers are with the families of the victims.

[@BaronOfTeive]

I think because ATC was reading the altitude from the aircraft's transponder which was transmitting the same wrong values indicated by the on-board altimeters.

[@Gaua1]

@MasterNiva No fue en los "tubos" (sondas) Pitot, sino en los puertos estáticos.

[@mahfudna]

q fea situacion, una cosa es tomar decisiones en un lugar trankilo calmado sin apuros, y otra en esas condiciones, no se nada sobre volar, pero creo q lo mas sensato hubiera sido mantenerse en el aire y esperar q los guien total declararon emergencia no? pero una pregunta creo q los pilotos creian q estaban a demasiada altura, es malo volar demasiado alto?? disculpen la ignorancia.

[@pablomagallanes2781]

Cuanta incompetencia de todos lados, personal técnico, pilotos, etc., si hubieran cumplido sus obligaciones y los protocolos de pre vuelo tal vez hoy no estarían muertos.

[@Tecnitr0nic]

Los pilotos sí hicieron pre-vuelo pero la cinta era transparente y fue ya de noche, así que cuando pasaron con las luces, la cinta era imperceptible.

[@dioxlau]

todo paso porque habia un pedazo de cinta que se les olvido quitar por eso todo se les fue al carajo y pues asi fue...

[@gfast2]

zezeus sabes que me habia quedado pensando justamente en si los pasajeros escucharon las alarmas, por lo que se escucha suena fuerte. Y de la cabina de mando a la cabina de pax la primera clase es posible que lo hayan escuchado o algun miembro de la tripulacion. Te dejo un abrazo saludos !

[@congaleader2000]

there were a coupl eof instances where they went to "basic instruments" and hand flew, they re-gained some control. Thye focused on a control problem rather than an instrument problem. Was the weather so bad, there were not even city lights, beacons visible???

[@bpotts0401]

unfortunately all the warnings were wrong except the "too low terrain", and the ATC couldn't help because they were getting the same bad warnings.

[@victoraco1]

Pero recuerda que asi no tenga puerto statico alterno con romper el glass del altimetro recuperan el instrumento, pero como bien dices aprendemos de esos lamentables accidentes!

[@blueb0g]

There's no radar data for altitude... All altitude data is from the transponder. Groundspeed data is from the radar.

[@SlamDuncDrummer]

If I remember correctly this accident was caused by the maintenance crew taping the Pitot tubes during painting or other work to protect them and they forgot to un-tape the Pitot tubes.

[@fourarms97]

may the souls of the crew and passengers rest in peace.

[@tommyposer1234]

@marcellopenta - I´m sure the main responsability remains with the technicians, but the pilots should have checked the pitot / stat port during the walk around prior to pushback. Anyway, one important lesson that was taught is: whatever the instruments tell you, always trust the "stall" and "low terrain" warnings.

[@danibullo]

estoy de acuerdo que es una situacion muy dificil para cualquier piloto, viendose obligado a volar por instrumentos, pero sin ellos ya que no funcionan... es basicamente como volar ciego.

[@radiofriendlyship2]

the only alarm that they should take care is the radioaltimeter alarm since it is not connected to the static ports. Of course the didnt know that they were blocked by a tape but just common sense, if all the instruments that use static ports were not working they just should ignore them and watch out of the proximity alarm since it uses doppler.

[@sebadmx512]

si hay camaras pero solo para aparcar/taxear pero yo lo que decia era camaras para monitorear el estado de las alas, por ej si el avion de LAPA hubiera tenido camara para ver las alas, los pilotos hubieran sabido que la alarma que sonaba era correcta (al despegue les sonaba la alarma de que no estaban configurados los flaps para el despegue, pero como esta alarma sonaba a veces erroneamente la obviaron y el resultado, los flaps no estaban desplegados y no despego, choco al final de la pista.

[@victoraco1]

normalmente cuando esto ocurre dependiendo de cual parte del sistema se bloqueo se vuela partial panel, ademas los aviones tiene puerto statico alterno dentro del cockpit que al activarlo recupera el altimetro con error minimo de confianza normalmente no mas de 50ft, si ellos interpretan esto y activan el puerto statico alterno recuperaban su altimetro, volando partial panel y vectorizado por el controlador, talvez nada hubiera pasado... Commercial pilot!

[@maestrimq]

El copiloto hubiese sido un gran piloto..El sabia que habian otras alternativas pero la limitaciones del caso no le daban la potestad de el control supremo de la nave..

[@XxF35LIGHTININGxX]

This was the worst plane crash in that country, not that they did not continue with the compass GUIDED flying to the mainland there had been guided well by the lights and landing on a runway seugramente nearest safe because the airport was a bit far.

[@pichoharispe]

En este caso, cuando todo es erroneo y contradictorio hay que volver al vuelo basico. Potencia y actitud, simplemente eso. Una vez controlado el avion se ve que se hace.

[@fernandoalberto1635]

victoraco1 Ellos no sabían qué sucedía. El problema es que este accidente tenía que ocurrir para que la industria estuviese alerta de que esto podría pasar, porque en 1996 nadie, ni siquiera los fabricantes preveían este mal uso de su producto precisamente porque el chequeo de las tomas es parte del preflight walk-around. Pienso que cumplieron su rol, como muchos otros, lamentablemente tenían que servir de ejemplo para que ahora todos seamos conscientes en el futuro.

