The Unqualified Captain That Killed 176 People | Suriname Airways Flight 764
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- Опубликовано: 4 апр 2023
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This is the story of surinam airways flight 764. On the 7th of june 1989 an american DC8 owned by surname airways limited was to fly from amsterdam's schiphol airport to suriname. Flight 764 departed amsterdam at 11:35 pm and they expected to get to suriname at about 4:30 am local time give or take a few minutes. The flight there was not an issue, everything went as it should the weather cooeprated and the passengers onboard had a generally good time. But that was all about to change, 20 minutes before they got to paramaribo, suriname. The pilots got a routine weather report. Now the winds were calm but the visibility left a lot to be desired, they only had about 900 meters or about 3000 feet of visibility. Not the best when youre landing at night and they need to carry out a VOR/DME approach to the airport. For the uninitiated thats a comparatively hard approach to a runway where you have to use beacons to line yourself up with the runway. Now the thing to note is that theres a higher margin of error than compared to something like an ILS approach. Which is comparatively precise. Today though the pilots would be landing on runway 10. But in the cockpit things were starting to get tense the captain was expecting better conditions at the airport. He asked his first officer “What happened with the 6 kilometers of visibility ?” the pilots then talked about the the minima or the minimums for this approach. Basically if the weather got too bad then theyd have to discontinue this approach and then a) wait around for the weather to get better or b) go to another airport nearby that had better weather. The thing is the airport at paramaribo had an ILS that would be super useful in this situation but it was out of order At this time in the cockpit the pilots were peering out into the darkness trying to pierce through the fog. They could see a town off in the distance, maybe the fog wasn't as bad as they thought it would be after all. Then they saw the airport, the first officer said “ you can see the airport down there no problem, thats right here visibility wont be a problem”. I imagine that he probably sounded a bit relived to see the airport so clearly. Maybe this landing wouldn't be as challenging as they thought it would be. They decided to make a pass over the airport and then land. At 9:48 the pilots got the all clear to perform the DME/VOR approach to paramaribo. In the darkness over suriname the pilots worked to intercept the right VOR radial that would lead the massive jet towards the airport. At this point they were at 9 DME and the pilots agreed to turn when they hit 7 DME. The first officer was coaching the captain on what to do he said things like “just keep on coming around on the 30 degree bank there, youll be alright”. The flight engineer called out 2000 feet, the captain just reacted with huh? “
The first officer was still giving the captain pointers on how to fly he said “ its a level out, its about 10 degrees to the right, level out now and you should be fine”. But there was some confusion in the cockpit, they didnt really have a good idea on how far out they were from the airport. But then the airport came into view and the first officer said “runways at 12 o clock’, right next to the runway was the fog bank that they had been warned about, with them having a tentative visual on the runway the captain asked the airport authorities to crank up the brightness on the runway lights. But in the cockpit, ground proximity warning alarms started to go off, this plane was too close to the ground. The pilots stayed on the approach despite the plane warning them that they were wayy too close to the ground. The first officer called 200 feet, but the plane kept descending. The plane was not supposed to be this low, they were in grave danger but strangely no one made any attempt to get the plane put of the danger that it was in. then the sounds of the plane striking the trees and then silence. Flight 764 had crashed short of the runway at paramaribo and of the 187 people onboard only 11 people suivived.
Most investigations rely on the flight data recorder to get a clear idea of what happened in the last few moments of a flight that crashed. That data is super important when, but in this case the most important part of the data the altitude information was not recorded by the FDR, which was a massive blow to the investigators. So the investigators had to get creative to get a rough idea 
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How The PANDEMIC Almost Crashed A Passenger Jet: ruclips.net/video/QfCl7zFh51o/видео.html
Before I even start, thank Christ for MACI.... the soothing voice of reason to restore order to my chaotic life!❤❤
Technical issue MACI...your volume is lower than average. I always have to turn my audio up for your vids and then turn it back down for others. Just a suggestion, turn it up a bit.
@@josephmassaro Yeah, same for me. The sound here is very low. Otherwise great vids, I never miss 1!
@@josephmassaro
What's coming to mention that. The audio was lower than most of his others as well....I missed the one about how one phrase crashed a plane, it's audio is much louder than this one....
Also, is audio is not consistent....I still enjoy the channel!!
"How because of the Pandemic, I discovered this channel."
The co pilot was unknown: he was using a false identity and the investigation couldn’t determine who he actually was….
