Atlas Air 3591 CRASH outside Houston - NTSB animation explained.

[@CP140405]

Your comments about "picture your family" really hit home. As a young military student we (the class) were told by one of the instructors that, "If at the end of this course I cannot trust you to get my family across the North Atlantic... one engine out and in $4!T weather, you will fail. "

[@motorcop505]

That is absolutely perfect. I'm glad to learn of such examples of dedicated IPs. In addition to being technically proficient it's also important that ATPs also possess a highly developed sense of candor and the moral strength of character to do what is right regardless of the repercussions. In other video analyses of crashes on this channel, the actions of the captains and first officers got themselves and their aircraft and passengers into danger by deliberately disregarding the relevant rules and procedures, only to then compound their errors by reporting two violent impacts with the sea that destroyed all of the landing gear as a "bird strike", and in another case a pilot eventually told the ATC that they had one engine out when in fact both of their two engines were inoperable. In each case the air crews were trying to hide their improper behavior. In the case of the water contact the aircraft eventually landed safely but with severe damage. In the second case both the captain and first officer both perished in an otherwise empty passenger jet that they had cavalierly disregarded the rules just so they could have some fun when they were unsupervised.

[@elainesleepright4924]

@@motorcop505 on

[@anthonytiburon8754]

Bad azz

[@thewhitefalcon8539]

24 trillion dollar weather, now that's some expensive weather

[@TheXennner]

Technically the QRH and NNC will both say land ASAP if you had one engine out, not sure about flying across the Atlantic , but I get what they were trying to say.

[@psisteak4122]

This is extremely important message and cannot be stressed enough. To be fired is sad, but less sad than THIS.

[@Hans-gb4mv]

When he said he never regretted a fail, I was thinking to myself: it's better to regret a fail than to regret a pass. The first one could damage a career, the last one could kill.

[@bestdani]

This is how one could start some seminar for pilots that have failed and cannot continue their career.

[@jayjayfuller7078]

He KNEW he was close to losing his job and did this on purpose Lubitz-style, everyone in ATLAS AIR knows that but nobody’s allowed to talk about it no more.

[@Hans-gb4mv]

@@jayjayfuller7078 I'm sorry, but I don't follow conspiracy theories.

[@ЦветозарЦветков-е5о]

@@jayjayfuller7078 yeah im sure. does the virus not exist as well? is there aliens living among us? if he wanted to do that he wouldnt have done it by pressing the go around button and then when he sees what hes done trying to recover it

[@alvarvillalongamarch3894]

Hi!I‘m an active captain on a330 flying for Oberia.Just wanted to thank you for your madnificent videos.I send them over to all my colleagues and everyone gets something to learn out of them.Learning from other´s mistakes is one of the duties of every pilot.Your technical skills and insight into complex accidents are enormously useful for is.Keep the good work and don‘t you ever stop.AVM.

[@topiasr628]

Your use of the word 'duty' is absolutely spot on. Just like we have a duty to those passed to thoroughly investigate every crash, we also have a duty to take those findings and implement them into our mental models and understandings to prevent them happening again

[@AndreaBorgia]

"less sad than THIS" is the understatement of the year.

[@wrecklass]

My father felt the same way as an instructor for UAL back in the 70s. He said he'd rather deal with the pilot being failed than with a pilot doing something like this.

[@bocefusmurica4340]

Well, this was before Affirmative Action and racial outcome lawsuits. Instead we get…this.

[@Astinsan]

767 has the go around lever under the curved throttle control. Atlas air apparently requires the pilot to keep the pilots hand on speed brake handle until it is turned off. The arm of the first officer would be going under the throttle handles with the hand on the speed brake. This is how the go around was activated. It was bumped inadvertently. As far as the stall I think I heard the 3rd officer say “we’re stalling”. The first reacts to that call. The 3rd was unaware of the flap setting obviously. The fall sensation the 3rd officer thought was a stall was a misunderstanding to the building situation unfolding in front of him/her. CRM skills were lackluster but I think the 3rd didn’t trust the first officer which seems to be a more dangerous situation.

[@MentourPilot]

Thank you for clarifying

[@Astinsan]

@@MentourPilot flattered you would say that but I just get stuck going down a rabbit hole sometimes. Gathering many different pieces of a story and forming a opinion that makes sense to me. You are great at what you do. I appreciate your opinion on things more than my own. You are a professional with a high level of knowledge in your field. My brain just can’t accept things that sound strange. Then many hours get wasted lol.. thanks for your kind words.

[@flugjung]

Actually holding the speedbrake handle while open is required by almost all airlines. I remember being told so by both external instructors at the sim (usually from the US) as well as our airline’s ones. In our flight operations manual it is written too.

[@dahliacheung6020]

Oh man, that's terrifying because the third had reason to not trust the first. The problem is that you absolutely cannot have that in the cockpit. Trust is as vital as having working eyeballs and is vital to communication and just CRM in general. This is an all around nightmare. It also really shows how the Swiss cheese model can extend much further than the series of choices of actions that directly led to a certain outcome. It can go back as far as (in this example) a pilot in training being passed when they should have been failed, the attitudes others have towards that failure, etc

[@Mcnul1na]

This is one of those videos that I can really relate to. I’m an auto mechanic. And I have worked with others than are not only incompetent, but down right negligent. But the reality is that in my line of work, a mistake can cost lives. So it important that those doing the job can do so completely and safely.

[@philhughes3882]

Same here - and the thing that always strikes me is that the more incompetent the mechanic, the more oblivious they are to this fact, - it’s almost a universal that they consider themselves WAY above average. Maybe I’ve just come across more oafs than average but I suspect it’s something to do with the nature (macho bollocks) of the job.

[@KaiHenningsen]

@@philhughes3882 Nah, that's basic human nature, you find it in every profession, and even in KZbin comments.

[@laly0033]

The Dunning-Kruger effect is the cognitive bias whereby people with low ability at a task overestimate their ability.

