Greg Feith Former NTSB Investigator Explains What Could Have Caused VoePass ATR Crash In Brazil.

[@maximusaviationchannel]

I realize some of you know all this information but there are always people who don't understand some simple aspects of aero dynamics or are afraid to fly. And Greg Was a one of kind Rock Star Invetigator for decades. So If you know all this that's awesome but not everybody knows this especially younger people so I thought It was good to hear some of what he had to say. In my day Greg had a lot of work, probably in your day too. Back in the 70s 80s and 90s there was like an airline crash every week. The industry has come a long way.

[@Sayuri81554]

The late fifties and sixties were no picnic for passenger aviation either. Love your content and presentation. Thank you.

[@JMHTruck32005]

Juan Browne did a video of this crash the next day...And also goes in depth...From the video my take away was this was a Ice related crash. All the information he provide basically said they plowed right into sever icing. ATR's aint' got no business being near a snow cone let alone flying into "Know Icing"...

[@icare7151]

@@maximusaviationchannel Greg is awesome x 1000000. He has been a fellow Colorado resident for decades as I was born in Denver in the mid 1960s and raised in Colorado Springs.

[@GarthWatkins-th3jt]

Yeah he was great to watch on the shows breaking down the various air disasters in the 80's and 90's I think it was. Really cool to see and hear from him again, brings back memories. It's a bummer about this crash. The video is horrifying. I know about the death spiral flat spin from various videos, first time I saw the video clip I almost gasped. It's why every time I sit down and seatbelt myself I have a short conversation with the creator. So far so good, knock on wood. Thank you for this video, Greg is more than worthy and qualified to speak to the public on this topic. "Props" to the both of you.

[@CarlosAlberto-ii1li]

Like you we know everything, what we dont know is when the Adsense cheque arrives.

[@edmabe2312]

Many years ago, I was on an ATR flying from Indianapolis to Chicago in the winter. Yes, that route, and it was not long after the Oaklawn crash and the ATRs hadn't been redeployed to southern routes yet. We had de-iced (light sleet and snow) then joined a long takeoff line. I was in the last row next to the aft flight attendant. After 30 -minutes sitting there I told her we were supposed to de-ice again since it had been more than thirty minutes. She called the captain and told him “One of the passengers is concerned about how long it's been since we de-iced". Almost immediately, the pilot announced we were going back to the gate. I have always thought that I might have saved my life by being a pest. I have 2.5 million+ miles flying and I have flown in pretty much every type of weather all over the world and generally don't get spooked, but something just didn't feel right that night.

[@niagarawarrior9623]

There is a very good chance your instincts were right, good call. At the very worst, it was a slight inconvenience.

[@AnetaMihaylova-d6f]

​@niagarawarrior9623 because pilots are human and sometimes they aren't on their A game...

[@andrebello4191]

They actually listened to you ? Well that might have prompted them to realize on their own that might have reminded them

[@lbowsk]

You don’t know as much as you think you do. There is no “30 minute” rule. It’s much more nuanced than just hacking your watch. Ever hear of a holdover guide? A HOT app?

[@np1000]

They use a different fluid that has up,to,2 hours of protection.

[@leokimvideo]

For decades Greg Feith has been an anchor of common sense straight shooting to understand what causes aircraft crashes.

[@docvader2926]

Greg just gave a master class in air accident investigation in less than 10 minutes-dude's a legend

[@edwardrichardson5567]

Of this particular accident.

[@larrydockery7201]

GREG IS A WONDERFUL GUY IF I WAS WORKING FOR THE NTSB I SURE WONT HIM TO TRAIN ME TO MAEK MI MISTAKES

[@christopheblanchi4777]

Greg Feith is a legend of an NTSB investigator. This was a great video into explaining the range of what could have happened and what was not the problem. There is nothing publicly known about the crash. It will take months to figure it out, be patient. He lays out perfectly what is of concern and what is not of concern.

[@maximusaviationchannel]

Rock Star!

[@NicolaW72]

Indeed, exactly.

[@힐만94]

@@maximusaviationchannel the avid fans of mayday episodes watch him more mature each year... 😁

[@BobNSuch]

I have followed Greg throughout his career with the NTSB. I was so happy to see him on this channel. Always precise and thorough with his explanations. Great video Maximus!

