Aeroperu flight 603 - Cockpit Voice Recorder (with English subtitles)
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- Опубликовано: 24 апр 2020
- I decided to present the CVR and then the information around the accident + investigation findings. Let me know what I should change, if I should not add the music, or the pictures of the pilots due to the context of the video, or not do the CVR and strictly do a formal report with animations, videos etc.
CREDITS (music, video's, transcript)
Original video/audio of CVR + transcript: • Aeroperu 603 - Cockpit...
Music used at end:
Music provided by Free Vibes: goo.gl/NkGhTg
The End by Day 7: / t. .
Attribution-NoDerivs 3.0 Unported (CC BY-ND 3.0)
creativecommons.org/licenses/
picture of aircraft and pilots:
www.airlive.net/onthisday-in-...
live.warthunder.com/post/6606...
It's incredible and horrifying to know that a piece of tape can be the cause of an airplane crash.
Pilots made many questionable decisions too. If they saw instrument problems they should have immediately declared an emergency and not fly out into the darkness.
@@redarrowhead2 they noticed faulty instruments only after rotating, not much you can do at that point, you're airborne and cannot cancel takeoff
They could have turned back right away before going into the dark ocean night. That was the biggest mistake...those poor pilots were doomed the second they lost the ability to see where they were.
@@redarrowhead2 Lol. Monday morning pilot. Yeah, i'm sure they simply disregarded "faulty instruments" to fly off into the night sky. 👌🏽
@@ricardopereira2746 the ATC person also read back the same instrument readings to them ...he told them they were miles above the ocean....so they believed him and they thought the height displayed was wrong
This was the ultimate no win situation. If it happened during the day there was a good chance of making a safe landing.
Well, if it was during the day, they would ignore everything and would fly by sight according with the ground (sea level) and the sun, that would be my reaction if i was in that situation
@@filipefiat2002 .. pretty sure that’s what Arcadia was referring to
Arguably they should have listened to the too low terrain warnings though
@@iGoldenBen to be fair, they did receive both a stall and an overspeed warning at the same time, it was probably assumed that the warning was false and they did check the height with atc, even if they also had faulty data
@@iGoldenBen they were getting stick shakers, stall warning, overspeed warning, they assumed the GPWS was faulty as well. Unfortunately it wasn't
03:40 damn its crashed so fast GPWS couldnt even finish his warning its just "pull"
Yeah, watch the animations, the 757 had an insane attitude almost inverted, the GPWS back then cannot warn pilots of pulling up as early as it does today
Audio is surprisingly clear. And also RIP to everyone on board
Also RIP the airline AeroPeru
They enchaned the audio during the investigation I believe
1:41 "No pueden volar!" - "They can't fly!" Is heard from a passenger.
Chilling
that's horrifying
Did anyone survive?
@@zolanihogana no, everyone was lost unfortunately
No había oído esa parte
These guys were dealt a very bad hand that night. With multiple erroneous and conflicting indications, it's perhaps not surprising that they didn't react immediately to the 'Too Low, Terrain' warnings. It's tragic that the blocked static vents were not spotted on the pre flight check by either ground crew or flight crew..
@@g2828cc Shame you weren’t there to tell them, or the crew of AF 447?
@@g2828cc Ah, you’re an engineer?
@@g2828cc Agreed, pilots shouldn’t fly planes into oceans. How’s your CRM these days?
And I think someone is most likely a wannabe pilot...
@@g2828cc *Static Port, not Pitot
Flying out into the ocean is better than hitting mountains
Damn, the crew tried their best but everything was against them, R.I.P.
That's what makes this accident, as well as Alaska flight 261, so tragic.
I rlly like ur channel, it’s informative and it’s really cool to learn about what can go wrong at any moment. RIP everyone on board. I hope they are in a better place
Let me know what I should change. I wasn't sure if I should have added the photos of both pilots, let me know if I should re-edit the video and upload it again. I understand why it might be rude or inappropriate due to the context of the video.
I really love your channel! Most CVR videos don't provide subtitles in the video. It's just not the same when I have to go to look for the transcript after watching the video. Also liked that you put a background info at the end of the video. I think it's absolutely fine to add the pilots' photos, a load of famous air disaster channels are doing it. I'd suggest adding photos of the crash as well. Can't wait to see what's next!