What!?😳
@@muiruridexter indeed. Look up Glyn Tobias Suriname Airlines flight 764….
Correct. Who was he? The DB Cooper of Pilots?
@@Houndini with modern DNA, and all these DNA trace websites, any interested party say the investigation or aviation regulatory bodies can get his DNA and…..
That’s so crazy! Not the fake identity but that they never could determine his true identity, that is.
The Airline has a "Duty of Care" as to passenger safety, and has blood on their hands for employing these "Cowboys"
And the airport people had the ILS turned on knowing it was flaky...
And it still might provide some guidance. Just not enough for an ILS landing. They had NOTAMed it out. And the pilots knew it.
Do airports have to cover up a runway when it is closed for maintenance?
@@advorak8529Radio Frequency signals and a asphalt and concrete runway are two very different things.
@@advorak8529they’re actually looking into systems to actively indicate closed runways to pilots on approach. Something with SFO and 28L and 28R, if I recall correctly.
Edit: Air Canada flight 759, 7th July 2017
Some departures require you to fly out in the localizer. That might be why they didn't turn it off.
It's not uncommon for an airport to keep a "faulty" ILS online, provided that the Localizer component is working fine. In fact, the Localizer was working fine, and LEGALLY could be used for lateral alignment to the runway. It was the Glideslope (vertical) component of their ILS that wasn't working correctly, making ILS unavailable as a legal approach.
If eithee the Vertical (Glideslope) or Lateral (Localizer) component is out of tolerance or not working correctly, ATC *cannot* clear any aircraft for the runway's ILS approach, AND pilots *must not* use ILS guidance to land. However, if just the Glideslope is not working, airfields are still allowed to keep the ILS online, and are allowed clear aircraft to intercept the Localizer, even for Visual approaches.
Since this was an IMC approach, they were cleared for the VOR/DME approach down to the minimum altitude, which usually varies between 400' to 600' AGL (i.e., above the terrain). Legally, they cannot go lower than the minimums *until* they visually see the runway. If they fail to see the runway by the time they reach the Missed Approach Point (labeled as MAP on the final approach charts), they legally *cannot* land, and *must* execute a missed approach. People died because the pilots disregarded ATC and standard approach procedures, even for an ILS approach. In short, people died because the pilots weren't commercial pilots at all, and were CHEATS.
The airport shares ZERO blame, and were operating legally; likewise, ATC is completely in the clear because they did everything legally and operated by the book.
I flew with this Captain as a F/O on one of the two contract trips in December 1974. He had quite a bit of experience in the DC8 but did not have a current proficiency check on the DC8 at the time of this accident. He was employed by IAB, International Air Bahama when they had scheduled service from the Bahamas to Luxembourg.
F/O ?
@@K1OIK first officer
My dad, Jack Wagner, flew for IAB from it's inception in 1968 until he retired (Age 60) in 1980.. He knew Will Rogers very well and was severely disappointed he did what he did. One of the main reasons this crash occurred (besides flying illegally) was the captain overflew a scheduled fuel stop in Santa Maria thus the crash and no fire. They flamed out on the third approach. I never met the captain but my dad spoke highly of him. All this tragedy for one man's ego. RIP to all.
@@garyw8481 Wait… does that mean that they were out of fuel in this flight? Nothing was said about that but if so then that would somewhat explain the “we have to use it” comment from the pilots.
@@burt66669999 What did he do with the time not typing irst fficer?
The pilot is ultimately responsible for the crash, his poor decision making/airmanship led to the crash. As a caveat though, the fact that SLM kept accepting this pilot on to the planes shows a lack of control of operations. The fact that ACI kept sending this pilot to SLM shows that they really didn't give a monkeys about service provision. Great video as always, look forward to the next one.
@@drt1605 Haven’t they made a law now that states that an airline has to do a background check on every pilot, using a centralized registration system? I believe I heard or read about this somewhere.
Pilots are absolutely not responsible for this decision. Only the long chain of people and systems that allowed them to fly were responsible. If tomorrow I am allowed to fly a plane and I crash it, is it my fault?
@@TheaSvendsen This accident was prior to that system and not fool proof. It was not a U.S. airline so they are not covered. Just look at the B767 at IAH where the F/O had no business being in an airline cockpit.
@@TheaSvendsen Suriname is pretty much a third world backwater, and their airline shows it.
