Without forward thrust from the props, the aircraft was slowing all the time. They should have made an emergency landing anywhere straight ahead while they still had airspeed. That is basic standard procedure. Something taught to a trainee pilot on one of there first lessons. Except panic prevented them from fully registering how dire the situation was although Anju did say something right at the end where she assumed Kamal was going to do the crash landing. But he held the nose up losing speed till the airspeed was too slow to sustain flight and the aircraft fell out of the sky and did the very predictable stall snap roll to the left. At that point the aircraft went totally out of control. If they moved the prop lever back into auto (normal) within 2 or 3 seconds full forward thrust would have been restored and the situation saved. Tragically neither pilot realised the lever position was the problem and why the warning signal sounded.
@@Mike-Bell Hmm, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
@@Mike-Bell WHY aren’t there voice prompts over the cockpit speakers which give auditory feedback, for example, pilot sets props to full feather: “Full Feathering Selected!”
@@Av-vd3wk Feathering is just one of a very long list of things that happen while flying. It would be chaotic in the cockpit and impractical if there were callouts for every example of the 100’s of possible errors. The system did its job. There was a master caution which Pilot flying noticed and mentioned. If she or other pilot checked they would have seen no torque on both motors. An extremely serious problem. But neither took the caution seriously enough because they do happen quite a lot and often are routine stuff. There was also clues in the noise tone coming from the props. And a deceleration feeling from the lack of thrust. All the clues were missed by both pilots
I agree, they have enough clues. It's an unfortunate timing of imbalance between increased workload vs deduction speed. They chose a very new approach towards a new airport thus everything they have encountered so far were relatively higher difficulty which may render pilots not recognizing small mistakes sooner in a very small timeframe. Since feathering and unfeathering is quite critical transitions, more critical than flaps, maybe a distinguishable quick ding/tick sounds could help when transitioning that specific control.
@@Mike-Bell I respectfully disagree Mike, a SYSTEM exist in order to assist so that situations such as these are handled appropriately. The ‘system’ obviously failed the humans, because the humans depend on the system, and NOT the other way around. You mention the impracticality of 100’s of callouts for 100’s of possible errors. Sure, I agree, but not what I’m saying. What I’m saying is to further Distill the callouts and errors to the top 15? 10? 5?? Recurring and or most likely problems and HAVE very specific audible callouts for those. Are you telling me that if there was very well written code/logic…heck, even pre-trained AI, that these pilots couldn’t have possibly survived? How about an AI driven callout saying “WARNING! - Conflict Detected!! - Full Power Selected But Props Feathered! - Set Props to AUTO immediately!” So, what’s your take there? Lastly, Apart from automated callouts, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
Serious blunder on the senior pilot part, the one who was monitoring, a stark case of complacency at a very crucial stage of the flight, they both panicked and hardly had any time to rectify their mistake
That's just how it is in that part of the world. Bribes get you certification and the job. Pakistani Airlines found some 40 percent of their pilots had fake licenses.
True. But this applies more to the captain than the first officer. She sounded relatively new. He really should have been on the ball. Also, as pilot monitoring, pretty sure he was responsible for setting the flaps (usually the case). So I believe he was the one who made the mistake setting to feathering.
Wrong, ofc. Both were qualified, but the right-seater pulled the prop pitch control versus flap control and then neither one recognized the error soon enough to prevent the accident.
Hmm, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
my papa was a dc10 pilot for 32 yrs and back in 70s 80s he took me on a lot flights and i was in the cock pit most of the flights its really sad thes pilots did not know how to fly may god rest there poor souls
Fun fact: The husband of this female pilot also died in a similar or same type aircraft due to pilot error, that is the reason she became a pilot. There is some irony in there somewhere.
Yes a constant or intermittent warning in the cockpit reminding the crew that the feathering feature is on with no thrust. Bit like the seatbelt bing on a car.
A lot of airlines here in the US have gotten rid of these airplanes. They have a lot of issues with ice for sure. Some pilots seem to love them though.
That SCREAM of Anju at last! Here muted. She was thinking after giving control to captain that captain will manage the situation. But she didn't know the overconfident captain was still unable to know what had happened. He was fully confused and couldn't take any step. Anju was not that confident. Yes she felt she had to follow her senior captain as he will promote her to be a captain from co-pilot. So she was a little bit afraid. So at last he get some relief when she gave the control to the captain. But at last when stall warning came. She realised her death and SCREAMED. But the overconfident captain was still unable to interpret and was telling "What Happened! ". Within 8 Sec after stall it crashed. Within 8 sec ANJU just Screamed 3 times and she left her small child in home with her 2nd husband and went away to heaven and met her first husband who also died in a yeti plane crash 16 yrs before. YETI AIRLINE brought their death and made them together. Huhhhh.... 😤
Truly good analysis and advice. It takes hours and days and months of training on muscle memories to cumulate building up on experiences. From what I heard, she didn't know what she was doing even though she was guided and passed the bucket to the senior at dire seconds. Rest in peace.
Most airline SOP's have you verify a flap setting after selecting it, had he done this he would have seen that flaps 30 had not been selected and that he had moved the wrong levers.
From the recording it sounds like she requested flaps 30 and he moved the levers and confirmed flaps 30. But regardless, both pilots should always cross check this and this didn't happend here. Just from the sound of her voice, she's completely overwhelmed with the situation and not qualified to ride alone here. So there should be a third check pilot here in the cockpit, to guide her. Both pilots seem to be completely lost on what happened or why it happened and attempted a go around without even following this procedure. So in the end: The airline here is to blame, as both pilots seems to be not qualified for flying an airplane.
Like I had comment in ur last video , you had already explained the crash reason one year ago and Its came true. Thanks to the nepalese man who leaked this video on youtube
I agree, the interlock should be more deliberate and feathering should need some additional unlocking that's not too complex. As you have pointed out, this is a major design flaw that makes it possible for a pilot to inadvertently feather both props.
I would argue that this is design error. Surely it is foreseeable that someone could move the wrong lever when they are so close together. When the result of this foreseeable error is so catastrophic that must be a design error?