Mikkoztail Aye! Thanks for the feedback, I’ll be making more in the future, and will most likely try out a documentary style coverage of various accidents
Maybe add the date when it occurred?
Could you add the photos of the pilots?
You did a really nice job on this one. The subtitles were so helpful. Excellent job of presenting the background and other important details and the pilots' photos are a respectful nice touch.
I appreciate your thoughtfulness to the pilots.
these pilots had no hope of surviving. it was nighttime over the ocean with zero ground reference. all their critical instruments failed at the same time. They couldn't trust they're eyes air they're instruments. I don't blame them at all. they fought till the very end. god bless them.
Sorry but the final report disagrees with your conclusion. In fact plenty of airplanes have landed with a blocked pitot tube or static port (the are part of the same system). In the past 40 years only 3 civilian planes have crashed due to this kind of system malfunction. There is even a procedure in the QRH called _Unreliable Speed_ to follow (how to set the thrust, pitch, etc) and it can be practiced in a flight simulator.
@mgljimcmgl you’re both right and both wrong. Flying power and attitude is an old process that can save your ass in such a situation. That said, it requires the pilot to have a rough idea of what power and attitude combination to fly to maintain altitude. Some pilots know this from experience of their type but having the QRH procedure with these data is what’s really needed. Manufacturers included this information after this accident.
While finding an altitude would have been difficult k once over the sea they could have maintained 2000ft wiht the radar altimeter.
In short, it was possible to save this aircraft but a very, very difficult thing to do on those days.
@@peteconrad2077 Radar altimeter was one of their only reliable instruments, I doubt they trusted it unfortunately.
@@jasonsine you may be right.
@@smcdonald9991 - The crash report for Sully Sullivan’s crash in New York City also said that the pilot was the blame, but they were forced to eat their own words finally. Maybe the crash report is right, maybe it isn’t. There as what is technically possible versus what is practically possible.
It's actually a testament to the pilots that they kept it in the air so long under those conditions.
I have been personally involved with aircraft having tape over their static ports. One airplane had been in painting. The flush mounted static ports were taped over (with a circular piece of tape) and the plane painted. Out of painting and getting ready for flight I was called to check certain cockpit items. When going up the stairs, on the Port side of the plane, I just noticed a slight circular outline in the paint. I "picked at it" and it came off the static port. The other side was the same. Would the airplane have crashed? Don't know. It was a lucky find. N-6395T Retired USAF Avionics Maintenance guy. Note: Also found all of the air inlets on the Engine Pressure Ratio tubes, taped over from a "Wash." No one took the tape off, but the "Aircraft Forms" were signed off that that had been accomplished. That was REALLY bad. Don't remember what happened to that TSgt. that I "turned in" for that violation.
Kinda worrying that these things are missed :/
Preflight check is for some reason. If crew is bored working daily same routine... maybe time to change job.
You might have saved allot of lives that day.
Actually the mechanic did some jail time because he covered the port with regular colorless tape, that's why it was missed in the walk around
@@chrmantilla Thanks for that update. Big responsibility in fixing airplanes.
This took "he's a little bit confused but he got the spirit" to an another level
00:00
Overspeed ( Until End )
02:41
Too Low Terrain! ( Until End )
03:39
Whoop Whoop Pull! ( Final Impact )
Asked ATC for their altitude and speed.ATC is only going to read back what he sees on radar which is wrong because it's the same readings the transponder is transmitting.with bad pitot tubes it's bad info..they would have saved it if it was daylight
ATC gets their altitude from the plane's transponder, but not their airspeed. Instead it reads their groundspeed based on how much distance the plane covers every ten seconds or so which is measured independently from what information the plane gives
in essence, the speed was correct but the altitude was wrong
1996 was too early for this but imagine this situation in more recent years? You could pull out your cell phone, load up a navigation or sports tracker app and get your altitude and speed from GPS.
It will help but ir still have its drawbacks in terms of airspeed vs ground speed plus speed units.
@@khalilovH still more reliable than a malfunctioning read out on a multi million dollar plane in the pitch darkness above an ocean 🤷🏽♂️ even if the phone/gps was 500-1000ft off, it would have stopped them from crashing.