They pretty much exist solely on the basis of transporting Surinamese citizens and their descendants between Amsterdam and Paramaribo.
I don't remember this crash, but I do remember the aftermath. SLM wasn't able to quickly get a replacement aircraft (this was their sole airframe capable of flying to route to Amsterdam) so they outsourced the route to KLM.
Several years later they actually purchased a 747-200SUD (or maybe a -300, KLM used the same designation for both) from KLM when KLM retired the type, and once again took over flying the route themselves. That aircraft was replaced later by an A340.
Plans to replace that by a 777 didn't work out during the covid years, and now there is no long haul service by SLM at all, with the 340 parked, the 777 returned to Boeing (the lessor), leaving SLM with just a single 737 as their entire operational fleet.
@@himanshusingh5214 If you knew you were not qualified to fly it and still did so, then yes, you do bear part of the responsibility.
"Going below the minimum altitude" is the one thing all plane crashes have in common.
I can't argue with that.
Except for mid air collisions!
@@hallhowarth4584 Most mid-air collisions aren't fatal. It's the collision with the ground that immediately follows them that makes them deadly.
As the saying goes, it's not the fall that kills you, it's hitting the ground.
@@renerphois it true that most midair collisions aren’t fatal? I’ve heard of both fatal and non fatal ones, but you’d think midair crashes would be more deadly.
@@bluealice1386 I'm sorry, I was only partially serious. In fact, mid-air collisions are among the most dangerous types of aviation accidents.
However, people often do *not* die because they collide with another aircraft. They die because the collision damages their plane, leading to loss of control and collision with the ground (which is ultimately fatal). Even minor damage, like loss of some of an aircraft's control surfaces, can lead to such an unrecoverable situation.
So many terrible decisions, hard to even wrap my head around it
What you see at ~4:00 in this video remained that way for a bit after the accident and was visible on approach from the cockpit of any arriving aircraft. There was also very little burn damage to the sight as the plane was purportedly almost completely exhausted of fuel. A quite haunting sight I remember well and always will.
Thank you for the information!
Last time I checked in 2018 there was still a panel or two left. Pretty haunting as my great aunt perished in the crash while one of my uncles saw it happen as he waited for her arrival. This accident deeply disturbed the Surinamese people as this was the first major crash ever. We also lost a lot of promising football players. Luckily I wasn’t born until years later but best believe the crash left its mark
Pretty wild and grim. Should have closed the airport til it was cleared
@@MoteofVolition The airport proper was unscathed. The crash site was just off the approach end and slightly to the side of the extender runway centerline. I was last flying in and out of PBM eleven yrs. ago and don't know what it looks like nowadays.
Please make your videos louder! Iv've been asking for this for a while. You're the only channel where I have to use an extension to make it louder on every single video.
Get new eardrums
@@lancelotkillz The issue is I might have other things in my enviorment or be doing other things. These videos are objectively way quieter than pretty much all other videos.
I was trying to be a smart ass . But yes indeed, you have a point. Carry on old chap
@@Windows__2000 good day kind sir or maam
Thats a shocking story indeed.Your videos are always informative👍
What a crazy story!! The captain and first officer were out of their minds
WHY did the airport have a decommissioned ILS system still transmitting? I'd like to think even with these two inept pilots if they had nothing to lock onto they'd have no choice but to abandon the approach and perhaps strongly consider diverting.
You can safely use the ILS localizer if the glide slope is out , there are localizer-only approach or “LOC ILS”, also can be used or requested if the aircraft receiver isn't working.
If the additional info about a schedueled fuel stop being abandoned is correct, they would have been doomed anyway.
@@AlfaGiuliaQV My guess is the TAF for the arrival time was good, but upon arrival it was below minimums. Poor planning on the part of the crew but if the crew showed for the scheduled departure, but for some reason delayed they were very tired before departure. Small airlines don’t have a B plan. Hence pushing to get the job done above good judgement. The result was this accident.
Divert to where? Paramaribo airport wasn’t build at the time and other available places would be grass airstrips in the jungle 😬
Excellent as always Sir, thank you!!!🙏😢✈️❣️
I think this is the one where the Suriname National Soccer team was on? It was a major news story back then here in the Netherlands.