[@thewhitefalcon8539]

@@laly0033 notably, bad people don't think they're better than good people do - both simply think they're good

[@gnarthdarkanen7464]

This is EXACTLY why THE BEST money I've ever spent on a car or truck was on the Hayne's or Chilton's Guide to it. Sometimes, it's been the "Engineer's Bible" for the series/run... AND the BEST money I've ever spent on a motorcycle was on the Clymer Guide to it... Even if I don't have a shop, I can consult the book and find out what I need to know to look out for when I get them worked on... AND most times, at the very least, I can tear-down and rebuild the thing(s) myself, so I only have MYSELF to blame when sh*t hits the fan for piss-poor wrenching... which hasn't happened yet. I DO bother to go ask questions AND TAKE NOTES when something in the book "doesn't make sense to me". I'll keep searching until I get my answer. Some folks have accused me of being a "real prick" about the wrench-work on my machines. It's the ONLY way to be unless you like bearing responsibility for negligence when something terrible happens. I HATE being stuck on the side of the road, which is the least of troubles when sh*t goes wrong with a moving vehicle. How would you feel to get someone killed because some idiotically cheap little component came apart causing the loss of control and the wreck??? I'd probably have to go find the ass-hat responsible and feed him his entire collection of wrenches. ;o)

[@jull1234]

All it takes is 30 seconds. Absolutely crazy. Fly safe, everyone.

[@MentourPilot]

Indeed. It’s crazy how quick things happened in the animation.

[@banana6299]

Indeed

[@frogstamper]

Well said, I'd have imagined at 6000 feet you'd have far more time, obviously not.

[@dalechristensen393]

frogstamper I know, right? At 400 knots @ 45 degrees nose-low, the ground comes up quickly.

[@doubledistilled]

That’s a vertical speed descending at nearly 12000 feet per minute!!! Crazy!

[@CP140405]

I remember being seated, head down with one ear placed on a rest in front of me and being spun around and around then suddenly stopped. The instructor unstrapped me and told to walk. I immediately tried to walk upwards into the air. Had it not been for two people standing beside me I would thrown myself backwards onto the floor because my inner ear was so confused. Always trust the instruments!

[@muhamedalthaf4463]

Not Always, sometimes you have to trust yr senses. Analyse and make an appropriate decision. 👌👌

[@immanuelj8952]

Althaf Sajeeb no always trust the instruments unless you have ground reference and even then trust them unless they’re very obviously wrong based on your visual reference to the ground and horizon.

[@piedpiper1172]

Immanuel J West Air Sweden 294 or AF 447. Both flown into the ground/water because pilots trusted faulty instruments where the error indication was obscured or hidden from them.

[@immanuelj8952]

Pied Piper AF447 was total pilot error and bad CRM that led to opposing inputs from the second and first officer. The second officer was inciting false commands while the first officer was imputing correct commands that would’ve saved the aircraft although the inaccurate airspeed indications were a factor it still didn’t explain the great incompetence of the second officer in pitching up. Not sure about flight 294 but in any case the atlas crash really didn’t have much to do with airspeed like 447 but much worse to do with the attitude indicator.

[@jimbeck3230]

Always have a critical triangle of agreement to weed out improper inputs, no matter what the source.

[@kypdurron5]

Forget aviation. This is the single most important video you have ever made, applicable to every field where the work of trainees impacts the lives of other people.

[@kazilziya830]

I absolutely agree with you. Not everyone can be a firefighter, a surgeon, or in this case a pilot. Having to fail someone can possibly save many lives , maybe your own.

[@crazyralph6386]

It’s not that black and white(no pun intended) anymore. They were really pushing for this guy to get hired and trained, all due to the new “diversity and inclusion” policy that seems to be the trend for all major airline companies. I’m sure that examiner was put on the hot seat to pass this clown, even though he was barely competent to fly a twin piston? I feel bad for this instructor who was put in a impossible situation.

[@dgnz7628]

This is the one that has stumped me more than AF447. Simply shouldn’t be in the cockpit and the captain should have taken command sooner. All so easy to say from here, but with the prior FO history he simply shouldn’t of had that seat. Great video as always Mentour. Your sentiments are correct!

[@todortodorov940]

When AF447 crashed, many criticized the Airbus controls with their lack of visual or mechanical feedback on what the other pilot was doing. Here is a very similar example where we have "classic controls" and this didn't help a sh*t. If the pilot is useless at flying, the aircraft is doomed (fly-by-wire or fly-by-cables).

[@kimberlystewart8980]

The Captain was only marginally better than the FO per the docket. ON his own, probably would not have gotten into this situation. But in this situation, which took seconds to unwind, he never had a chance to grasp what was happening in time. The guy in the jump seat reacts as quickly as the Captain does, in the video you can see it--it's when you see the nose come up.

[@MultiTopgearfan]

Personally, I think AF447 is more inexplicable compared to this. For the pilot to command a nose-up input for that period of time, unable to recognize a stall despite repeated “stall” audio warnings, is beyond me. Of course, we are only speaking with benefit of hindsight. Humans are not perfect and errors are bound to happen. It’ll continue to be that way for as long as humans are on a flight deck.

[@bradsanders407]

@@kimberlystewart8980 absolutely nothing the captain could have done. FO sent it in a dive out of no where. Captain was pulling back FO was pushing forward until the broke through the clouds. To say the captain was only marginally better is a huge insult to a man that died because the company he worked for would rather him die than be labeled racist and that exactly what happened.

[@topethermohenes7658]

@@bradsanders407 un takeover button is present on all airbus and it is the big red button on the side stick itself

[@SteveLFBO]

Having read several accident reports, I noticed that the NTSB *frequently* uses such strong language concerning slow or ineffectual FAA actions.

[@Robbedem]

probably because the FAA doesn't react upon the NTSB findings and recommendations?

[@bishop51807]

@@Robbedem well, people wanted less government, so they cut programs we actually use like the FAA not the NSA.

[@skyboy1956]

The FAA has to study how changes and/or actions will impact aviation. Sometimes that takes time. Quite frankly, I'm glad the FAA does not operate in knee-jerk fashion, that is when they are allowed to do their job.

[@SteveLFBO]

@@skyboy1956 yes, knee jerk reactions are probably counter-productive. not doing anything (to avoid "harming" the aviation industry) until another incident with the same causes occurs, however, is plain complaisance, or downright negligence.