[@honeycomb8753]

As a seasoned (3K+ hours) ATR 42 and 72 pilot .. We have known for as long ago as Roselawn (Flight 4184) with my previous airline company (American Eagle) .. We call it "180 - 180"; go faster than 180 kts and get below FL180 (18,000 ft) in anything other than light icing. Another thing, we had great (i.e. reliable and dependable) hydraulic independent systems (blue and green). But it had, all but the spoilerons, mechanical flight controls (e.g. elevators, ailerons). I won't go into the rudder because it was a special system to most GA and Airline pilots. The flight controls required a strong pilot. The flight controls were within ounces of requiring hydraulic flight controls per the certification regulations. This was intentional to avoid adding more weight with required flight control systems. If you've flown it, you know what I'm saying (re: heavy feel). You can't be a weak upper body pilot and use one hand on the thurst levers and the other on the yoke. I've seen a lot of (weaker) pilots have to use two hands on the yoke (while straining). That meant the non-flying pilot would be responsible for the power / props. As for the flat spin. They must have had a load shift during the upset or blanked the tail in the stall. Either way they should've never allowed it to progress to this point. Any severe ice encounter in an ATR requires exiting as soon as possible (e.g. immediately would be better). And, before you ask, I've flown this aircraft in the Carribean and also in the worst winter environments.

[@darylb5564]

What does blanket the tail mean? Thanks

[@honeycomb8753]

@@darylb5564 A "Blanked Tail" is a condition where the tail has zero to negligible / insufficient air-flow to perform it's designed function (lift in the downwards direction). The tail on the ATR is undersized and any loss in performance is a big deal. De-Icing the TAIL (horizontal) is a big deal when operating in northern environments before take-off with ice on the airframe from precipitation. The aircraft can be a handful under non-extreme conditions, much more so under a loss of performance due to disturbed or blanked air-flow conditions. It is possible that the pilots tried to use the rudders instead of ailerons near stall to bank the aircraft (yoke deviations deploy spoilerons and could also increase the angle of attack for one wing thus inducing a spin at stall) to avoid a spin. But, in doing so may have over been too aggressive with the rudder pedals / rudder and been the reason they spun. The ATR has a speed limiter on rudder travel and is a double acting rudder. It is VERY powerful and is detuned (i.e. limited in travel) at higher speeds. This is a logical choice for dumping the lift vector (re: using the rudder) without inducing severe yawing but, in the end, may have been the reason they spun as they entered the stall if they were too aggressive.

[@pdquestions7673]

I would also look at the serious downdraft and updraft... a lot of turbulence + the startling effect a downdraft, followed by a dramatic updraft... in all that turbulence, I can easily imagine pulling the power levers too far back & ending up in beta by accident, then overcompensating by jamming the levers too hard to try to regain thrust. Might explain the flatness of the spin.

[@honeycomb8753]

@@pdquestions7673 This wasn't a downdraft or updraft .. this was an aircraft upset that the pilots dealt with .. as for beta range in-flight .. that's not possible. Dissimiliar power or lift or drag from either side WITH A STALL would cause a spin .. as for a flat spin .. that's very hard to accomplish without a load shift (or flying out of CG range) or a loss of tail stability (icing or blanked). Pro tip .. Pilots don't chase power in turbulence .. we set a power that will provide the desired speed and we maintain attitude and ride the deviations. You will over stress an airframe chasing Altitude.

[@pdquestions7673]

@@honeycomb8753 I understood from the flight tracking that, prior to the stall, there was a dramatic downdraft, followed by a pretty substantial updraft. I think they lost like 3 or 4 thousand feet, or something like that, and then suddenly gained like 2 thousand feet.. .like convective down and updrafts. Maybe in the updraft, watching the altitude climb dramatically, there was a decision to pull back to flight idle. not that that would be smart, but maybe that's what happened.

[@section8usmc53]

Icing can happen anywhere. A cold climate is not needed. Only altitude and the right conditions.

[@robertadams2857]

Right, Moving the airplanes south seemed a ridiculous statement. They also overshot the equator quite a bit going to Southern Brazil.