Ja klopt. Van de voetballers (andere mensen is net zo erg dit terzijde gezegd) zijn het Lloyd Doesburg, Nick Stienstra steve v dorpel Ruben kogeldans Ortwin linger Fred Patrick en Andy scharmin, er was ook nog een muziekband die bij de wedstrijd zoud zijn. Het vliegveld was in dichte mist gehuld, normaal gesproken zou je het dan sluiten, zeker als je weinig geavanceerde faciliteiten hebt.
So needless and tragic. Thankful that there are databases that should catch this kind of situation before it can happen. Sadly, the companies involved are most to blame here.
Companies don’t exist in the physical realm.
You blame men.
As for severity, full RPM's at the gate launches all manner of ground equipment and personnel around the ramp behind the aircraft. Think throwing a case of hand grenades around an airport terminal wing ramp randomly as for level of risk.
I remember jet blast from the taxiway entry knocking polluter, erm, commuter prop aircraft about, baggage carts flying, a 727 blown off it's chocks, propelling a cabin crew member to the ramp 21 feet below and my glasses getting abraded by grit propelled by the aircraft and I had glass lenses and hid behind that 727's wheels - alongside the FO of that flight, who was unfortunate enough to be conducting a walkaround.
The offending flight, Eastern and the litigation helped send them into bankruptcy, in significant part, due to the cabin crew member who fell and required massive reconstructive surgery to her face.
In his case, especially after a runway, ahem, excursion and ramp throwfest, I no longer question his judgement, I've found it deficient to the point of absence. I honestly question his judgement operating even a ground motor vehicle.
And for context, I'm 61 years old and knew when it was time to retire from the Army, before anyone got hurt.
Better to live penniless in a hovel than try to sleep well in good accommodations after getting people killed. I do sleep reasonably well, considering my physical condition. :)
There's plenty of blame to go around, that's for sure.
One thing I will never understand about pilots like this (or like the one in the Colgan aircrash captain who had repeatedly failed check-rides), is their willingness to keep flying knowing they could be endangering lives. It's one thing if you wanna risk your own life, doing stupid stuff, but when you have hundreds of lives in your hands... I just don't understand it.
I read a biography by a fake pilot; Thomas Salme, En bluffpilots bekännelse ("The Confessions of a Con Pilot"). He flew for 13 years using fake papers until he was finally caught in 2010.
Two things were clear from his book: he was a gigantic pile of horse manure, and a sociopath only interested in doing whatever he wanted and getting laid. The fact that he risked the lives of hundreds of people regularly didn't bother him one bit. My conclusion after reading the book was "Well, I guess he's slightly nicer that Hitler, but... that's about it"
I'm pretty sure that the experience of being able to handle this aircraft will give you confidence that you're actually capable.
They think that their experience replaces knowledge, which it doesn't, but that's a trap you can fall into with many jobs.
Ultimately the people to blame are the pilots. The company that hired them is even more responsible for not doing the checks and balances.
Sounds like the Captain had mental problems
I like the Douglas DC-8. How sad people died due to an unqualified pilot.
First commercial passenger jet to fly supersonic... Once. 🤣👍
Agree with your edit. It really is criminal.
The Pilot was very qualified. He was not legal because of his age and the fact he did not have a current proficiency check in the DC8. It is very possible to be safe, but not legal.
If the ILS was "faulty", it should've been turned off. I'm hoping that change has been made since this crash to prevent a repeat scenario.
It reminds me of Korean air in Guam
Possibly it doesn't have an off switch, or shares a power supply with something else they do need to keep powered on?
The ILS is two components. The glide slope and lateral guidance or the localizer. In this case, you likely had a faulty glide slope, but still needed the localizer for lateral guidance. Approach charts have an alternate procedure for this situation where you use a series of step down fixes based on your distance from the airport. These approaches have higher minimums and are not as precise, but at the time that was all you’d have available. Now there are GPS approaches to most airports for these situations. They had no issue capturing the localizer, so that suggests what I said above was the case.
@@cflyin8 plane mechanics put a big "inoperative" sticker over cockpit dials that are showing faulty data (to keep the pilots from seeing and acting on erroneous data from the faulty dial until it can be fixed) -- all I'm saying is that airport mechanics should disable faulty broadcasts (cut the power or remove the antennaes or whatever for the glide slope). It is crazy to have the thing broadcasting known faulty data, and then to document that all pilots need to ignore their faulty broadcasts. It is sheer laziness for the airport mechanics that maintain this ILS equipment to just ignore their faulty equipment.