[@skyboy1956]

there is no way to prevent every eventuality and as I wise pilot I once knew would say after something bad happened "no guarantees that it won't happen again." Passing more hollow rules is rarely the best solution. No reason to penalize the entire industry over a few bad apples.

[@Therealblubblego]

I totaly agree with your conclusion Petter! As bad as it feels destroying someones pilot career it has to be done to enshure maximum safety, with this accident being a sad example of the concequences of approving a unfit pilot.

[@GerhardReinig]

His name is Petter? Nice to know. 😁 Before I only knew, he is a Swedish pilot.

[@captainwin6333]

@@GerhardReinig Petter Abba McVolvo.

[@GerhardReinig]

@@captainwin6333 Realy? Petter =Swedish, Abba = more Swedish, Volvo = wtf is more Swedish than Volvo? Pippi Langstrumpf?

[@jayjayfuller7078]

Gerhard Reinig Ganz offensichtlich nicht haha 😂 Sein Vorname ist Petter, aber der Rest stimmt eher weniger. Wobei er aus seinem Nachnamen jetzt auch kein Geheimnis macht. Hab ihn irgendwo auch schonmal gelesen wenn ich mich recht entsinne ha ha also einfach mal Augen offen halten. Ich bin übrigens nur ne halbe Schwedin. Der Rest der Familie kommt aus den Staaten bzw. der Schweiz 😉 LG

[@MrPomelo555]

Gerhard Reinig I’d say IKEA is even more Swedish than Volvo! 🇸🇪

[@cornbreadflapjacks]

My cousin passed away after he was a passenger on an instructional flight where the CFI was simulating single engine failure improperly and the student pilot could not recover. The student pilot and my cousin both passed away but the CFI managed to survive. It was later discovered that the CFI had actually been deemed unfit to fly prior to this flight but due to a “bookkeeping error” by the FAA their database did not accurately reflect his status. Prior to this flight, the CFI had an accident where he ran into something at the end of the runway. Then he had the accident which involved my cousin. THEN he was involved in yet another accident as a pilot where he collided midair with another plane. He survived that one too. I think it was after this third accident that investigators finally discovered he should not have been flying in the first place and the FAA database had not been properly updated. But of course at that point it was too late and two people had already lost their lives. This all occurred in the 90s so I’m sure there have been improvements to their databases since then but it appears there is still some progress to be made.

[@Cynsham]

I am so sorry to hear your loss.

[@muonneutrino2909]

Thanks for clearly explaining a tragic and complex airplane crash so that a non-pilot can understand it. Well done sir.

[@bjackson079b]

Thanks for that thorough explanation! As an airline FA, I was recently discussing with my cabin crew the anomaly where we feel as though we are ascending at the beginning of initial descent. And now I have my answer!

[@iankalter4409]

The CA of this flight was my instructor 20 years ago. He was a terrific pilot and a great man. As a Line Check Airmen, I concur 100% with this assessment. Taking someone off the line or failing them on OE really sucks, but this is the possible alternative if you don’t fulfill your duty as a barrier to keep pilots like this FO from slipping through the cracks.

[@sharoncassell9358]

I took a crash course in tractor trailer. I was shaky. On the last day of th test my wheel touched the curb on a sharp turn. The instructor told me i almost passed. So he had to fail me and I repeated 3 days training with a more skilled instructor. I passed and felt more sound & secure. Never had a problem afterwards & actually felt grateful for the retraining.

[@NbKXStorm]

This is terrifying - every time I get on one of these big jets, I question myself 'does that guy up there know what he's doing? Because if he doesn't, I'm screwed'. But training - training - training, and more training. You can never have enough training. Thanks for the amazing explanation as always.

[@Chuiodie]

The lack of documentation continuity reminds me of the Fairchild B-52 crash in 1994. While the fundemental issues were different (in 1994 it was the pilot being way to cocky/dangerous), the documentation never followed that pilot. Each new supervisor thought it was a one-off issue that would get fixed, and not a long/continuous trend that would end in tragedy.

[@JohnSmith-zi9or]

Not exactly. The problem with Czar52 crash or Lt Col Bud Holland wasn't a documentation trail, it was the complete breakdown of leadership at the Group and Wing level of an US Air Force base. The Squadron Commander was the only officer who showed leadership by stating that only he would be the only member allowed to fly with Holland (although the Squadron Operations Office was also onboard). The other two occupants were the Wing Vice Commander and the 325 BMS Operations Officer. In the USAF, it doesn't take a documentation trail to ground someone. The Wing Commander(s) knew reports by officers in the chain of command or by seeing with their own eyes that Holland routinely violated B-52 tech orders. However, nobody except the Squadron Commander (Lt Col McGeehan) tried to ground Holland. Unfortunately he died protecting his crews.

[@hyrenaj2888]

The only positive from this is that the copilot wasn't flying a plane with dozens or hundreds of people

[@willie31133]

Hyrena J Trying telling the families of the Captain and jumpseater that.

[@morganghetti]

@@willie31133 He was flying for thr regionals before this.

[@abc-wv4in]

...and that it didn't hit anyone on the ground.

[@abc-wv4in]

@@willie31133 Yes, condolences to the families of all of them.

[@danielaramburo7648]

@@willie31133 just trying to look at bright side.

[@jeffreylocke2034]

You are doing commercial aviation a big service with your easy to find and easy to understand videos. In my career as a Navy pilot and instructor pilot then as an airline pilot I have seen the aversion to conflict and accountability in our profession effect training outcomes and subsequent poor performance. Your message is an important one to anyone training or evaluating pilots. Some people just don’t have the aptitude regardless of their motivation or hard work and telling them this is more important than fearing harming feelings or a career path.

[@RaysDad]

The NTSB said that the FO lacked "aptitude," meaning that although he understood his flight training well he couldn't respond appropriately to pressure situations. I wonder if responding to pressure is actually an "aptitude" that cannot be improved with further training? This FO didn't seem to lack confidence; he immediately diagnosed the problem and took action (wrong diagnosis and wrong action). He didn't seem panicked at all. Instead, he appeared to have "tunnel vision," meaning he focused entirely on the first idea that came into his head to the point that he ignored his gauges. Is there a treatment for tunnel vision?