[@Uxoriously]

I thought yeah weather too but we'll see..as weather #2 So PILOT OR WEATHER my 2 top guesses or totality of circumstances

[@section8usmc53]

@@robertadams2857 Thank you. I had a moment there when he said that of "am I losing my mind?" Strange, that no matter how positively you know something, even if you too are an expert in that subject, when someone widely considered an expert in that subject says something to the contrary, you have to re-verify that information in your brain. 😂

[@BlackKnight344]

@@robertadams2857 I have a feeling he was just talking about the older 42/72's that were operated by the US regionals following Roselawn accident in '94

[@robertadams2857]

@@BlackKnight344 Right. I went back.

[@lila2028]

Not only is he is a legend of an NTSB investigator, he"s also very handsome!! I'll upvote this video just for his looks!

[@tonnitoedwards]

Go for it girl... Don't be shy...This disaster may bring forth positive life changing events.

[@lila2028]

@@tonnitoedwardsDespite your snarky comment...I still think he's cute.

[@MrSuzuki1187]

When Greg speaks, I listen and I am a retired airline pilot. He knows his stuff.

[@rotaryforever]

Thanks for finding this and sharing Maximus. I have fond memories of listening to him way back when he was leading previous investigations. It's interesting that he noted that it's possible to get an ATR out of a flat spin if there's enough height but it's not something that's trained.

[@karronlaneNOLA]

love to hear greg feith talk about crash investigations.

[@icare7151]

Well stated. Thank you for sharing.

[@PamiePooh1]

Dead flat spin is impossible to recover. Pushing stick forward will move the elevators down but there is no air flow against control surface to lift the tail and move the nose down to gain forward motion for wings to regain lift. If wings iced no lift. Plane did fall flat slow tourging to left. There was nothing the most expert pilots could do but think of family, passengers, and gravity.

[@paulkorpas9988]

Most excellent info and descriptions 👍 Greg has always had a solid level-headed, easily understood approach...

[@simonwolfe529]

Greg is a legend !!! excellent overview for the non initiated.

[@johnb7490]

I liked when Greg was on Air Disasters, very knowledgeable man.

[@linwoodkent1246]

The NTSB needs someone with the caliber of Greg Feith in full charge today!!!!!

[@jocelynharris-fx8ho]

Wish Boeing had hired him...I doubt that he would have allowed the 737 Max 8 to be produced. If not Boeing, then he would have been a great airline CEO.

[@blue81blue81]

In the video of the spinning plane it appears the gear is not down. Some flat spin recovery procedures call for extending the landing gear because it drags the nose down to a positive AOA if the elevator is unresponsive. (Blanked out) Thus restoring laminar flow over the wing. Power must be pulled to idle as well.

[@kevinm4022]

I have been a fan of Greg for a long time and realize that he is a lot smarter than me. I have always wanted to meet him and ask him how it was like to do what he did

[@Zorroxyz123]

Could lowering the landing gears and/or deploying the flaps have helped stabilize the airplane?

[@StephanBuchin]

Thx for this clear explanation ☺

[@kikufutaba524]

On Eastern Flight 980 in Bolivia, Mr. Feith did try to do an investigation though the NTSB did all it could to make it fail. This would be a good subject for a video sometime.

[@wfamdaxj]

Love all these Air Crash Investigation people..... good in depth detail.🖖

[@DriveByShouting]

These Pilots upon receiving the NOTAM of severe ice from 12,000-21,000ft could have delayed or canceled the flight or just flown below the weather. I’d have planned that Flight (If accepting it) to fly at 10,000ft, giving myself 2,000ft of padding away from the ice. You certainly don’t want to sit smack dab in the middle of severe Ice at 16,000/17,000ft. You also wouldn’t want to try and climb above it, because you’ll pick it up on the way up and then have to go through it again to get back down. Sad deal.

[@oseikwakubamfo6866]

Good explanation

[@NicolaW72]

Thank you very much!

[@justinmanser7525]

Would it be possible to run politics as professionally, thoughtfully and as extensively scrutinized as the aviation industry? Policing too!

[@AmerBoyo]

I tried to recreate this tragic scenario on flight sim the other day, was very tough to get into the situation, but I did manage to get out of it by using full flaps and a bit of rudder almost immediately. I was at 7000 and only got out of the spin at 2000, in a real life scenario, who knows if what I did would have worked, or torn the flaps off or whatever, and that said, they would have had to acted *immediately* - in a state of comfy or panic, there would be slim to no chance of coming out of it alive I’d say. Truly tragic. Rest in peace all.