ROFL. There is a reason why they say turn off your cell phone in planes. Not only does it screw with the equipment but the speed of travel means by the time the GPS figures out where you are by bouncing off towers (if close enough), etc. you are already dead in the water.
@@jennaburns8465 You realize plenty of pilots have flown using their phone GPS, right? You are talking out your ass. The warnings about using cellphones on planes is a extreme precaution to a problem that largely no longer exists.
You could fly 1000 planes where every single passenger was using their gps and it would do absolutely nothing. Airplane mode is no longer necessary.
@@jennaburns8465 those damn GPS towers...
they were confused but flown till the end
Crazy how a piece of tape can change the fate of 1 flight
A piece of duct tape, at that. The fate could have changed if the tape had a bright color because it would be noticed easily.
This was an incredibly sad sad story. All because of some duct tape over the pitot tubes. The tape was supposed to be florescent in color. Little did the pilots know their faulty gauges were sending altitude and speed to ATC.
It's so sad because the pilots never stopped fighting to save the plane until the very end, even though a safe landing was virtually impossible with them being able to see literally nothing.
@@aarondynamics1311 it is so sad that they did not have the proper qualifications and training to recognize and act on pitot static problems. That is the true problem of this crash. It was 100 % avoidable, 70 people died for no reason whatsoever.
The person responsible claimed he removed the tape and that the crash was sabotage. But divers on the wreckage took photos showing the tape still covering the three left side ports. They could not reach the right side to check but assumed the ports there were covered before the crash as well.
It's easy to say now but in this case the pilots must fly using memory items.
Set the trust levers to a certain pre defined position,
"ESTAMOS IMPACTANDO EL AGUA!!"
Just... terrific.
It's easy to Monday morning quarterback these things. But there are pitch/thrust settings which will assure them level flight. They should have still been getting correct information from the attitude indicator.
Incribly "too low terrain" was the only truly alarm guiding the pilots
Idk this one just hurts in a way that I can’t explain. Maybe it’s the fear in his voice but still calm when trying to rationalize how to fix the situation beyond the fact that it was too late when they first hit the water. Idk idk this one hurts
It surprises me how calm they are even after the first strike. Also no screams from the passengers are heard
There was one person at 1:41 who screamed they can’t fly in Spanish
you cant hear none for this: your in a room, with full control of the entire building. the entrance to that room is very hard and secure to open. and noises from outside/inside the room are very hard to enter/leave the room.
I like how the ATC tells him to obey the Terrain Warning AFTER they impact the water.
RIP
To the passengers and crew of Aeroperú Flight 603
Man, this is horrifying to listen to.
The maintenance whom left the tape should be held liable and there for should be charged accordingly
OR the goddamn tape maybe should colored differently so it is easy to spot, what do you think? Everyone makes mistakes, why not make them harder to happen.
Agree , and also a crime cause at least had they flown in the light they would have seen the horizon. What a nightmare
The correct tape wasn't used in this instance. The idiot used regular duct tape and forgot to take it off. Pilots must have missed it when they did a walk around of the plane because they're looking for bright orange tape that should have been used. People were charge but I think only one guy was convicted with a slap on the wrist
Yeah fuck that guy
That's not how it works. Humans make mistake. If you engage in a witch hunt every time there is an accident, you will create a culture where people will hide their mistakes and the end result will be even worse. This accident, like all aviation accident, is a chain of mistakes from multiple people. Including the maintenance guy(s) who left the tape and the two pilots (who could have trusted the GPWS)
Basicamente o erro foi ocasionado por um erro humano proveniente da equipe de solo, que não removeu as fitas que estavam inseridos no Tubo de Pitot (Mecanismo extremamente essencial que fica embutido na área externa da aeronave, a sua finalidade é coletar os acúmulo do ar/pressão para converter em informações de altitude, velocidade e outros parâmetros que engloba a sua objetividade. A aeronave sem nenhuma informação que deriva do vento, soou alarmes aleatórios o que não correspondia com a situação real e o que designou uma desorientação da tripulação, tendo em vista que a situação do voo era noturno, o que impediu de situarem no que concerne a orientação do cenário ao seu redor. Uma fita foi responsável por centenas de mortes.