[@garrnk]

More training probably

[@GabesHacks]

At that point I think it's more psychological issues in general that aren't related to flight at all. Someone who is prone to panicking or making otherwise irrational decisions under pressure is going to do so in every aspect of their life. Someone in that position needs to put their flight career on hold, address their issues with a mental health professional, and come back to it later, likely after several years. That would be a hard pill to swallow, but so is dying, or worse yet, surviving and having to live with crippling guilt the rest of your life. Sometimes being failed, fired, or otherwise told "no" is the best thing that can happen to you.

[@wormhole331]

I believe that some people can never be pilots no matter how much training they get. This guy is an example. Pushing random buttons when he gets stressed is absolutely crazy. And he never looks once at his attitude indicator or speed the entire time. You'd think those are the first 2 instruments you look at.

[@todortodorov940]

The FO crashed the plane. I will say that this is bad piloting.

[@onlyanobservation1039]

Is there a treatment for tunnel vision? YEAH, LEARN TO READ THE INSTRUMENTS & NOT PANIC LIKE A "FIRST TIME IN AN AIRPLANE" NOOB............

[@jeffrey.a.hanson]

I failed my first drivers test in a mountainous, snow filled town about an hour from home in NY. It was the place everyone avoided for its difficulty, but it taught me a huge lesson… I wasn’t ready for the agile decision making needed in adverse situations such as tight spaces, ice, snow covered crosswalks, etc. It made me a hell of a better driver a few months later when I passed with confidence.

[@ilyafilru]

I really enjoy this accident investigation series you're doing.

[@MentourPilot]

Glad to hear that!

[@bobbernstein8824]

Thank you so much for this excellent podcast. I had been fascinated and highly curious about this crash, and had been looking forward to seeing the NTSB report. I am so glad to see that report dissected and explained so precisely and thoroughly exactly what happened to cause the loss of the aircraft. I was not sure the cause of this crash would ever be completely sorted out. But the NTSB investigation did an excellent job of determining, second by second, what was happening in the cockpit. And your excellent explanations, and your perspective as a line simulator trainer and evaluator, were very, very valuable in making this all perfectly clear. Thank you so much for making this video.

[@samuelwalsh6425]

I am a nurse educator, and I feel sad but not horrible about not passing a student on a final clinical assessment. I would feel worse if they killed my loved one or yours, and this is why I don't feel horrible. We carry lives in our hands daily. Thank you for sharing these videos, I've been learning a lot from them! Keep up the great work.

[@smfranklin007]

Wow! This is truly straight talk from an absolute expert! This is one of your best and most informative videos yet. Keep on keeping on my friend.

[@pacinox]

I truly admire your strong and assertive stance on this matter. Myself as an ifr flight instructor and now as an airline pilot and jet training instructor, share these opinions, which are sometimes misunderstood even by other pilots. Congratulations on the video series.

[@marshallfischer3667]

This is a great example where high standards matter!

[@FirstnameLastname77777]

@jtg42n42q iuq3irqn how is liberal arts related to aviation?

[@frogstamper]

@jtg42n42q iuq3irqn The Trump websites are at a different address.

[@FirstnameLastname77777]

@jtg42n42q iuq3irqn ohhh that is a nice elaboration however this channel is dedicated to aviation and discussing politics here would do non of us good as most of us come here to learn about planes ... that was just my opinion Have a good day

[@patrickmollohan3082]

@jtg42n42q iuq3irqn He isn't too bright in the spelling department is he.

[@Nawabid]

BTW I love this channel, all the videos and commentary are done perfectly (just the right amount of information), so that anyone watching can understand & not feel overwhelmed!! Thank You!

[@DogsLoveTeslas]

I like the crash analysis content. I have seen many sim crash videos like the on The Flight Channel. But hearing a pilots analysis is nice.

[@edwong6821]

Thank you for another superb video, keep up the great detailed editing work! Rest in love to the Jumpseater! He was commuting to his last work trip in IAH before starting initial class at United. You are greatly missed my friend.

[@briansaker1882]

Thank you Mentour, very sobering video, hopefully prospective pilots see this video and understand why they sometimes fail the exam. Always better safe than sorry.

[@alexandermyrthue1987]

Thank you Mentor. I am glad you bring videos like this even though it might make people questioning the quality of the pilot training. I believe you can experience this type of disorientation while sitting in front of your at home simulator. As an enthusiastic flight simmer I feel that the visual stimulation is enough.

[@ЦветозарЦветков-е5о]

you experience while driving as well. just less

[@markb.1259]

A+++ Review!!! Very well done Sir! Thank you!

[@tedwalford7615]

A big YES to your ending comments about examiners. Whether applied to pilots or police, teachers or truck drivers, engineers or EMTs, if someone evidently for ANY reason fails in ability, attitude, aptitude, concentration, intelligence, judgement, diligence, empathy, whatever are the requirements, send them back or fail them! Because if you don't fail them, you are failing everyone else they'll end up hurting. And, honestly, there are a hundred other careers for any reasonably smart and determined person to take up.

[@frogstamper]

What is really worrying is that nobody seems to have picked up on this pilot's short-comings, if a pilot continues to fail in a spatial awareness test then surely he shouldn't in the cockpit. Obviously, a pilot is going to make mistakes in his training, but if that pilot fails in the same area each time then for all our sakes that person is in the wrong job.

[@patrikj]

How do you mean, they mention _numerous failed_ check rides and evaluations. Nobody seems to have had the whole picture, though, that's true.

[@guggyp]

I think they knew but because of the current climate management was afraid to get rid of the substandard pilot

[@michaelwarren2391]

That was the point that the NTSB made about the FAA not having "..implement(ed) the Pilot Records Database in a sufficiently robust and timely manner."

[@kirilmihaylov1934]

@@michaelwarren2391 FAA omissions are too many now after the MAX debacle

[@onlyanobservation1039]

The first officer was a LIAR & A FRAUD. He absolutely omitted his failures from his flight training logs in order to gain employment. The FAA did not, at the time, keep records of pilot training, it was up to the pilot himself to provide his training records to a prospective employer. Commercial aviation is too important to leave training records up to the individual pilots & the FAA needs to tighten up their system.