[@sezwo5774]

Thank you for a great commentary. I suspect icing played a role. It is winter in the southern hemisphere, ...though Brazil has a hot cloudy climate year round, high above ground, at 17000 feet, it is definitely cold... and colder in winter.

[@otiebrown9999]

Once you detected STALL, you have only one choice. Nose DOWN. PICK UP 30 MPH. THEN KEEP GOING. IN A LIGHT PLANE, YOU CAN JERK BACK ON THE STICK AND CREATE A SNAP ROLL. Is that what happened. Once spinning the mass of the motors, prevents recovery

[@tra757200]

I saw and heard, former FAA boss, Mary S, say that the airspeed went from above 200 to 40 nearly instantaneously. To me, that has hints of an elevator hard up, stalling the aircraft and preventing them from getting out of the stall.

[@dougrobinson8602]

Airspeed will only be able to be accurately determined by the flight data recorder, if it is recoverable and the data is intact. Speed determined by radar and ADS-B is ground speed. In the Roselawn incident if I recall correctly, the autopilot was keeping the airplane in a holding pattern until it was no longer able to counteract the icing, whereupon it disengaged, and control was lost. The ATR is well known to have controllability issues when there is ice on the wings. One possibility Greg did not mention is that one of the deicing boots on the wing may have failed to operate, which would really make the plane a handful due to different angles of attack.

[@lbowsk]

If you listen to her and consider her as an absolute authority, you’ll never really understand aviation.

[@tra757200]

@@lbowsk True for anyone though.

[@jocelynharris-fx8ho]

This guy is so knowledgable and professional. Someone like him, needs to be the CEO of Boeing, or should run an airline. He would bring aviation back to the professional, exciting and glamorous i dustry that it once was.😞

[@shannonboone3640]

Has there been any released radio traffic between air traffic control and the airplane? Did they radio they were in trouble?

[@jggouvea]

There are many sharing theories that the plane didn't have prompt clearance to leave the icing altitude, but I haven't seen proof of it yet.

[@bachblues2]

Even down South ATRs can suffer the effects from sudden icing such as a crash involving a Cuban domestic carrier. Very few presume that icing may form therr. My question is if the ATRs are particularly vulnerable to icing other causes notwithstanding.

[@Ozbird-72]

The ATR is a large aircraft with a very small and high-aspect ration wing. ATRs litellay almost always crash because of a stall-roll-spin scenario. They seem to very unforgiving at low speeds and need to be handled with a lot of care. They look like STOL aircraft, but are NOT.

[@tombobtom1968]

Like your explanation, but I would love to see some physical representation. Even a model airplane in your hands to show aerodynamic stall and flat spin.

[@OldJong]

Could transfering as much weight as possible to the front help a plane to get out of a flat spin? (I am not a pilot)

[@BadByte]

It's a flaw of the T-tail design a small drag parachute is required once the flat spin is going even famed test pilot Chuck Yeager could not recover from a flat spin in F104 but thankfully he had an ejection seat.

[@klebersabbado4539]

Airline TERRIBLE Captain NO EXPERIENCE Cop OLD and Severe Ice . As a Result

[@austinpelser472]

How many times has it happens in general/commercial aviation that a plane goes into a flat spin

[@BigDukeX]

Saw this video earlier yesterday. Never did care for the wings on those ATR’s, especially during the winter months... anywhere on the planet. Videos of that flat spin were hard to watch.

[@guitarlawyer75]

News today in Brazil is that the co- pilot told the pilot about the engines losing power and that they needed to solve that. Then there were screams. It was all that has been reported from what they got from the voice recorder

[@DriveByShouting]

Both Engines were running in all videos. These Pilots upon receiving the NOTAM of ice from 12,000-21,000ft should have delayed or canceled the flight or just flown below the weather. I’d have planned that Flight (If accepting it) to fly at 10,000ft, giving myself 2,000ft of space. You certainly don’t want to sit smack dab in the middle of severe Ice at 16,000/17,000ft. You also wouldn’t want to try and climb above it, because you’ll pick it up on the way up and then have to go through it again to get back down. Sad deal.