70 mortes na vdd, não centenas. mas realmente, foi mt trágico. q essas pessoas descansem em paz
That's actually very sad
3:22 - 3:40 is the time they had before they met their doom
It weird to think that the time it took me to read this, was the time they had to save their lives...
@@ienjoyhentaibiotch6229 wow you read slow
Esse acidente poderia ser evitado se os treinamentos dos pilotos para lidar com esse tipo de situação no ar fosse bem avançado! Eles poderia ter usado o sistema de rádioaltimetro que não depende dos tubos de pitôs e das tomadas estáticas para medir a altitude ( o rádioaltimetro só pode ser usado abaixo de 2500 pés). Nesse acidente ocorreu uma falha fatal de expeção por não terem precebido as tomadas estáticas do avião tapadas com fita adesiva!
Can I ask how do you find these recordings? Not saying it’s not legit just surprising these are publicly accessible
CVR recordings were publicly accessible until 1990 I believe. I could be wrong however feel free to fact check me.
@@leotoad7991 nah that makes sense
These days the transcripts are all accssible to the public and they can be just as chilling to read as it is to actually hear them
@@leotoad7991 Depends the jurisdiction. Some countries never release CVR tapes.
@@ballinboxer3676 Transcripts yes, but not the actual voice. That depends on the jurisdiction.
Isn't there a power setting and angle of attack setting that will keep the plane flying not matter what the instruments say? Like 85% full power and a few degrees nose up. Their attitude indicator should still have been operational (certainly the standby artificial horizon would have been). So just keep the "good" settings and fly straight ahead until you know what the hell is going on. Also, this loss of the instruments happened shortly after take-off. So as a pilot you'd have to assume that you are still close to the ground rather than high up in the sky. Therefore anything that tells you you're too close to the ground is probably right. Reminds me a bit of the Birgenair crash and of Air France 447. Can't they train pilots for events like these? If you do simulator training wouldn't you want to try any kind of weird situation you might encounter in the aircraft you're training on? But heck, what do I know. Still, these accident investigations fascinate me, although I hate flying.
Yes, there are graphs one can use to maintain safe speeds and altitudes. They're located in the QRH.
This is 757,not A320
They thought they were at 10,000 ft bc the controller told them.
Scary stuff
T O O L O W , T E R R A I N
Sad 😔 R.I.P TO EVERYONE IN PLANE 😔😔
It's so sickening and devastating that all this tragedy and confusion was all due to a piece of tape that was left on the pitot tubes
I'm guessing the first impact ripped part of a wing off or did some other damage to make the plane uncontrollable.
No arrancó el ala, pero si que dañó gravemente el motor izquierdo haciendo que pierda potencia, ya que cuando se encontró el avion el ala izquiera estaba completa.
Its look like a plane that i saw last year just hovering in mid air
Seems to be a trend listening to these recordings. Once alarms sound too low terrain or pull up, the plane crashes. ATC and crew seem to get confused.
The dramatic cockpit voice recordings made right before a horrific catastrophe are the ones people are fascinated by. Pilots respond appropriately to alarms all the time and they frequently clarify confusing ATC instructions, but those actions avoid drama, as they should.
@@johnstuartsmith Survivorship bias in reverse. We only hear the CVRs where pilots failed to react.
Please correct me if I'm wrong. When you are at high speed on a car for example, the steering wheel becomes heavier because of the G force. If those pilots tried to move the plane a little bit up and down, left or right. They would know if they were actually overspeeding or not right? So why they didn't know at least the idea of speed that they were going?
1. Panicking situations
2. The human sense is very unreliable for this type of things (you will still need a frame of reference to know what should the controls feel like at certain speeds), at least not accurate enough to tell for a giant airplane
3. Unsafe to test how fast you are going with a plane fairly sensitive and with many souls on board, even though in the end they all died anyway
4. Not really a problem since the ground control can relay their airspeed in relation to the ground
5. Height was the bigger problem
I am waiting for the continuation of success
Same m80
so the wing tip hit the water for about 2-3 seconds before pulling up?
This was so satisfying!
why?