[@andyhill242]

Great to have an expert pilot's analysis of such an incident. Would love you to do more of these where you feel it's appropriate.

[@BIOHAZARDXXXX]

Just like in AF447, the First Officer single-handedly crashed a perfectly functioning aircraft.

[@DrewRainesz]

I agree with your comparison of the first officers behaviors, but technically AF447 wasn't perfectly functioning. Its pitot tube(s) had frozen.

[@danielschein6845]

That wasn't single handedly. All 3 pilots were in the cockpit actively trying to figure out what was going on. They all failed to realize that the 2nd officer was pulling back in the control stick for reasons no one will ever know.

[@BIOHAZARDXXXX]

@@danielschein6845 I'd say it was single handedly. If you look at the simulation by the BEA depicting sidestick positions, you'll see the left seat pilot was doing the correct nose-down inputs to recover from the stall. The FO was overriding it by pulling full nose-up the whole time.

[@BIOHAZARDXXXX]

@@DrewRainesz It was still perfectly flyable and yet he managed to stall it all the way down from FL380.

[@naveenthomas9931]

Or the fly dubai crash. Exact same reason.

[@BillyKirbyUK]

You ask if we have any questions? - well no, as you put it, when I picture my family (including my grandchild of two months). Then it is a "no-brainer". No pass equals fail, and I am glad that yuo are there to champion the cause of maintaining the highest standards in air safety. Thank you Petter and God Bless

[@Voodoo2v]

Pilots like you give a lot of confidence in flying even when something go wrong!

[@-eq-eileenquenin404]

I appreciate how you narrated and added the animation step by step. Very helpful.

[@davestarr7112]

Many years ago, when Wilbur Wright was giving e dual, he mentioned something which has kept me alive for more than 55 years now ... "When something happens by surprise, first pause and wind the clock". More deaths are caused by rapid yanks, pulls and twists and shutdowns than were ever caused by slow reactions. Here we had an airplane, stable and in trim when the TOGA was engaged. Corrective action? Turn off the TOGA. The airplane was in trim, it will revert right back to the attitude and speed it was at before the upset began, as long as you don't start pushing, pulling and yanking. Many people, especially "armchair" pilots have no idea how well any airplane from a Cub to an A-380 will fly, hands-off if you just let it. Just wind the clock while you figure out for sure what's going on.

[@timmiser]

That would have been good advice for the co-pilot however bad advice for the Captain in correcting the co-pilot's actions.

[@philippal8666]

It applies to all areas of life. In both life and work there may be that rush of adrenaline; but too much adrenaline blocks logical thinking, and leaves emotional thinking.

[@Baldorcete]

@Heysus Christo Problem is, we are better at evaluating people than at evaluating software.

[@seriouscat2231]

@Laura Savino, because he was busy doing other things.

[@PDXpackrat]

I can find no reference to that saying at all, let alone from Wilbur Wright, but it sounds so familiar. I think it is critical to how we deal with a problem (not just in general aviation) to "take a deep breath and assess the problem". Obviously we can't always do this, but it certainly seems like the FO's overreaction was the root cause of everything that followed. If it wasn't the TOGA switch, it would have eventually been something else - this fellow seems like an accident waiting to happen. The fact that it happened, and the CO didn't do anything about it is what remains so strange to everyone. Maybe he was temporarily incapacitated by the rapid nose down action.

[@enningshove3846]

I love how you clearly explain so many important concepts of the field...

[@uppercut147]

As a high school teacher, I couldn't agree more with how important it is to be realistic about a student's skill level. Obviously, passing or failing a kid in my English class isn't nearly as consequential as passing or failling a pilot student, but it still sickens and saddens me how much the education system is set up to just push students through, regardless of whether they've ACTUALLY mastered the skills their diploma says they have. We will have entire generations of under-competent professionals.

[@numirabis]

Last message is extremely important and powerful. I watched a lot of your videos, but tHis one has the most impression on me.

[@rogerhargreaves2272]

Great explanation. Very sad and could have been avoided. As always, it’s never just one thing that causes disasters, it’s a string of complications. Keep safe guys. Rog from Wales ✌️👍😎

[@stnlong73]

This was the most informative explanation of this crash compared to a different site that I watched. Mentour Pilot actually had me in that co-pilot's seat in his explanation of the what and why. The same NTSB graphics were used in both sites but MP's stoppage's and action explanations in detail made the difference.

[@ElevenKnights2600]

I've watched a lot of videos covering aviation accidents, but this is the most chilling one I've seen, despite others that were "worse", depending how you want to measure. I think it's the first fatal single aircraft accident I've seen that can be attributed wholly to pilot error. Usually there's some kind of underlying mechanical malfunction or outside influence (icing, unexpected IMC, etc.) coupled with the pilots' failure to properly assess and react to the situation as a whole that leads to the accident. This was a perfectly good airplane doing exactly what its pilot told it to do.

[@myne00]

Germanwings. That was deliberate.

[@ElisabethS-fv1kz]

I am so proud of you to do these videos and be honest. This is needed!!!

[@Hawkeye6936]

As an examiner, i never regretted giving a Q-2 or Q-3, disqualifying a crew member in the interest of safety.

[@PurityVendetta]

I know this video is a year old but it's probably one of the most incredible aviation videos I have ever watched. I don't have much experience of flying but even with the few flying lessons I've had I find it difficult to understand, given the shortcomings of human anatomy and physiology, a pilot would react without refering back to instrument indications. I have a lot of experience riding motorcycles and cars at very high speeds and this taught me that, being a bipedal, somewhat primitive human, not designed to travel at high speeds, one can't always trust your instincts. Fast, intuitive reactions do occasionally have their place BUT, I'm still here because I managed to overcome the human urge to react and make the situation worse. Brilliant video Petter, thanks again.

[@RPRiley]

Okay, I got about 20 sec0nds in and that was enough. Thank you for the warnings, honestly.