[@johnwhitmore5408]

Why doesn't everybody stop Monday morning quarterbacking and wait for the investigation results?

[@TheTransporter007]

The pilot FLAT SPUN a freaking ATR-72. WHAT.

[@dabneyoffermein595]

he goosed the throttle, huge mistake

[@RayRose-wp4is]

Asymmetrical Thrust.

[@MrSuzuki1187]

I have been in one flat spin back in 1971, but knew what it was because the control wheel came aft of its own accord. This was caused by the airflow coming from below which forced the elevator up. I was flying an aerobatic Cessna 150 and got in the flat spin when I messed up a snap roll. But I knew how to break the stall which is why I am a live today to type this comment.

[@ezragonzalez8936]

Have flown the Art 72 on a simulator and have tried over 30 times to revover from a flat spun its impossible!

[@keithwalker6892]

Too many accidents like this has happened to the ATR aircraft and it happens so quickly that the pilots cannot control it. They are trying to say there is a procedure to recover but it does not seem to work and the wing section used seems to collect this ice so quickly that the pilot cannot control it. It’s not the pilots fault and is often the case they try to blame the pilot but in this case it’s the design of the aircraft and I a retired certification engineer would not certify this aircraft. See USA NTSB Report. I believe the NTSB flew one of these aircraft and got ice on one wing near aileron which made the aileron inactive. The aircraft should be grounded. This does not happen with the DHC8-400 which and my friend is a pilot of this and no problems like this is a very safe aircraft

[@glike2]

If passengers crammed and packed the forward fuselage that would slow the rotation speed and push the center of gravity to the front. Maybe that could help exit the flat spin.

[@MrSuzuki1187]

An aft Center of Gravity will keep an airplane in a flat spin, as will the pilots pulling aft on the control wheel. I believe this may be the cause. In a stall and the nose pitches down, you do the counterintuitive thing by pushing forward on the control wheel to break the stall. Trying to stop the pitchdown by pulling aft will keep the airplane in a stalled condition.

[@IN10THRC]

Thinking about the CVR, I find myself wondering if flight crews are- or should be- trained to vocalize things that are happening, that you might not necessarily just say out loud- for the express purpose of getting them "on tape". I know it sounds morbid, and it might be very weird for a crew member to say something, with the potential that his voice might post-mortem, contribute to an accident investigation. Even if the crew member doesn't know the root cause of what he is experiencing (for example icing), he might say "The flight controls are not responding!". Even though vocalizing that may be of no use in the moment, that may point investigators towards an aerodynamic or mechanical issue, rather than other potential causes. I'm not a pilot, just interested in learning. I would imagine a flat spin to be very nearly impossible to get out of, as none of the control surfaces have sufficient airflow to have any effect. That must give you a very horrible feeling of helplessness.

[@szdorant]

A bigger horizontal stabilizer could prevent this maybe ? Of course extra drag.

[@gdwnet]

_A bigger horizontal stabilizer could prevent this maybe ?_ Maybe but there are stall warnings. There are icing AOA sensors, there is advice in the ATR manual which screams "DO NOT FLY IN TO ICING". There is stick pusher to force the nose down. That is five different methods to stop this, why would one more help get them out of it when they shouldn't have gotten in to it in the first place?

[@thefivepoints]

I've got a big horizontal stabiliser.

[@bingo7799]

Did they deploy the deicing boots? That's a big consideration.

[@andrewdillon7837]

I hv all the Mayday/Aircrash Investigation episodes ,,23 seasons ,, Atr 's are on it A LOT ,,,

[@tylerdurden4006]

I would like to know if setting the engines to idle is a normal procedure for icing and then powering up at around 100 meters when it is too late? Am I the only one that can hear the engines at idle and then power up too late? Yes? Weird...

[@DumbledoreMcCracken]

Stall is when the wing exceeds the critical angle of attack. The speaker is however correct.

[@hinesification]

You can stall an airplane at any speed if you pass beyond the critical angle of attack. It's far easier to stall at slower speeds.

[@luigilainom1123]

I understood that the crew is responsible for causing the stall, therefore the crew is responsible for causing the flat spin On the contrary he adds that this accident is related to the type of aircraft

[@jeffkrob4972]

Was wondering, concerning flat spins - if the engines are fully functional, can't they 'power out' of the spin situation?