Not with trained crews. When you put the props in feather there are a lot of queues. So many that a basic student pilot could tell something is seriously wrong immediately. These two never did figure it out.
I fully agree, having some training in ergonomics. It is always argued that sufficient training can overcome intrinsically bad design but inevitably bad design will win! The mere fact this happened on this occasion should be recognised as proof.
@@TheRedPython no probably not. It’s such a basic level to pay attention to what you are doing. The flap is a single lever, props are two. I didn’t look on this particular model, but normally the flap lever is shaped like a flap. Also on most ( I’m not an ATR driver) there is a gate or detent or something specific one has to do to get the prop lever in to feather. A distinct action if you will. It took her so long to recognize she was getting low, and when she pushed the power up, her comment of not having torque says a lot. The fact is most likely she was over torquing the engines. You build a lot of torque fast adding power to an engine in feather. She was looking at the prop RPM and confusing that with torque. The RPM would have in fact been very low. She obviously was confused between RPM and torque. The scary thing is the FO was coaching her bc she didn’t know what he was doing . Then to have such an inexperienced FO that couldn’t feel the difference between a single flap lever and dual prop levers by feel tells you he was very very low time. It will be interesting to see her total time and the Fans total time, as well as time in type. Most likely less than 3000.
I'm a cadet in an European airline and it seems amazing to me that this can happens when I see the requirements level to get ATPL, qualification and type rating. Very sad...
if it did have this immediately they would go no no .. we need the props/torque . and its not an issue . when there is no call outs these lever movements can be inadvertant and missed.
@@craigbmm4675 yes it will be useful because although 100s switches are there the pilot in command will be adjusting or selecting one or few at a time. So quick voice g feedback as an option is good when we are focusing outside. Because i guess most flying will be looking out for the windshield for realtime flying status with respect to ground ( below 1000ft) than instruments and touch the controls without seeing it but feeling it shape or size or reach distance. Or quickly glance at them for fractional of second. It personal preference . Even in my car i don't see them while operating, so not to take eyes off road , so i just fell the shape and size to select the controls.
If the prop pitch levers had been shifted back from neutral to auto, full forward thrust would have been restored in seconds and the flight would have been able to proceed as normal.
Obviously major pilot erro, but it’s unbelievable that the prop control being so close to the flaps, has no audible warning if moved to feather when there are no engine parameters out of tolerance, a verbal warning of props feathered would have prevented it. The gear and flap controls are not close on most aircraft and the levers are very different, yet it’s happened many times that after takeoff, flaps are put up instead of gear, some resulting in major problems but most being quickly corrected by the other pilot. This feather design needs improvement, even a lock gate over it which auto retracts on auto feather, or needs manually removed when manually feathering.
Engineers go out of their way to make knobs of different shapes, colours and textures so as to make it less likely a mistake could happen yet Pilot error happens all too frequently. Sometimes there are extenuating circumstances such as exhausted crew, poor training etc. and sometimes the crew messed up. In any case we must continue to learn from mistakes to increase the safety level in aviation. It already is the safest mode of transport but we can always make it better.
Different knobs and colors are fine.. But there's no need for this lever that's used only on the ground and rare emergencies to be along side other levers that's used in flight frequently. You're asking for a fatal mistake and that's what happened here. I used to think the training captain in the right seat might have done it deliberately.. But after hearing the audio.. Seems like a genuine mistake. It seems like he was instructing too much.. But still major f**kup.
@@Bren39 They are not used only on the ground. Condition levers are set to 100% for take-off. They are used in the event of engine failure to feather failed engine prop.
Nepal plane crash co-pilot was married to pilot who died in Yeti Airlines accident in 2006 This article is more than 1 year old Anju Khatiwada joined Yeti Airlines in 2010, four years after her husband died while piloting a plane for the same airline
hello , but how they didn’t realize that the prop was Feathered both , we can feel it and hear it , and from two Captains in cockpit is very strange ‘!
Sounds like the left seat was getting IOE from the right seat. Amazing that neither noticed the props were feathered. Equally amazing is confusing the single flap lever with the two condition levers.
Is the red the airport? Yeah this is doubly sad as preventable. Horrifying, thanks for mute the end ugh lost my dad in F -111 training crash also preventable
Unbelievable - Unfortunately, cockpits around the world are more like these two than Capt. Sully or Capt. Alfred Haynes as our current generation of pilots retire.
this makes no sense what happened, the condition levels have a lock on them which you need to pull up in order to move them, you cannot just pull and push for this exact reason, they don't even feel the same as the flap lever. And also how would the crew not notice both propellers being feathered, the aircraft immediately sounds and feels different. Very very odd...
Both pilots totally unaware of what has happened. When both props are feathered ,you know it instantly! I always watched what the FP was doing with hands. NFP could have saved situation by guarding the levers during this approach, or immediately pushing props forward before they went to full feather.
Feathering the prop in the air is an unusual situation, normally only done if you have an engine problem. I wonder why the aircraft doesn't announce "Prop Feathered" if that's done without weight on the wheels?
Ke bayo? The last words from the Capt. What's happening in Nepali. He did not have a clue on what was happening, despite the PF calling out that she did not have any power....
It sounds like the prop feather level is too similar to the flap lever. I know the flap lever is shaped like a wing for a reason. Maybe the feather lever can have a unique feel so that you know what you have in your hand. Also, 2 in the flight deck rather than 3 at-times seems like it’s too few for the job at hand.
Pilot monitoring was the crew member who pulled the wrong lever. Both captain's, but the more experienced captain who was pilot monitoring ultimately caused the incident.
Came to this clip after watching the phone footage , expecting total engine failure , as plane looked in stall for a long time . I would like to know more about pilot training etc for these small planes ?As i never felt safe while in the air ever , so tend to drive a 1000 miles rather than fly.