[@twothreebravo]

It's been explained to me on a couple of occasions how simulators get the sensations of acceleration and deceleration but not until your explanation in this context did it finally make sense. Thank you!

[@ShelbyBanditNFS]

I enjoy watching Air Disaster episodes because it helps me to know how much the Aviation has improved. That way, I enjoy more flying :).

[@leestroud9246]

Excellent synopsis of the message regarding competence. True in aviation and in so many other fields. Great job, Sir.

[@RobAviation8225]

That is a very sad plane crash

[@MentourPilot]

Yes, very sad indeed.

[@Stettafire]

I feel sorry for the fella. He panicked the instant something went wrong. He must have been terrified. He shouldn't have been in the air :(

[@johnspencer3994]

@@Stettafire I feel sorry for his victims.

[@sayantanipathak9456]

DeeJay1210 , but in most crashes there are no fatalities

[@RobAviation8225]

@DeeJay1210 obviously

[@Bcr3106]

Thanks for the analysis, been waiting for the details as I live in Houston.

[@jmagyar]

I watched the entire NTSB Board meeting. I can't imagine the FAA is too happy with them. The final report is going to be very interesting.....

[@Robbedem]

Seems like many people/organisations aren't happy with the FAA the last two years. Maybe there actually is a real problem with how they function. ;)

[@MikkoRantalainen]

@@Robbedem Perhaps companies are pushing FAA little to high to lower the bar for new pilots? I understand that companies would like to have more pilots on market to lower the salaries but lowering the bar to entry for the skill required is absolutely the wrong answer.

[@susandunlop50]

Your presentation and easily understood video of Qantas flight 25 was very enjoyable. My father in law was a Captain with Air Canada for over 35 years. I also was employed with same airline and over many wonderful hours talking with him over his career he stressed the same message as you pointed out with professional pilots working successfully with those guidelines. Well Done. Thank you for all these videos. Cheers

[@ianwarren]

Excellent video very interesting. As a full rated Glider Instructor (and PPL and motor glider instructor) after a number of accidents many years ago the British Gliding Association added an exercise to the pre solo training of all students to test for an over sensitivity to negative or more commonly reduced G. It was established that some people are over sensitive to reduced G and will tend to mistakenly associate the sensation with stalling and then respond by pushing forward, this of course creates a sensation of further reduced or even negative G which continues into a nose over to over speed and crash. As the in the UK common winch launch method can result in a sudden reduction in G where the cable is mistakenly released while still under tension can cause suddenly reduced G the accidents had mainly occurred to post solo low hours pilots coming off launch and flying perfectly serviceable aircraft nose down into the ground along an almost parabolic path. This despite the obvious increasingly nose down attitude and the increasing ASI indication. It’s often (though not always) possible with extra training to overcome this sensitivity and I had to persuade one student with this problem that could not be trained out that they would not be able to fly solo. This was done after discussion with the CFI and instructors committee and a check ride with the CFI. At his suggestion the pilots details were passed around other local clubs which turned out to be worthwhile as the individual did attempt some further training at another club with the same result. The flight profile of the accidents the BGA analysed seems very similar to this accident. The initial TOGA activation causing a rise in attitude would normally cause a mild probably imperceptible rise in G loading, however with recent turbulence being cited I wonder if some turbulence at the same time may have caused a brief reduced G sensation triggering an undetected sensitivity to reduced or negative G in a pilot known for un-reliable responses under stress. It may not have been a factor in this accident but the actions of the first officer would fit in this scenario.

[@ivanaragon9032]

Thanks for the video, I love your work on this channel, very educational 🙌🏻

[@spy2778]

Aviation lovers & Pilots feel these losses personally. RIP guys.

[@aerobrain2001]

This was exactly the attitude I took as a SCUBA instructor. Even at the very beginner level there were certain skills that I would refuse to let go until the student could do both easily and instinctively.

[@Top10Aviation]

IFR lesson 1: Always trust your instruments rather than your spatial orientation system... Hopefully it's gonna be a good lesson to the other pilots and such accidents won't ever happen again. RIP to the crew 🙏

[@Top10Aviation]

@キューティープラス Obvisouly, that's why we have redundancy in the cockpit, especially for such critical instruments and systems. In case of erroneous airspeed indication there're written procedures that pilots must follow upon first signs of unreliable speed, it is called a memory item and every pilot qualified on the type needs to apply the memory items immediately upon recognition.

[@FirstnameLastname77777]

@@Top10Aviation how do you do that

[@FirstnameLastname77777]

@Togapower how will you know that the airspeed is giving you a false reading

[@Top10Aviation]

@@FirstnameLastname77777 Togapower is right. And it depends at the stage of the flight where you encounter that. For the type I'm flying, and I believe it's the same for the others, you'll find different pitch and thrust tables for different stage of the flight and configurations in a Quick Reference Handbook (QRH). At some particular stages of the flight, such as take off, you'll need to apply some memory items.

[@Top10Aviation]

@@FirstnameLastname77777 The indication is wrong, you know the flight envelope of your airplane and you expect your airspeed to be within a certain range. Moreover, you crosscheck it with your colleagues PFD indications and the stand-by instruments as well.

[@arendeepropertymaintenance]

It must be very tough for the family of that first officer to hear those things about him, but unfortunately we live in the real world. Lessons have to be learnt. Another good video, Petter.

[@treeclimber2929]

Firm but fair. Well summed up "less sad than this".

[@thedanishking1524]

Scary stuff, but yet another great video from you Peter - I'm starting pilot training in two weeks, looking forward to two years of learning.

[@Stettafire]

Good luck! Pob lwc!

[@ЦветозарЦветков-е5о]

good luck, enjoy yourself

[@opex90]

There should be an acoustic announcement, if you push the toga button! Why was it still not done?

[@tomstravels520]

Because normally there are visual clues and the thrust levers would move automatically. In the past that has been enough of a clue to tell you something is wrong

[@frogstamper]

@@tomstravels520 Exactly, if the thrust levers moving and the nose pitching up doesn't alert you, you are "definitely" in the wrong job.