[@codecoderr7495]

the lack of thrust of the turboprops on this ATR model lacked power to get out of the flat spin, since these are usually 100% used to ascend/descend. They had to rely to thermodynamics to come out, but the plane is just poorly designed in this specific scenario. Add an autopilot system on top of that as a patch to prevent this very specific scenario, basically negates its main function, and induces the plane into a 100% guaranteed crash.

[@codecoderr7495]

a radius 0 (downwards vacuum, given a hot air gust will always ascend as cold air pressures down) by the way, induced the plane into a stall, and because it's just bad designed, negated the airflow beneath it, and caused the flat spin, by the way.

[@jeffkrob4972]

@@codecoderr7495 I understand turboprops run %100 all the time (never really understood that) but, instead, the pitch of the props is changed to vary the trust with the power levers (effective throttles) in the cockpit to which, again, I ask - couldn't a plane 'power out' of a flat spin with takeoff/max power settings? "the lack of thrust of the turboprops..." There is enough thrust to accelerate & takeoff on the ground.

[@codecoderr7495]

@@jeffkrob4972 Just bad thermodynamics beneath the plane + autopilot built on top of that + a gust current change between 13:20 -13:30 (GMT-4), from West to West North West winds. Causing a radius 0 condition on the center of the plane (vacuum) = airplanes will fall like flies. How do I know that? It's related to cyclones & rains towards China / Russia / Iran knowledge. Just in case that info was already leaked from CENIPA and corroborates what I said.

[@16jocko]

The minute I saw the plane type I thought icing.

[@PercyParks]

No one is saying that data shows on climb out from the departing airport, even going through 7000ft 8000ft to 10000ft to leveling at 17000ft. The airplane speed was fluctuating drastically without a change in altitude.

[@chrismckis6843]

If the airspeed was fluctuating so much one might think that the pilots or ATC would have been communicating about it. Apparently the pilots never reported any problems prior to the stall so far as I have learned. If it were the case and so abnormal they should have returned to the departure airport or made an emergency landing. So much doesn't make sense here.

[@PercyParks]

@@chrismckis6843 And that's what I'm referring to. There is data. And it would eventually be made public in the investigation reports. Why and what was happening. And why was there no corrective action and no communication with ATC. Everyone is concentrating on 17000ft to the crash and not what was happening on climb out. As I said. The data is there.

[@CAROLUSPRIMA]

What differentiates Greg Feith from the vast majority of crash investigators? He is an actual pilot.

[@same5952]

MUCH more than that. Look up private pilot accidents lately and you'll see what I mean.

[@eduardodaquiljr9637]

When the thrust is lower than the gravitational force that pulls down the aircraft.

[@johnp139]

Lift counters the gravitational force, not thrust.

[@hamentaschen]

"They bought their tickets. They knew what they were getting into."

[@Luso308]

Pfizer aproves this video.

[@tcmits3699]

Maybe a parachute system should be looked into

[@davidmotter5140]

You must be joking , flying skills are needed not crutches

[@tcmits3699]

@@davidmotter5140 Just ask Astronaut Hague how "crutches" work, saved his life. Hugged his wife and 17yr old son about an hour after an aborted rocket launch. Later thanked Russian company Samara how well everything worked. So crutches do work

[@williamrager]

SOMETIMES THERE'S A PERSON ON THE FLIGHT THAT IS WHY THE DISASTER HAPPENED ! IMO

[@machinaexmente2729]

Dude kept calling the spin a spiral. No thanks.

[@unclejoe8279]

All you know "is it came from the Sky" (Tv movie in color).

[@mrmr314]

This video has been poached off another YT channel. With his permission? Without it? Poor form.