Que triste escuchar las voces y pensar que ya estan en el cielo Dios los tenga descansando en la paz y reino de Dios
✈️🔊 ~ My only question is why were they literally hitting the water before the computer told them to “pull up“? I understand there was a “too low terrain“ warning, but why not the actual “terrain pull up“ warning? I don’t know if it would’ve made a difference or not, but I’m just thinking in general.
the pitot tube was covered.
the pitot tube is where the plane computer gather information
the pull up and too low terrain was just the computer warning the pilots with erraneous, fake data
@@tay_piss_saucer_mk.400 - I understand that, but the GPWS actually uses something other than the pitot tubs from what I understand. That’s the reason the gp-WS was telling them they were too low but their pitot tubes were telling them they were 10,000 feet in the air. This was all happening at the exact same time. But I don’t know, maybe one part of the GPWS uses GPS location data or radio waves or whatever, and another part of the GPWS uses the pitot tubes. Maybe that’s why, I don’t know.
@@iMatti00 The sequence of events leading to the accident involves a combination of factors, including the compromised accuracy of sensor data and the specific functioning of the Ground Proximity Warning System (GPWS). The "too low terrain" warning is triggered based on the aircraft's altitude as measured by altimeters, whereas the "terrain pull up" warning is a more critical alert that comes into play when the aircraft is in imminent danger of collision with the terrain.
In the case of Aeroperú Flight 603, the pitot tubes, which are vital for providing accurate airspeed and altitude information to the aircraft's systems, were covered. As a result, the altimeter readings were incorrect, and the computer systems received faulty data about the aircraft's altitude. This incorrect data led to the activation of the "too low terrain" warning earlier than it should have been triggered under normal circumstances.
The "terrain pull up" warning, on the other hand, relies on a combination of factors, including altitude, rate of descent, and aircraft attitude. Because the altimeter readings were compromised due to the pitot tube issue, the aircraft's systems did not accurately recognize the imminent collision with the water. As a result, the "terrain pull up" warning did not activate in time to prevent the tragic outcome.
In this situation, the crew faced a complex and rapidly unfolding scenario, compounded by inaccurate data and conflicting warnings. The challenges of interpreting faulty information, combined with high stress and time pressure, likely contributed to the crew's inability to react in a way that would have prevented the aircraft from hitting the water before receiving the critical "terrain pull up" warning.
It's important to note that aviation accidents often involve a combination of technical, human, and environmental factors, and the sequence of events can have cascading effects that impact the outcome of the situation.
So the too low terrain was the only real warning besides the pull up (that was activated too late anyway)
The radio altimeter warnings were also accurate. The terrain alarm uses the radio altimeter.
Isn’t checking the pitot/static ports part of the preflight checklist? How did that get missed?
In the dark, it's hard to see duct tape on aluminum sheet metal. The tape was supposed to be flourescent yellow. Pilots are supposed to cross-check their airspeed indications at 80 knots while still rolling down the runway. Maybe that didn't happen the way it should. It's rarely one mistake that kills people.
,,WHOOP WHOOP
PULL..."
Holy shit
This is so scare
2:41 too low terrain
Whoop whoop pull. final words
This may be dumb, but if they get the too low terrain warning, couldn't they just increase altitude even if they don't have correct readings?
They could’ve, the problem is they didn’t believe that they were too low. They believe they were 10,000 feet in the air but the GPWS altitude alert was actually incorrect. They knew that several of their instruments were wrong, so they were asking the air traffic controller to find out how fast they were going and what altitude they were at, but the air traffic control system was also giving them faulty readings but they didn’t realize that ATC was faulty.
Do you have the FDR data too? Would be interesting to overlay the CVR over the FDR timeline
@El Rubio any Idea why?
RIP.
''these mechanics mess with everything''
''what s@it have they done?''
Rest in peace
3:39 WHOOP WHOOP PO- (impact)
RIP
3:08 or yeah whats the warining in the back round? over speed or?