There should be a voice call if the condition levers are in off position. Even in computers if we delete a file, the PC prompts yes or no. Panic at the end did not end well. RIP
Pilots realized they had no power (torque) about 25 seconds before crash.... They never noticed it was the feathering that caused the fatal loss of thrust. So, when you fly an ATR 72, and you sense that you cannot increase thrust, how come that the first thing that should cross your mind (feathering lever accidentally moved) does not really trigger any warning in the mind? It is 100% sure that neither pilot checked the levers (power, flaps and prop feathering).
_How could the pilot confuse the plane's condition with the flaps, especially when they fly the same aircraft every day? It's difficult to comprehend such an error. This kind of mistake is unacceptable; some individuals may not be suited for the role of a pilot._
Are you telling me you have never been at your car wheel only to realise you had not been conciously driving while you thoughts wandered off somewhere else. After years and decades of doing the same thing over and over its inevitable.
@@Mike-Bell Yeah, we’ve all had those moments-driving and suddenly realizing you’ve been on autopilot because your mind wandered. It’s normal after doing the same thing for years. But when you're flying a plane, there’s just no room for that kind of slip-up. Staying focused is crucial, no matter how routine things might feel.
The families of the victims will never forgive these pilots, who will carry the burden of their mistakes forever. How could they be learning to fly with so many passengers on board? The airline should also be sued and banned from operating for allowing an inexperienced pilot to practice flying with a plane full of passengers.
Poor cockpit resource management. The copilot was passive, perhaps by nature or culture. The aircraft designers are not shining stars either: they need to hire experts in ergonomics and safety. You should not put critical controls next to each other because they can get confused. The pitch lever needs to be moved elsewhere. Imagine operating the aircraft by touch only and being thrown around at the same time!? Make your workflow and layout work for that situation.
Are you more certain that it was a workload issue now that you have heard the audio or is there some unknown entity play here in reference to the pilot's big error?
Nops this is a simple case of complacency, this happens to extremely experienced pilots who start treating flying as a stroll in the park instead of the high attentive job it is. Also I would certainly point out the design flaw in the ATR aswell, the power lever and feathering lever should never be so close
feels like monitoring pilot is a tough guy and flying pilot is afraid of him. Example in the conversation: flying : You're due landing sir. monitoring: HUH She was afraid and just obey what he says. 😢
@@ChickenLariyaki yea and she was the pilot so she should have noticed that. And she was extremely unsure about everything she did. Dangerously incompetent and therefore the other pilot was distracted. Dont deny you are a feminist.
@@ChickenLariyaki and yes i watched the video. They where not in a exercise machine. They were responsable for many people who died. Dont deny responsability and blaim everything on a men. Like a true feminist.
@@Lars89221 it's literally the task of the co-pilot in this case the much experienced man to man the controls while the pilot in charge controls the plane. Now are you going to shift the blame here ?
Thank you very much for providing the original CVR!👍 It clarifies finally why this deadly Mistake could happened and why it stayed undetected by both Pilots. They were distracted by maneuvring the Aircraft onto this difficult and new Approach and everything happened much too quick.
It's not the first video where I see a pilot is training the first officer and it results in crash. I don't understand the reasoning behind it? Are pilots not able to go through simulators? Doing this means neither of them are doing their assigned jobs, it's distracting.
Muscle memory is a non sense when it comes to checks. You need to sight the control before imparting a change in condition. Unsighted memory is what caused the check captain to commit the error.
Having flown on contract with an Asian airline, I sadly find no surprise in the content here. It was so bad that I refused a contract extension and wrote a four page report for the CAA* (* this would identify the country). I forecast an accident which indeed occurred within four months, fortunately not fatal but wrote off the aircraft. Crew Resource Management was not apparent and the flightdeck authority gradient is often far too steep in this culture.
The male Captain was the cause of this accident. He mistakenly feathered the props and ignored the female co-pilot when she kept saying there is no torque, and the Captain took over flying of the aircraft as the co-pilot kept on saying “Sir, there is no torque”, but the Captain who caused the feathering error still did nothing!
Wrong design of the control unit. Why have all vital engine control levers so close? Very easy to use the wrong lever and under stress and fatigue not noticing it..until too late.
Watching this made me so angry - the criminal incompetence of these two so-called "pilots" is beyond belief. How on earth could they have ignored that loud GPWS "Pull Up! Pull Up!" warning?
This is so incredibly stupid that looks as if the pilot monitoring wanted to commit suicide. Feather setting lever and flaps lever are so different and they ACTIVATE in different way that is so hard to believe this was an unconscious mistake.
Surely a surprising oversight by the ATR designers. The propeller torque levers should have a double locking mechanism or those levers should have been placed away from the engine thrust box. You should not have levers that give power and other levers that negate power on the same panel.
She sounded so scared the whole time, just like the copilot was the boss and would punish her for doing something wrong. A scared pilot makes mistakes, this is what happened here. Horrible accident.
Dari penjelasan Pak Mike Bell saya dapat memahami letak kesalahannya, yang menjadi pertanyaan saya , tanpa mengurangi rasa hormat kepada mereka semua, jika pilot dan copilot pernah berlatih di simulator mengapa tidak cepat menyadari letak salahnya, apakah kurang latihan di simulator? Kurang study kasus?
Pesawat Nepal dilarang memasuki wilayah udara Uni Eropa karena otoritas penerbangan mereka tidak memadai dan tidak dipercaya. dan mungkin mereka tidak memiliki program pelatihan dan evaluasi darurat simulator yang kuat. Nepali aircraft are banned from EU airspace in part because their aviation authority is inadequate and not trusted. and presumably they do not have a robust simulator emergency training and evaluation programme.
@@Mike-Bell dan menurut rekam jejak kecelakaan pesawat dari tahun 2000 sampai sekarang saja tercatat sekitar 19 pesawat, artinya hampir setiap tahun, sehingga indikasi indikasi tersebut seolah olah meng"iya"kan bahwa memang tidak ada training yang mendalam....siapa yang tahu? semoga mereka istirahat dengan tenang di sana
The first officer spelled it out several times "I have no torque, I have no torque". What do pilots actually know about how an airplane works? What could possibly be the reason for a lack of torque? In a plane where the levers that feather the propellers are right next to the flap lever and during a landing shortly after flaps have been requested and while the props are turning like crazy. How do they train pilots? And if it doesn't happen during training - don't pilots themselves talk amongst each other - like this feather lever is a b...it's right next to the flap lever you have to be careful with that? I'll never understand the complacency of some pilots - after all their lives are in danger too. Do they care so little for their own lives?