[@galihxtreme]

If this was a car crash, it's like having *SHERIFF JOHN BURNELL (RET.)* from "World's Wildest Police Videos" explaining it to ya 🖐️🤚

[@keithwalker6892]

My guess is it was caused to crash by icing. Refer American Airlines Flight 4184 and USA NTSB report

[@mikem5043]

Greg could double for Howard Hamlin

[@mexperplex5627]

The technical explanations are interesting, but up to a certain point. I, however, believe that it is very important to exclude any other possible hypothesis and I will explain myself quickly. On board that flight, what a strange coincidence, There was a medical team of global experts of oncologists who were about to attend a conference and bring the results of their research on the exponential explosion of tumors in recent years, related to Covid and the vaccination campaign. their results had been anticipated as extraordinary and sensational, so much so that they made politicians and pharmaceutical companies tremble. I would therefore like to know from the experts whether it is possible and if so, How to deliberately cause such a disaster? thank you 🤔💥🔥

[@tanialoftus1063]

Greg, katrina would like to be investigated 1x I would like to be investigated 2x (with a 15 minute break.)

[@michael-y8c]

Not all pilots are well trained. Lionair lolol

[@KenNeumeister]

Sounds like an interviewee filibustering to hide not doing any research into specific case.

[@TreeLBollingTreeMan]

And you sound like a young kid trying to sound like an expert.

[@PaleoWithFries]

I’m sorry this guy is a waste of time. 9 minutes explaining how planes don’t fly, while giving us exactly zero useful information about this crash, or ATR crashes in general, or the Air Worthiness directive for this plane.. the most useful thing he said was “we don’t fly these planes up north because this is why”.

[@maximusaviationchannel]

I get it but yo have to remember not everybody has the same level of experience you have so, it may not be for everybody but I'm sure many people will be interested.

[@aceadman]

@@maximusaviationchannel I was. I thought he was great. 👍👍

[@cturdo]

The video was a primer to get everyone up to speed, which is exactly what he said it was.

[@Andy-kf4rd]

I was wandering does the dash 8 suffer from icing problems with its wings. or is it a design problem with the atr 72. if its confirmed that icing was to blame

[@Uxoriously]

Great explanation, TU and I would add the following with a short explanation. I taught the most sought-after class in TBC, SAFETY ACCIDENTS AND INVESTIGATIONS We ERROSPACE ENGINEERS all seek knowledge and data on why jets have accidents because of our heavy reliance. Here is what I taught ~8yrs ago yet still highly relevant and stays the course. In descending order: #1 PILOT ERROR #2 WEATHER #3 INCURSIONS (ON GROUND IN AIR) I was in Spain when the worst incursion in theirstory happened in Las Canarias..Tenerife 2 747's.. Pan Am NYC..Dutch KLM Netherlands... #4 Mechanical/Maintenance #5 AC (WE USED..I SAY USED TO..MAKE THESE JETS SO DAMN WELL..NOW with DEI WTHK??? #6 DAMN TERRORISTS 1ST EVENT WAS OVER IND OHIO..BOMB EXPLODED WAY BACK IN 60S..OR 70S.. I AM A FORMER recreational pilot trained out of CALTECH CLUB BEST in nation with a very coveted fleet..flew with trainer heliogist as he wanted to do acrobatics my 1st 10 hrs flying close to sun hahaha Met Chuck Yeager THE GOAT..nobody does his G's and lived to brag bout it. In closing nice expo..and now I prognosticate due to my experience and knowledge This plane lost control due to pilot error??? DEI??? IF THIS BE THE CASE DAMN..CUT THIS SHEET OUT..I am tired of DEI KILLING..LIKE mosquitoes Like I stated earlier pilot is #1 That being said..you now must take into account the plane package and country Gold package??? Up to date I assume whatever they had and Country rated black red etc? Brazil is rated not tops but...not worst either like Sierra Leone or Russia.sorry Putin So excited to see how this one rolls or the pitch revealed And guaranteed I am NOT YAWING!!!! TU Maximu Requesting special ops we invite u to our next engagement China is hot Middle East boiling over..WWIII right round corner. Hope u got your bunker ready and can announce and post from Alaska Idaho...Montana all good we train in the rain ice and snow..nothing stops our G-d bless USA WARFIGHTERS HOOORAHHHH😊

[@BradHartliep-kn9ud]

#BradHartliep - with 39 years of experience in Aviation Crash Investigation - is 300 Miliion Times Better Qualified as a Rock Star Crash Investigator than Greg Fieth .. Greg is fkg amateur compared to me ..

[@EstorilEm]

Why not just post a link to his original content instead of reuploading his entire thing on your channel with ZERO thoughts / opinions / added content? Super lazy way of getting views and subs lol. Same with the NTSB hearing vids. 🫤