[@noah9130]

frogstamper And don't forget the FMA (Flight Mode Annunciator) where it should be written TO/GA in capital letters

[@opex90]

@@tomstravels520 I know, but as we know both pilots didn't notice toga were activated. So does it means both of them were not qualified to fly?

[@tomstravels520]

Степан Суходрищев no the captain was busy concentrating on the radio call and only was able to pay attention when he finished

[@caledon66]

I'm a passenger. I wish you could captain every flight I take. Your level of expertise and objectivity is monumental.

[@bchadaway7469]

Him and Juan Brown from the Blancolirio Channel.

[@seanmcerlean]

That made the hairs on my head stand up never mind on the arms. The angle that thing came down at should only be done deliberately in an aerobatic sense well above 6 thousand feet. Have to say Petter between you, Juan Browne & Paul Bertorelli on av web this video was the very best simply beacuse you kept stopping the animation at crucial points so we can take it all in. Take care & stay safe.Taksomykert.

[@Bill_Woo]

Great assessment.

[@seanmcerlean]

@@Bill_Woo,Thanks

[@Thekaiser2023]

Hey Petter, Really enjoyed this video. I hope you continue to to do these NTSB/FAA/EASA ETC videos, they are really informative, especially learning about such things as "Somatic graphic Illusion"? Sorry not sure if I spelled is right...but again please continue these videos, as I know they are not training, I believe they are good tools for at least understanding.

[@methamphetamine97]

Hi Captain. Hope you are keeping well. Love your analysis. Good to see'ya back in the skies. Greetings from India.

[@MentourPilot]

Thank you!! Greetings from Spain

[@pilotsam004]

@@MentourPilot greetings from Slovakia😄I'm very sure your a ryanair pilot which I Grateley respect. I want to be a wizz air pilot when I'm older. I'm happy to see that Ryanair is expanding in my country ( Slovakia) 😄👍😊

[@julosx]

@@pilotsam004 How about Easy Jet or Transavia ?

[@methamphetamine97]

@@MentourPilot Can't believe you replied! I'm speechless.

[@pilotsam004]

@@julosx hmmm easyjet not a massive fan and transavia is just not my kind sorry

[@neatstuff1988]

Nice job. Hands down the best explanation about this crash.

[@MainMite06]

5:01 Let me answer that question *source: YT-Mini Air crash Investigations* The B767 has a spoiler control handle on the captain's side and not on the F/O side. In order for for the F/O to pull the spoiler handle: *His forearm has to reach behind and below the throttle handles at which is it possible for the F/O accidently trigger the Go Around buttons*

[@mangos2888]

Thank you. You’ve explained this better than the other aviation channels :)

[@jamesandrews1130]

We can't all be equal in the outcome. Only in opportunity.

[@srmj71]

Quite literally, this is a very good example of why equal outcome is a terrible idea. Good call on your part.

[@muimerp3]

Well, whether we can be equal in outcome or not depends on the context. This is a case where that's true. But that's not universally true. You just found an opportunity to spew your ideological dogmas, didn't you? And by the way, in this world we're very far away from equal opportunities for everyone, aren't we?

[@9digitNo]

@@muimerp3 Equality in outcome is only possible if we adjust everything to the lowest common denominator, and we would all end up in Idiocracy.

[@muimerp3]

@@9digitNo well, as long as you don't provide any evidence, that's simply a dogmatic ideological point of view.

[@9digitNo]

@@muimerp3 I should have known.

[@christinemichele2318]

Great video! Great report. Thank you for keeping is all safe 🙏🏼

[@Joe..3.8.0.9_]

Very sad event , this could have been prevented Someone dropped the pen and the co pilot dropped the plane Such a tragedy My heart goes out to all the families involved On a positive note.... Excellent video Thank you ! Joe Navy veteran 🇺🇸🇺🇸

[@rshvkkt91]

Good content. Need more such serious critical analyses of aircraft incidents from you!

[@AllMyHobbies]

Your comments at the end are so valuable. We have got into a society where it’s almost impossible to fail if somebody really want something bad enough they just keep trying to keep studying with some people are too stupid not enough studying the world can help or some people don’t have the physical abilities sometimes people have to fail not everybody can be a rocket scientist

[@phpART]

i like punctuation

[@kinaritakashima]

it gave me an aneurysm

[@Tracymmo]

I've been a job coach for teens with disabilities. It never does those kids a favor to build up their dreams for the impossible, like telling them they can be a doctor when their disability makes reading past a third grade level difficult. At the same time, I showed teens and their families that these kids were more capable of independence than they realized. They need to be in the right jobs and be able to explain what accommodations they need. And I'd take any one of those kids over someone who thinks in terms of lack of ability to be "too stupid." Oh the irony of that being expressed with punctuation!

[@AllMyHobbies]

@@Tracymmo I totally agree that’s what I’m saying my statement everybody’s built up as if they can do anything I’m well aware that I should not be a writer but I also use my iPads text to speech for all my comments and it does not add punctuation sorry about that.

[@BertGraef]

@@AllMyHobbies Punctuation can save lives. Lets eat, Grandma!, is a very different statement than, Lets eat Grandma! If you people cant be bothered proofreading your stuff and adding commas and periods where necessary, then just dont bother saying stuff in the first place.

[@NicolaW72]

Thank you very much for covering this up!

[@Eastmarch2]

Totally understandable, the responsibility of the instructor to pass/fail is literally life and death. There is no other way to respond to that than with absolute seriousness. That an airline hiring a pilot is totally blind to previous performance is crazy. I hope we don’t have misguided unions preventing this database. Is this a thing already in place in Europe?

[@peterbigblock]

I admit that I thought he was saying “typewriting instructor” the whole time. I was like, “What does typing have to do with anything?” Excellent video.

[@saxmanb777]

I failed a couple of check rides early on in my career and had to take a hard look at what I was doing. It was a tough moment that I lacked confidence. That last failure was 13 years ago and now I’m on the 767 as well. It’s crazy how far this guy made it through the cracks and Atlas didn’t even catch it. You thought they fixed the issue with Colgan 3407.

[@johnstedman4075]

That was an excellent presentation, raising important points that all of us involved in commercial aviation will find very instructive and thought provoking. More in the same vein please!