Stress killed those people. Yeti AIRLINES forces the pilot to fly without a rest and sleep. The pilots were on their 3rd trip... stress killed those innocents
It is completely normal for pilots to do multiple flights in a day. And to fly at night or all hours. Any compact landing pattern has high stress. The senior pilot just made a monumental blunder and neither pilot spotted the mistake. Very tragic.
No, that's very normal. I just recently watched a pilot's yt channel who used to fly ATRs in the past and he said pilots of his airline flew 6 times a day and the number could go high upto even 12 a day.
I'm not a pilot... but WHY is it possible to feather the props DURING flight...? Are there situations when they need to do that..? If not... that must be a serious system error in the airplane..!??
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
Without forward thrust from the props, the aircraft was slowing all the time. They should have made an emergency landing anywhere straight ahead while they still had airspeed. That is basic standard procedure. Something taught to a trainee pilot on one of there first lessons.
Except panic prevented them from fully registering how dire the situation was although Anju did say something right at the end where she assumed Kamal was going to do the crash landing.
But he held the nose up losing speed till the airspeed was too slow to sustain flight and the aircraft fell out of the sky and did the very predictable stall snap roll to the left. At that point the aircraft went totally out of control.
If they moved the prop lever back into auto (normal) within 2 or 3 seconds full forward thrust would have been restored and the situation saved. Tragically neither pilot realised the lever position was the problem and why the warning signal sounded.
@@Mike-Bell Hmm, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
@@Mike-Bell WHY aren’t there voice prompts over the cockpit speakers which give auditory feedback, for example, pilot sets props to full feather: “Full Feathering Selected!”
@@Av-vd3wk Feathering is just one of a very long list of things that happen while flying. It would be chaotic in the cockpit and impractical if there were callouts for every example of the 100’s of possible errors.
The system did its job. There was a master caution which Pilot flying noticed and mentioned. If she or other pilot checked they would have seen no torque on both motors. An extremely serious problem. But neither took the caution seriously enough because they do happen quite a lot and often are routine stuff. There was also clues in the noise tone coming from the props. And a deceleration feeling from the lack of thrust. All the clues were missed by both pilots
I agree, they have enough clues. It's an unfortunate timing of imbalance between increased workload vs deduction speed. They chose a very new approach towards a new airport thus everything they have encountered so far were relatively higher difficulty which may render pilots not recognizing small mistakes sooner in a very small timeframe.
Since feathering and unfeathering is quite critical transitions, more critical than flaps, maybe a distinguishable quick ding/tick sounds could help when transitioning that specific control.
@@Mike-Bell I respectfully disagree Mike, a SYSTEM exist in order to assist so that situations such as these are handled appropriately. The ‘system’ obviously failed the humans, because the humans depend on the system, and NOT the other way around.
You mention the impracticality of 100’s of callouts for 100’s of possible errors. Sure, I agree, but not what I’m saying.
What I’m saying is to further Distill the callouts and errors to the top 15? 10? 5?? Recurring and or most likely problems and HAVE very specific audible callouts for those.
Are you telling me that if there was very well written code/logic…heck, even pre-trained AI, that these pilots couldn’t have possibly survived?
How about an AI driven callout saying “WARNING! - Conflict Detected!! - Full Power Selected But Props Feathered! - Set Props to AUTO immediately!”
So, what’s your take there?
Lastly,
Apart from automated callouts, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
Thank you for the detailed explanation. My heart goes out to all the affected.
2: 56 you can hear the fear in the first officer's voice. Truly heartbreaking. RIP
Ok, I couldn't perceive that at all. Must be language specific.
3:07 is where panic sets in and you can hear her breathing
انه الاحساس بالموت ...
Waited for your video after the voice recoring
Serious blunder on the senior pilot part, the one who was monitoring, a stark case of complacency at a very crucial stage of the flight, they both panicked and hardly had any time to rectify their mistake
Hate to say it but both crew members woefully unqualified.
ya thats for dang sure may god rest there souls
That's just how it is in that part of the world. Bribes get you certification and the job. Pakistani Airlines found some 40 percent of their pilots had fake licenses.
True. But this applies more to the captain than the first officer. She sounded relatively new. He really should have been on the ball. Also, as pilot monitoring, pretty sure he was responsible for setting the flaps (usually the case). So I believe he was the one who made the mistake setting to feathering.
Wrong, ofc. Both were qualified, but the right-seater pulled the prop pitch control versus flap control and then neither one recognized the error soon enough to prevent the accident.
One of them a diversity hire for sure.
Hmm, with technology and automation available today, you’d think that feathering of props (in this case inadvertent) would revert back to the ‘Auto’ setting if full power is applied. - Because when would their ever be a situation where one would want full power with full feathering? - There wouldn’t be…
ATR should also focus on this while making airplanes
Both pilots sounds very unexperienced indeed. This is what I feel hearing their voices!
my papa was a dc10 pilot for 32 yrs and back in 70s 80s he took me on a lot flights and i was in the cock pit most of the flights its really sad thes pilots did not know how to fly may god rest there poor souls
Fun fact: The husband of this female pilot also died in a similar or same type aircraft due to pilot error, that is the reason she became a pilot. There is some irony in there somewhere.
@@Dane3804 how could that be a 'fun' fact ?
She sounds surprisingly nervous, while he was almost overly measured in his projection of calmness.
@@Dane3804a sad fact, not fun ..
ATR could have put voice alert in the system when feathering lever is at feathering position. Like Feathering Feathering.. check conditioning lever..