El controlador aéreo también parece que no se entera de los pilotos le dicen la altura o altitud... Pero en fin lástima y también fiarse de una torre de control que está más perdido... Madre mía.. 😬🤔
Poco profesionalismo pilotos, parecen que manejan una combi de pasajeros. La recontra cagaron, alejarse de la ciudad. Pudieron dar vueltas aeropuerto guiándose luces de la ciudad hasta encontrar a orientación con ayuda de otro vuelo comercial el cual ya avía sido enviado en su ayuda. Quien xuxa los envío directo al océano donde todo es oscuridad. Horrible muerte sufrieron pasajeros y pilotos, aguas profundas y heladas pacífico
1:26 Its master caution not radio altimeters
Whoop whoop pull-
haunting bro
Those pitot tubes are too deadly with no visibility.
Last word: nos vamos a invertir (we are going to invest) sad 😔
Aeroperu 603
GPWS is never wrong. It was the one thing you know will be right.
Fucking A
Yh if one things for sure when you hear too low terrain then you should try to ascend
Radar can also malfunction (there are many instances of the Boeing 737 having faulty radio based altimeters), with so many false alarms going about there is not much for the panicking crew to believe the GPWS is also in working order
How is the GPWS never supposed to be wrong? I don’t know, so maybe you’re right, but I know there’s a lot of devices on planes where pilots are told this is fail-proof but yet it fails. There’s countless examples of stuff like this happening.
@@iMatti00 I don’t think there’s been a recorded failure of the gpws system since it’s introduction in the 1970s.
1:41 "No Pueden Volar!" They Can't Fly!
Probably from ATC tower
@@Holland1994D No, a passenger said that
El desconocido Es ¡algo!
What is it actually the aircraft fault or the air crews fault. What a terrible situation to be in specially as a passenger doing there’s nothing you can do
A silver duct tape attached on the 757
Why did the plane invert? Was it because a big chunk of the wing was sheared off when it hit the water?
Stalling causes airplanes to invert in many cases. Of course, they had a lot of airspeed at the time, but maybe their AOA was too high after they touched the water and tried to bring the airplane up. Source: Watching a bunch of these videos.
@@mariomatos8800 I think that's a good guess. They were flying with engines at idle too which would've slowed down the plane even more.
That would be my guess, yes The first impact probably took one of the wingtips off.
Yeah, if part of the wing is taken off that will create a differential in lift. An over correction towards the right could’ve also been the cause, but I imagine if the left wingtip hit the water they were probably already at or near a 45 degree angle if not more, and from that point on with less wing surface the plane quickly rolled over before impact.
Either way, they were in the dark so had zero spatial understanding to either see or correct it.
Very sad....
3:27 well, that was a bit late
Gpw’s Last Words: Whoop Whoop Pu-
Couldnt they have used alternate static source?
what is the constant beeping?
Is that the GPWS?
Overspeed warning
They didn’t see the tape on the pitot tubes during the pre flight walk around!!??
It not visible
No, because the tape was the same color as the pitot tubes. 😑
I would not blame them, but given their lack of visual reference and knowing the issue with the altitude, I would have never flown into a 0 visual reference zone. This is why pilot should have fundamental systems training. Altitude and speed are feed by one system which is the pitot system. A too low terrain would make any engineer frightened, knowing thats fed by the GPWS - a completely different system. A mix of horrible luck and perhaps some questionable decisions / below average understanding of the systems by the pilot
It's easy to say in hindsight that the problem was the pitot tubes being blocked, but when you are in the hot seat of the plane can you actually tell what is functioning or not, and which things are the culprit of this FUBAR situation? Computers themselves are also prone to problems and aren't completely infallible (hence stick shakers aren't also guaranteed to be accurate as an indicator, as they are also fed into the computer before being triggered), and for all they know, it could have been the computer error going insane it affected the GPWS as well
This is unfortunately for the crew a complete no-win situation without a timely 3rd party providing accurate information to them
@@user-uv5ld3cx5t True true. A horrible situation nonetheless with a difficulty in diagnosing. I hope they all RIP
Radio first altimeters at 0:32
3:21 captaln: but what do we do with the gear don,t know-
They should have stayed over land or flown back to it asap
Even if they done it, the result was same
The situation was too hard - zero visibility and failing instruments/warnings
Heard rumor that staic equipment failed was the source if alot of commercial flights and seems there should be a backup or something incase static equipment malfunctions
Does anyone know if this problem was ever fixed? I mean do control get actual readings or is it still the same way today because if the static controls go bad then the flight is automatically doomed epically at night or in bad weather. My heart goes out to the people and to there families from this accidents. The Pilots did everything they could
It depends on whether ATC uses primary or secondary RADAR. Primary RADAR tracks the actual position of the aircraft, secondary RADAR tracks the transponder, relying on the transponder to send altitude data.