[@marsgal42]

Disorientation can be insidious, like a night flight when I noted to the instructor that I didn't seem to be able to trim the plane properly. His immediate response: "what do your instruments say?" IFR101, in other words.

[@tedwalford7615]

As with the Kobe Bryant helicopter pilot. And he was instrument-rated and instructor, but he was evidently flying "by the seat of his pants."

[@xiro6]

a remember being a passenger on a commercial helicopter flight,seated in the middle,behind the pilots,and looking for all going on with them,for curiosity. i noted how every few minutes,the pilot monitoring where giving little taps on the hand of the pilot flying,the collective control hand,and looking to the instruments,clearly we were almost overspeeding.this happened a few times on a 40 min flight. surely it was new,but c'mon,look sometimes to the instruments,you only need to look a bit lower for a moment,you are not on a car and you will not guess your airspeed looking out.

[@Michael-zf1ko]

I felt that one time. Was taking my friend out for a leisure flight in mildly choppy air when I had a strong feeling that the plane was being pulled down by a draft or something. I had the urge to pull up and apply power until I looked at the altimeter and v/s and realized that it was still flying straight and level. I knew to check without even being IFR certified, lol.

[@onlyanobservation1039]

@@Michael-zf1ko ....... that's called "APTITUDE" my friend. You're doing it right..........

[@riickthespark]

Thank you for the explanation. This is the best one yet of what I have watched.

[@perrydiddle3698]

As a seasoned lead operator, and subsequent trainer in a mayor process unit of a major petroleum refinery, Ive seen different styles and capabilities. With all do respect to you, what process, if any, do the airline companies and regulators use to ensure that the trainers are teaching, testing and evaluating quality trainees ready for hire or promotion?

[@duanequam7709]

Juan sent me you way so you came from a great reference.Outstanding report again. Thanks Be safe.

[@drtidrow]

Are cargo carriers a little more lenient in their pilot selection? Sounds like this guy shouldn't really have been in the cockpit of any plane. Fortunately, this was a cargo plane and not a passenger flight, or this "pilot error" could have resulted in over 200 deaths.

[@JohnSmith-zi9or]

Atlas Air, yes and we see the result of it. Other Cargo Carriers are more stringent than passenger companies.

[@sundhaug92]

This flight did however have one passenger; a captain flying jump-seat

[@willie31133]

No, cargo carriers are not generally more lenient. I work for the largest cargo airline in the world (based out of Memphis) and I’ve worked at a passenger airline previously and from my experience the cargo hiring process and training is at a higher level.

[@bikeny]

@@willie31133 Hmm, Memphis. I wonder which one (actually, no I don't). But I understand not naming it. I am going to ask here: has that database been completed yet? It's August 19, 2021 as I write this. Watching this video and the one on TheFlightChannel about this crash I learned about the database being created, but have not heard if it's finished.

[@KuostA]

@@willie31133 obviously FEDEX and UPS training/hiring process in another league of standard than that of ACMIs, Atlas, ABX, etc. etc. you're making a moot point, or highly misleading comment at best.

[@PeterPan-jd9lu]

As always... phantastic content. Thank you!

[@Wizzardgirl]

Thank you for this, Petter. The fact that this crash happened due to the FAA not implementing a program that should have been instituted in the 1990s, with the advent of databases, is stunning. Thank god the PRD is now implemented and being used daily.

[@mikeb.7068]

That was not the cause of this accident. The cause was that Conrad Aska was an atrocious pilot who panicked and stopped flying the aircraft. Aska had lied about his training and flying experience in order to get the job with Atlas Air. No-one had ever dropped the hammer on Aska, passing him on and hoping the next guy would do it.

[@danielsiwerov2151]

This is very sad. Somebody had to stop this First Officer from flying, but saying no can be very difficult, especially if you end somebodys career. However this would have safed 3 lifes. Good video Mentour!

[@maxcorey8144]

As an A&P mechanic for forty five years I can testify that certain people, no matter how passionate they are, no matter how hard they try, no matter how much experience they get, will never make really good pilots or mechanics. Both get fired by being unsuited to the task.

[@intrepidadventurer1932]

Full marks for doing this video, scary that even as just over a year ago things in the industry aren't as they should be and that the FAA didn't step up to take early action on the first officer! Yes very scary reading and listening while you presented the video!

[@willj1598]

I work in a different industry where getting it wrong can result in death to yourself or others. Not everybody is cut out for it. A calm rational mind is critical to any high risk job. If mentors, instructors and examiners aren't able to have these hard conversations they may also not appreciate how critical it is. This accident left two people dead, families without their loved ones, and all the people in the chain leading up to this carrying a heavy burden of guilt. The best job in the world is no good if you don't go home at the end of the day. My sympathy to these two pilots and all impacted by this accident. I have had to live with someone being seriously hurt on my watch and it is terrible, I can't imagine living with someone dying and knowing I may have been able to stop. The greatest disservice you can do to an employee is to not tell them the truth.

[@chrisgardner4222]

Correction, three people died. There was a pilot riding in the jump seat.

[@joeyarbrough7107]

I couldn't agree more. As always your knowledge and commentary is so enlightening. I live in the Houston area and remember this incident. Thank you for making sense as we all wondered what happened. The third pilot was just catching a ride back so he could get married within days of accident.

[@Pensivata]

I was on a flight recently, with very young pilots, who forgot to switch on the air con. It was an ATR and everyone was extremely uncomfortable on the 1 hour flight, UNI Air 8607 TSA-MZG on 17 June 2021. Upon landing, it was obvious the 1st officer was given the controls for 'landing training' - as the conditions were perfect. We went quite a distance past the threshold before 'coming to ground' - the ATR was in a very high nose attitude, & I was really concerned about a tail strike. We land quite hard, then bounced back into the air for what seemed ages - then returned to the ground much further down the runway where the back wheels bounced one more time, albeit only slightly (total: 3 separate contacts with the ground). I'm wondering if such 'imperfections' are all part of the on-the-job training, or should the 1st officer be reported for corrective action? I did report the incident to the airline, but they only responded in respect of the air con.(I am a PPL pilot).