👍
@@sandeshshrestha11 thank you pasa.
balls..no amount of warning can overcome incompetent and dumb humans in the cockpit. Theres enough warnings already in the aircraft.
Yes a constant or intermittent warning in the cockpit reminding the crew that the feathering feature is on with no thrust. Bit like the seatbelt bing on a car.
A lot of airlines here in the US have gotten rid of these airplanes. They have a lot of issues with ice for sure. Some pilots seem to love them though.
Thanks for your inputs. Really a sad story
Very good display of controls. Thank you for creating this upload Mike. 👍🏻💯
Thankfully we all learned a valuable lesson and this will never happen again…
People wondering why the last part of cvr is muted: it had bloodcurdling screaming of the female pilot
Dayum, I needed that for my black metal vocals.
You can find it elsewhere
Brb gonna find it to laff my ass off
"NOOO I NEED A MAN TO FIX THIS FOR ME AHHHHHHHH!"
@@Ezio999Auditore You probably got distracted on the way by your lord and savior, Andrew Tate.
That SCREAM of Anju at last! Here muted. She was thinking after giving control to captain that captain will manage the situation. But she didn't know the overconfident captain was still unable to know what had happened. He was fully confused and couldn't take any step.
Anju was not that confident. Yes she felt she had to follow her senior captain as he will promote her to be a captain from co-pilot. So she was a little bit afraid. So at last he get some relief when she gave the control to the captain. But at last when stall warning came. She realised her death and SCREAMED. But the overconfident captain was still unable to interpret and was telling "What Happened! ". Within 8 Sec after stall it crashed. Within 8 sec ANJU just Screamed 3 times and she left her small child in home with her 2nd husband and went away to heaven and met her first husband who also died in a yeti plane crash 16 yrs before. YETI AIRLINE brought their death and made them together. Huhhhh.... 😤
where to find the full version of the voice recording?
@@PlatinNr1 Search it and play the videos with a tumbnail with a red background and pics of two pilots
Truly good analysis and advice. It takes hours and days and months of training on muscle memories to cumulate building up on experiences. From what I heard, she didn't know what she was doing even though she was guided and passed the bucket to the senior at dire seconds. Rest in peace.
True
@@Oiii615 i will not blame anju a bit bro... Any pilot will get confuse in that case... The captain did all the hell.... 😔
Never knew there was a CVR recording for this crash! First time I see this!
You make the best videos, thnx.
And you are the best follower 😀
Most airline SOP's have you verify a flap setting after selecting it, had he done this he would have seen that flaps 30 had not been selected and that he had moved the wrong levers.
Exactly.........." Flaps 30 selected...........flaps are 30 " are what we use in the cockpit.
She was left seat and set the levers wrong. He was giving her instruction. She lit the fuse and handed him the bomb. Scary.
@@dudio37 No, she was flying, he moved the levers. PF requests the flap setting, PM moves the levers (and usually confirms what they've done).
From the recording it sounds like she requested flaps 30 and he moved the levers and confirmed flaps 30. But regardless, both pilots should always cross check this and this didn't happend here.
Just from the sound of her voice, she's completely overwhelmed with the situation and not qualified to ride alone here. So there should be a third check pilot here in the cockpit, to guide her.
Both pilots seem to be completely lost on what happened or why it happened and attempted a go around without even following this procedure.
So in the end: The airline here is to blame, as both pilots seems to be not qualified for flying an airplane.
Like I had comment in ur last video , you had already explained the crash reason one year ago and Its came true. Thanks to the nepalese man who leaked this video on youtube
Hello Mike, there's another jet crash more than weeks ago in Nepal. Saurya airlines crash. Please predict some possible events with animations.
14 days later, now we have helicopter crash killing 5 people.
And yesterday in Brazil 😢 Another ATR
@@pvkoinch Things are going great in Nepal.
He was too focused on telling her what to do that he made an error
Absolutely!
@weekendwarrior3420agreed
@weekendwarrior3420 Why, because simulator trained pilots have never made a fatal mistake? 🙄
Wrong
Illustration of bad design. Should be an interlock on the control to prevent operation without a sighting and deliberation of the interlock.
@@phenogen8125 There is an interlock.
There is a trigger detent under the condition levers that prevent this,total incompetence on the the flight crews part.
I agree, the interlock should be more deliberate and feathering should need some additional unlocking that's not too complex. As you have pointed out, this is a major design flaw that makes it possible for a pilot to inadvertently feather both props.
There’s nothing wrong with the design.
Flaps never have two levers. Her brain left the chat. Feeling two levers in her hand should have been enough to stop her.
I would argue that this is design error. Surely it is foreseeable that someone could move the wrong lever when they are so close together. When the result of this foreseeable error is so catastrophic that must be a design error?
Not with trained crews. When you put the props in feather there are a lot of queues. So many that a basic student pilot could tell something is seriously wrong immediately. These two never did figure it out.
I fully agree, having some training in ergonomics. It is always argued that sufficient training can overcome intrinsically bad design but inevitably bad design will win! The mere fact this happened on this occasion should be recognised as proof.
@@SC7driver So this accident would still have happened if a secondary button needed to be pressed to put the propeller in feather mode?
@@TheRedPython no probably not. It’s such a basic level to pay attention to what you are doing. The flap is a single lever, props are two. I didn’t look on this particular model, but normally the flap lever is shaped like a flap. Also on most ( I’m not an ATR driver) there is a gate or detent or something specific one has to do to get the prop lever in to feather. A distinct action if you will. It took her so long to recognize she was getting low, and when she pushed the power up, her comment of not having torque says a lot. The fact is most likely she was over torquing the engines. You build a lot of torque fast adding power to an engine in feather. She was looking at the prop RPM and confusing that with torque. The RPM would have in fact been very low. She obviously was confused between RPM and torque.
The scary thing is the FO was coaching her bc she didn’t know what he was doing . Then to have such an inexperienced FO that couldn’t feel the difference between a single flap lever and dual prop levers by feel tells you he was very very low time. It will be interesting to see her total time and the Fans total time, as well as time in type. Most likely less than 3000.