I remember an ACI episode which asked why an aircraft seemed to be varying its altitude by around a thousand feet, perhaps indicating the pilot was drunk. Turned out the primary RADAR just wasn't accurate enough to give a consistent reading. (Which is not to say that a reading within 500 feet tolerances would not have been useful to Aeroperu 603.)
Very sad.
Aww if they knew about the GPWS being the only reliable thing...
NOOOOOOOOOOOOOOOO estaban por Lima lpm
October 2nd 1996
Wait in his profile picture it is aeroperu 603 crash animation 1
Such a trepid situation….beguiling…aswell.
You’re flying level with known thrust settings... an over speed is impossible
So logic tells you all these conflicting warnings are a problem with the instrumentation
Just use power settings you’re familiar with and ask for vectors to an airport
@Davie Jay, you are absolutely right, that is the correct way to solve problems like this. Problem is that nowadays pilots don't know the basics of flying anymore and the result is crashes like this.
@@davedavids9619 ok then fly a plane. if pilots are so bad, then why are there barely any commercial plane crashes. explain what do you mean
@@dariootero5579 What I meant is that a lot of the nowadays pilots have too little training. They know how to fly a plane when everything goes well and there is no emergency. When there is an emergency however they should be able to rely on the training to recognize and handle a situation. They are not familiar with systems and not famliar with something like pitot static problems. When you don't know how to recognize a pitot static problem you could end up crashing a plane, like the french young pilot did. He did not even recognize a stall.
And that is a very worrying situation.
@@davedavids9619 in most emergency situations there are checklists on what to do. Also, where did you get the idea that pilots had very little training for emergency situations?
@@dariootero5579 hmmm, where did I get that idea ? Maybe because I am a pilot and I know how the training nowadays goes ? I was trained by the military and that means that we practice every emergency to the point where you almost get the idea that flying a plane without emergencies is an exception. So yes, I have trained pitot static problems a lot and recognizing them is the most important part of the emergency. Once you recognize a pitot static problem it is actually not that difficult to fly the plane anymore. However, when you don't recognize the problem that is the moment it becomes dangerous.
Nowadays low cost airlines demand their pilots pay for the typerating and sometimes for the emergency training on the simulator. Also simulator hours cost money so they tend to keep those hours to a minimum. It is the usual N-1 option, sometimes a no-flap or electrical problems, but you hardly see a combination of problems. No gyro approaches are hardly trained anymore. A combination of e.g. no flap, no gyro, one engine out or single engine in case of a dual engine is something we did in simulators and landing that plane, in bad weather does give you a boost of confidence. You now know you are on top of the situation.
Systems knowlegde is another one that has gone down. On the larger planes in the military the crew had to be able to find any circuitbreaker in complete darkness. If you have ever seen a circuilbreaker panel in eg a P-3 Orion you know that it takes a while before you know where to find each and every single circuilt breaker.
Some people may say that the military is overdoing it with training, but the crash in this video shows what proper training could have prevented. To put it bluntly, with proper training this crash would not have happened. Like so many other crashes that I have read the mishap reports of.
Sully was a good example of being on top of the situation and knowing what to prioritize. If he would have followed the checklist they would have been without electrical power almost immediately. Sully knew instantly what to do, he also kept flying the plane instead of getting fully distracted by the emergency itself. Also that is a thing that gets hammered into you in the military. Maintain aircraft control, analyse the situation, take proper action, land as soon as conditions permit.
I wonder how many young pilots have learned that in their 'learn how to fly in 5 months' in a 13 in a dozen flight school all over the world ?
In short, that is how I know training is below par for a lot of the pilots of the low cost airlines as well as some much larger airlines that don't take training serious.
Why does the GPWS says "too low terrain" But they are crash in the ocean
It's sad
Rip
*whoop whoop* pull-
3:07 THAT IS LOUD