[@KSKTatti]

The pilots had to deal with so much contradictory data. Even the ATC guy, although I'm sure he did everything he could, provided them with useless and wrong information that could only add to their confusion. No visual reference, no working instruments, false information from ATC, all the alarms going off - how hard, confusing and desperate this situation must have been. I'm wondering why the ATC guy didn't know that he was using secondary radar using the aircrafts transponder as it's source.

[@jorgex5eduardo]

yo tambien he oido esta grabacion muchas veces y la he analizado mucho y me causa gran tristeza por lo q significo para AEROPERU te resumo que fue por soberbia del capitan no lo estoy juzgando porque fue muy admirable todo su trabajo en tan dificil situacion me explico porq soberbio: ellos declaran emergencia a menos de 3 minutos de vuelo le dan vectores a la pista 15 y el no toma inmediatamente ese rumbo un minuto despues aprox dicen q el rumbo es 195 y cuando el copiloto pide un avion

[@ALEXANDOOL]

me pregunto.... ¿QUE LE DICTARA SU CONSCIENCIA AL AUTOR DE ESTA TRAGEDIA, ES DECIR, AL QUE DEJO PEGADO LAS CINTAS ADHESIVAS A LOS SENSORES?... sin ofender a nadie pero....quizas se podria hacer una PELICULA EN HONOR A ESTE VUELO...!!!

[@RaoX77]

Mi punto es que tan validas son las alarmas de stall y overspeed para los pilotos como lo es la alarma auditiva del GPWS, luego, si las dos primeras se estan comportando de forma erratica y contradictoria seria muy logico pensar que la del GPWS tambien esta funcionando incorrectamente. Todas esas alarmas indican patrones en extremo peligrosos de vuelo y nunca deben ser ignoradas (WRZ, triste ejemplo) pero en este caso funcionaron en contra de los pilotos confundiendolos y desorientandolos.

[@jayhelldee]

Dosnt ATC data just rely on all the info transmitted from the aircraft anyway?

[@HostileSausage]

I don't understand. How can you not survive crashing into the water? Wouldn't it act as some sort of cushion?

[@Droneidus]

David Fernández mencionó la solución al problema: llamar a otra aeronave para que los guiaran en vuelo paralelo hasta ver las luces de la pista del AI Jorge Chávez...

[@pablokeytop3]

orale agradezco tu informacion saludos!"

[@Mansveld]

La firma Boeing asumio la responsabilidad por no haber entrenado debidamente a la tripulacion de Aeroperu y pago la indemnizacion a los deudos, la cifra no fue nunca revelada. Tambien se dice q este accidente se hubiese evitado desconectando la computadora de a bordo y luego volando con instrumentos analogicos.

[@gfast2]

no, lamentablemte murieron todos las 70 personas abordo. La aeronave se hundio a mas de 400 metros y se descubrio que se partio en dos en el momento del impacto. Solo 9 o 10 cuerpos aparecieron flotando en la superficie, el resto se hundio con el Boeing 757. Y todo por un pedazo de cinta aislante. Abrazo.

[@victoraco1]

Lo que paso es que no hicieron the instruments cross check!! es entrenamiento basico de instrumentos, cuando notas que no hay ASI y que el VSI muestra cero grados de descenso o ascenso es completamente muestra de que el sistema pitot static estaba bloqueado,

[@folder766]

@zafirsaad When your air speed indicators fail the first thing you do is nose down, then set your thrust to 80% and trim to 5 degrees nose up. Warnings become irrelevant. If your altimeter fails as well and you have no visual reference then you should wait for another plane to come up and help. The copilot seemed to have a better understanding of their predicament. Also the atc failed for not recognising that his altitude data was coming from the plane.

[@Edax_Royeaux]

Easy to say when your not flying a plane with alarms blaring and little time to think as yet another alarm draws you attention.

[@VittoNiken]

@raulox17 porque todos se nutren de las tomas estáticas para obtener la información de acuerdo al aire... y estando estas tapadas con cinta por error, incluso el altimetro y el velocimetro auxiliares darían informacion erronea... no importa si son electricos o analogicos...

[@cutekev1]

There must be a back up in case of computer failure's. Surely someone must have realised that if this thing happens then ATC will receive wrong info as well. I find it hard to believe that ground radar is not used automatically in conjunction with conventional ATC. We all do things wrong and make mistakes however we also develop computers to assist with our possible mistakes that we can make. People rely too much on them.

[@steelermia]

that too low terrain warning sound is some eery shit ..

[@titohuertas]

@CALO8113 Asi parece que dice: " no lo pueden volar!". Ese grito no aparece en las transcripciones, creo que los pasajeros sabian que habia un problema, con los constantes cambios de velocidad y rumbo... Muy triste..

[@ilferrari]

They should not have ignored the terrain warnings. Even if they were at 10K feet, it would not hurt to climb to 11K.

[@jc.9]

I don't know if they could climb cos the pilot said go up but the copilot said that he was even though they weren't climbing