@@TheRedPython No. To feather improperly is one thing. To not identify error (two pilots) is unacceptable. This is PILOT(s) error NOT design error.
Thanks for your video sir. Your skills are extraordinary.
You are most welcome
Thanks for your contribution
I'm a cadet in an European airline and it seems amazing to me that this can happens when I see the requirements level to get ATPL, qualification and type rating. Very sad...
This is Nepal. All you need is connections. The female pilot was rewarded with a position because her husband was killed in a crash.
@@StanfordJohnseyhmmm the irony right? 😩
This screams INEXPERIENCE from both seat occupants; I dare not call them pilots. Prayers for the victim’s families.
there needs to be audible call outs when these critical surfaces are moved .. "props feathered" call out .. they can do this . for safety
im talking about an audible call out from the planes systems .. props are in feather position
if it did have this immediately they would go no no .. we need the props/torque . and its not an issue . when there is no call outs these lever movements can be inadvertant and missed.
this very sad outcome can be remedied quickly by manufactures .. it must be
@@craigbmm4675 yes it will be useful because although 100s switches are there the pilot in command will be adjusting or selecting one or few at a time. So quick voice g feedback as an option is good when we are focusing outside. Because i guess most flying will be looking out for the windshield for realtime flying status with respect to ground ( below 1000ft) than instruments and touch the controls without seeing it but feeling it shape or size or reach distance. Or quickly glance at them for fractional of second.
It personal preference . Even in my car i don't see them while operating, so not to take eyes off road , so i just fell the shape and size to select the controls.
@@cowsgoloka he says flaps 30 but doesn't check his action. You must verify your call out! This is why it went wrong.
Could the flight have been saved if they kept going forward at full power, instead of trying to turn into the airport ?
If the prop pitch levers had been shifted back from neutral to auto, full forward thrust would have been restored in seconds and the flight would have been able to proceed as normal.
Obviously major pilot erro, but it’s unbelievable that the prop control being so close to the flaps, has no audible warning if moved to feather when there are no engine parameters out of tolerance, a verbal warning of props feathered would have prevented it. The gear and flap controls are not close on most aircraft and the levers are very different, yet it’s happened many times that after takeoff, flaps are put up instead of gear, some resulting in major problems but most being quickly corrected by the other pilot. This feather design needs improvement, even a lock gate over it which auto retracts on auto feather, or needs manually removed when manually feathering.
Why isn't there some emergency warning with prop being feathered and why isn't there a lock-out on those levers?
Indeed that's one major lesson that could be learned here. A big "THE ENGINE IS OFF" noise would be useful.
Hey dude, I hope you cover the recent Brazil TR-72 crash. Seeing the videos it's crazy to see such a big plane in a flat spin.
We learn as student pilots if you move some and everything goes wrong put it back.
Was waiting your video after CVR
Engineers go out of their way to make knobs of different shapes, colours and textures so as to make it less likely a mistake could happen yet Pilot error happens all too frequently. Sometimes there are extenuating circumstances such as exhausted crew, poor training etc. and sometimes the crew messed up. In any case we must continue to learn from mistakes to increase the safety level in aviation. It already is the safest mode of transport but we can always make it better.
@@gregorymckenna6609 and also:
(Video)
And also:
ruclips.net/video/_xms1akNhhg/видео.htmlsi=-Pv_WSEOMkJRLbIc
Different knobs and colors are fine.. But there's no need for this lever that's used only on the ground and rare emergencies to be along side other levers that's used in flight frequently. You're asking for a fatal mistake and that's what happened here. I used to think the training captain in the right seat might have done it deliberately.. But after hearing the audio.. Seems like a genuine mistake. It seems like he was instructing too much.. But still major f**kup.
@@Bren39 They are not used only on the ground. Condition levers are set to 100% for take-off. They are used in the event of engine failure to feather failed engine prop.
Im from nepal. Just because of 2 stupid pilots 70 people died. How can they be soo irresponsible. Better to avoid nepal airlines .
@@swastika844 domestic airlines
Nepal has a problem with this not just the flag carrier
@@swastika844 they didn’t do it deliberately you Id-ot!!
Female pilots
Your name is beautiful
Thank you. Thank you!!
You are so welcome!
Nepal plane crash co-pilot was married to pilot who died in Yeti Airlines accident in 2006
This article is more than 1 year old
Anju Khatiwada joined Yeti Airlines in 2010, four years after her husband died while piloting a plane for the same airline
hello , but how they didn’t realize that the prop was Feathered both , we can feel it and hear it , and from two Captains in cockpit is very strange ‘!
Sounds like the left seat was getting IOE from the right seat. Amazing that neither noticed the props were feathered. Equally amazing is confusing the single flap lever with the two condition levers.
Is the red the airport? Yeah this is doubly sad as preventable. Horrifying, thanks for mute the end ugh lost my dad in F -111 training crash also preventable
Unbelievable - Unfortunately, cockpits around the world are more like these two than Capt. Sully or Capt. Alfred Haynes as our current generation of pilots retire.
this makes no sense what happened, the condition levels have a lock on them which you need to pull up in order to move them, you cannot just pull and push for this exact reason, they don't even feel the same as the flap lever. And also how would the crew not notice both propellers being feathered, the aircraft immediately sounds and feels different. Very very odd...
I was thinking that about the change in sound, and I'm not even a pilot.
Third world pilots.
Both pilots totally unaware of what has happened. When both props are feathered ,you know it instantly! I always watched what the FP was doing with hands. NFP could have saved situation by guarding the levers during this approach, or immediately pushing props forward before they went to full feather.
Near the end the female pilot knew what was wrong and said it. "NO TORQUE". He ignored her. And she was to passive to adjust it herself.
Maybe the ATR should have a different color lever for the prop condition? ( if the picture shown was correct)
Thank you for muteing last part ...it was horrible 😢
Feathering the prop in the air is an unusual situation, normally only done if you have an engine problem. I wonder why the aircraft doesn't announce "Prop Feathered" if that's done without weight on the wheels?
Good video, Mike. 👍🏻
Have they , at least now, added 'feathering position with stall speed' warning to the system ?
Ke bayo? The last words from the Capt. What's happening in Nepali. He did not have a clue on what was happening, despite the PF calling out that she did not have any power....
1st thing i did was listened to the audio along with your previous video side by side...
It sounds like the prop feather level is too similar to the flap lever. I know the flap lever is shaped like a wing for a reason. Maybe the feather lever can have a unique feel so that you know what you have in your hand. Also, 2 in the flight deck rather than 3 at-times seems like it’s too few for the job at hand.
Who was the wrong in this sitution?pilot or co pilot?
@@Biraz.axis5 both
@@Biraz.axis5 both but if you want to weigh responsibility is Pilot of course. Dude was overconfident because of his long experience probably.
Pilot monitoring was the crew member who pulled the wrong lever.
Both captain's, but the more experienced captain who was pilot monitoring ultimately caused the incident.
Came to this clip after watching the phone footage , expecting total engine failure , as plane looked in stall for a long time . I would like to know more about pilot training etc for these small planes ?As i never felt safe while in the air ever , so tend to drive a 1000 miles rather than fly.
There should be a voice call if the condition levers are in off position. Even in computers if we delete a file, the PC prompts yes or no. Panic at the end did not end well. RIP
Ive flown the ATR a few thousand hours. It sounds like bad training at the company level. The pilots were confused because the company failed them.
Pilots realized they had no power (torque) about 25 seconds before crash.... They never noticed it was the feathering that caused the fatal loss of thrust. So, when you fly an ATR 72, and you sense that you cannot increase thrust, how come that the first thing that should cross your mind (feathering lever accidentally moved) does not really trigger any warning in the mind? It is 100% sure that neither pilot checked the levers (power, flaps and prop feathering).
_How could the pilot confuse the plane's condition with the flaps, especially when they fly the same aircraft every day? It's difficult to comprehend such an error. This kind of mistake is unacceptable; some individuals may not be suited for the role of a pilot._
Are you telling me you have never been at your car wheel only to realise you had not been conciously driving while you thoughts wandered off somewhere else. After years and decades of doing the same thing over and over its inevitable.
@@Mike-Bell Yeah, we’ve all had those moments-driving and suddenly realizing you’ve been on autopilot because your mind wandered. It’s normal after doing the same thing for years. But when you're flying a plane, there’s just no room for that kind of slip-up. Staying focused is crucial, no matter how routine things might feel.
The families of the victims will never forgive these pilots, who will carry the burden of their mistakes forever. How could they be learning to fly with so many passengers on board? The airline should also be sued and banned from operating for allowing an inexperienced pilot to practice flying with a plane full of passengers.
This video was posted 6 days before the Voepass flight 2283 accident...
The report for last years Elmina crash Beechcraft 390 is out today.
Poor cockpit resource management. The copilot was passive, perhaps by nature or culture. The aircraft designers are not shining stars either: they need to hire experts in ergonomics and safety. You should not put critical controls next to each other because they can get confused. The pitch lever needs to be moved elsewhere. Imagine operating the aircraft by touch only and being thrown around at the same time!? Make your workflow and layout work for that situation.
Are you more certain that it was a workload issue now that you have heard the audio or is there some unknown entity play here in reference to the pilot's big error?
Nops this is a simple case of complacency, this happens to extremely experienced pilots who start treating flying as a stroll in the park instead of the high attentive job it is. Also I would certainly point out the design flaw in the ATR aswell, the power lever and feathering lever should never be so close
feels like monitoring pilot is a tough guy and flying pilot is afraid of him.
Example in the conversation:
flying : You're due landing sir.
monitoring: HUH
She was afraid and just obey what he says. 😢
She was incompetent. Feminist
@@Lars89221 Did you watch the video? Mike said that the monitoring (male) pilot mistakenly set the props to FEATHER
@@ChickenLariyaki yea and she was the pilot so she should have noticed that. And she was extremely unsure about everything she did. Dangerously incompetent and therefore the other pilot was distracted. Dont deny you are a feminist.
@@ChickenLariyaki and yes i watched the video. They where not in a exercise machine. They were responsable for many people who died. Dont deny responsability and blaim everything on a men. Like a true feminist.
@@Lars89221 it's literally the task of the co-pilot in this case the much experienced man to man the controls while the pilot in charge controls the plane. Now are you going to shift the blame here ?
Thank you very much for providing the original CVR!👍 It clarifies finally why this deadly Mistake could happened and why it stayed undetected by both Pilots. They were distracted by maneuvring the Aircraft onto this difficult and new Approach and everything happened much too quick.
Obrigado pelo esclarecimento, esperando o senhor falar sobre o Vôo 2283 Atr72-500 da Voepass.
She screams at the end. I listened in another video. Rest in peace...
when the cvr come out, could you do the voepass flight that crashed?
The power levers and flap should incorporate a fail safe design.
why is he instructing during air plane flight??
The guy totally let her and the passengers down.
Yeah wthe dumbass literally had one job to do lol
He likely didnt see down when he moved the power lever instead of the flaps.
@@sred5856 he's caused manslaughter.
@sred5856 yeah, the feathered the blades, manslaughter
@@OnTheBall Also had an "I know everything" attitude in his voice.
Why couldn't they hear or feel the difference when the props were feathered?
I suspect they were anticipating the braking effect and pitch change from the flaps going down. The reduction in thrust may have felt similar.
It's not the first video where I see a pilot is training the first officer and it results in crash. I don't understand the reasoning behind it? Are pilots not able to go through simulators?
Doing this means neither of them are doing their assigned jobs, it's distracting.
Perhaps make the lever handles of the flaps and propeller feathering a different shape / feel in some way?
They are
Muscle memory is a non sense when it comes to checks. You need to sight the control before imparting a change in condition. Unsighted memory is what caused the check captain to commit the error.
What an unfortunate error. Thanks for the video
Having flown on contract with an Asian airline, I sadly find no surprise in the content here. It was so bad that I refused a contract extension and wrote a four page report for the CAA* (* this would identify the country). I forecast an accident which indeed occurred within four months, fortunately not fatal but wrote off the aircraft.
Crew Resource Management was not apparent and the flightdeck authority gradient is often far too steep in this culture.
The male Captain was the cause of this accident. He mistakenly feathered the props and ignored the female co-pilot when she kept saying there is no torque, and the Captain took over flying of the aircraft as the co-pilot kept on saying “Sir, there is no torque”, but the Captain who caused the feathering error still did nothing!
@@piquant7103the woman was the captain.
The airplane will fly with no torque . . . but not for long.
@@dudio37No, it was the guy who was the captain und wo pulled the wrong lever. Read the official accident report.
Ergonomics comes to mind, this was an accident waiting to happen.
Diversity is your strenght
Wrong design of the control unit. Why have all vital engine control levers so close? Very easy to use the wrong lever and under stress and fatigue not noticing it..until too late.
Please do make report on recent crash of Saurya Airlines at TIA.
Mike looks great and healthy.
Why the last part was muted
The woman pilot was screaming in terror so hard and might be traumatic
@@Usercode-g8wIt734Hgd2 it’s fake
Would have loved to heard it!
Hear? I wouldn't wanna hear it if I were you
@@Usercode-g8wIt734Hgd2 are you kidding?!
That is why we clicked on the video!!!
@@AmericanCitizen-nf9xc you can go hear it yourself tho I never heard the scream but I'm sorry for what I said
Watching this made me so angry - the criminal incompetence of these two so-called "pilots" is beyond belief. How on earth could they have ignored that loud GPWS "Pull Up! Pull Up!" warning?
That's what they did wrong, pull up. They should have pushed to avoid stall.
This is so incredibly stupid that looks as if the pilot monitoring wanted to commit suicide. Feather setting lever and flaps lever are so different and they ACTIVATE in different way that is so hard to believe this was an unconscious mistake.
Surely a surprising oversight by the ATR designers.
The propeller torque levers should have a double locking mechanism or those levers should have been placed away from the engine thrust box.
You should not have levers that give power and other levers that negate power on the same panel.
blame the humans not the tech
@@besovereign2032 blaming the designers of the tech here not the tech itself.
Maybe put the propeller torque levers in the back of the aircraft!
it was bad design to put the flap handle next to the prop control.
No, it wasn't
In fact it is a very common layout
DEI in aviation should be spelled DIE
What a terrible design that the lever next to the one that was moved, could be moved without pressing a release button.
Who looking speed gauge ????
No one.
I am no flight design engeneer but placing the lever condition between flaps and power its uber trolling by ATR
I'm no pilot, but surely you'd power up get some altitude and try figure out the problem then ..
She sounded so scared the whole time, just like the copilot was the boss and would punish her for doing something wrong. A scared pilot makes mistakes, this is what happened here. Horrible accident.
Well except it was the senior, male pilot who screwed up.
@@virgilhilts3924 ur everywhere just shush… everybody knows she’s to blame that’s a fact period.🤫
@@christopherzhao3135
It's sad that facts hurt your feelings
@@virgilhilts3924 “facts” from virgilhilts3924🤣🤣🤣 utter bullshit
@@christopherzhao3135
Keep crying for me...
Dari penjelasan Pak Mike Bell saya dapat memahami letak kesalahannya, yang menjadi pertanyaan saya , tanpa mengurangi rasa hormat kepada mereka semua, jika pilot dan copilot pernah berlatih di simulator mengapa tidak cepat menyadari letak salahnya, apakah kurang latihan di simulator? Kurang study kasus?
Pesawat Nepal dilarang memasuki wilayah udara Uni Eropa karena otoritas penerbangan mereka tidak memadai dan tidak dipercaya. dan mungkin mereka tidak memiliki program pelatihan dan evaluasi darurat simulator yang kuat.
Nepali aircraft are banned from EU airspace in part because their aviation authority is inadequate and not trusted. and presumably they do not have a robust simulator emergency training and evaluation programme.
@@Mike-Bell dan menurut rekam jejak kecelakaan pesawat dari tahun 2000 sampai sekarang saja tercatat sekitar 19 pesawat, artinya hampir setiap tahun, sehingga indikasi indikasi tersebut seolah olah meng"iya"kan bahwa memang tidak ada training yang mendalam....siapa yang tahu? semoga mereka istirahat dengan tenang di sana
The first officer spelled it out several times "I have no torque, I have no torque". What do pilots actually know about how an airplane works? What could possibly be the reason for a lack of torque? In a plane where the levers that feather the propellers are right next to the flap lever and during a landing shortly after flaps have been requested and while the props are turning like crazy. How do they train pilots? And if it doesn't happen during training - don't pilots themselves talk amongst each other - like this feather lever is a b...it's right next to the flap lever you have to be careful with that? I'll never understand the complacency of some pilots - after all their lives are in danger too. Do they care so little for their own lives?
When people crash in a plane they're basically history
Happen so quick to even think of anything 😮
Landing checklist: Flap 30 [Checked]
Stress killed those people. Yeti AIRLINES forces the pilot to fly without a rest and sleep. The pilots were on their 3rd trip... stress killed those innocents
It is completely normal for pilots to do multiple flights in a day. And to fly at night or all hours. Any compact landing pattern has high stress. The senior pilot just made a monumental blunder and neither pilot spotted the mistake. Very tragic.
@@Mike-Belland it's a short 20 min flight
@@Mike-Bell Indeed, exactly!
No, that's very normal. I just recently watched a pilot's yt channel who used to fly ATRs in the past and he said pilots of his airline flew 6 times a day and the number could go high upto even 12 a day.
@@ordersoldier8225 Indeed. The critical measure is not the number of flights but the Duty Time of a Pilot.
I'm not a pilot... but WHY is it possible to feather the props DURING flight...? Are there situations when they need to do that..? If not... that must be a serious system error in the airplane..!??
Yes.