Air traffic controller (and pilot) here… It may seem odd but it is pretty standard for the system to be left on. Oft times it may be necessary to be on in order for technicians to work on it, or assess its stability. Or the portions that are still working may be used. In any case there was a Notice to Airmen stating the glide slope was out. The pilots knew this. They had an unreliable flag in the cockpit instruments. Air traffic control did not clear them for the ILS approach but the pilots decided to fly it anyway?! Who flies an approach that they aren’t cleared for, in poor weather, using a system known to be bad, and then doesn’t even fly that correctly?
I just have to comment on your pronunciation of Anything...you pronounce it as Anah thing. I dig it! Another great video!!
There were many young footballers on board travelling from the Netherlands to Suriname for a charity cup match. It’s the reason Dennis Bergkamp refuses to fly as he and other future footballing icons such as Ruud Gullit were supposed to attend but were not allowed by their clubs. Many other great prospects were sadly denied their future. RIP to all on board.
Flying A320 myself, I think I rarely saw a video, where I shook my head and stared in awe, wondering so many times… and it's just 10 minutes long…
Thank you for the video and the information. I know this happened a while back but still love bless all these innocent people and their families. To put your trust on an airline company to assure that all parts of a flight are good and that the people that actually fly the plane are sane and certified. There was a major failure at the this airline company and these people flying should have never been inside that cockpit. Many people were killed. But glad that those flying the plane met their end!
Both the company and the pilots are 50/50 responsible both knew he could not legally captain that flight and just didn't care
100/100
Each of them fully. Separately and joined.
@@advorak8529 that's not how courts work..
@@julianokong-a-san7053 That will have to depend on the law system …
@@advorak8529 Sorry, I should have clarified. this is an american owned plane that is operrated by a Surinamese airline, crashed on Surinamese soil with mostly Surinamese passagers. NTSB (an american investigation agency) was only apart of the investigation because of the planes ownership, legal issues are dealt by the Surinamese court. Conclusion, that's not how the court works.
@@julianokong-a-san7053 OK, as I have no idea how the Surinamese law system works in theory or in practice, you probably know better if and how it works.
I am used to 3 guys committing a murder together means each gets a lifetime sentence, not each 1/3rd of one.
The latter I know only when it comes to monetary damages (stuff that can be made whole by paying money). Say, repairing the plane. Breaking the law, no.
I'm always expecting these videos to start with "THIS, is the story all about how, my plane got flipped turned upside down..."
Man I love your content and I've seen every video, but is there some way you could PLEASE make yourself louder? Someone send this man a new mic!
Airplane: Glide slope warning
Airplane: Altitude warning
Pilots: DON'T PLANESPLAIN ME!
The DC-8 is a rather pretty plane. Nicest looking of the underwing jet liners
Lots of stupid decisions and lax officials.
Rest in Peace all the deceased passengers .
SMH like crazy 😢
I blame all.
Just hope lessons were learned to some extent for future flying.
Thanks Allec. BTW, I like your voice very much. I can easily turn up the volume or use my earphones. 💁🏼♂️ It is not too quiet or soft.
You can't fault a fool for being a fool - that's his nature! But a fool who's given control over the lives of others by an authority - the consequences are solely on the authority which authorized it.
What a festering pile of rot that "captain" was. These kinds of accidents infuriate me. He murdered those passengers and crew.
I really enjoy your videos. Your narration is excellent. You show
emotion and you do a great job. This was an exceptionally good video.
Great video, as always, but PLEASE adjust your audio/volume up, a bit. It's always too low. Thanks
This accident was certainly caused by the crews’ actions.
However if it weren’t this day then another day.
Contributing factors were the failure of various levels of management placing the “captain” in the cockpit.
They forgot. It's so routine to use ILS, that after they did the out of mind concept, and focused on other things going on, they forgot that they shouldn't use the glideslope for anything other than as a side reference. Its called compliancy.
*complacency
@@calculator1841 yes that. I was mentally failing at spelling
Makes me realize how much faith that I’m putting in an airline when you fly with them. Not only for maintenance and safety procedures for their planes, but also due diligence in investigating their pilots qualifications and history.
As a pilot, you need to know what can count as a redundancy and what doesn’t. Using an out of service ILS to land on the runway is one of those things that will introduce a whole host of problems.
I really love your videos but why is the audio always soooo quiet??
When I worked at a resort near Fairbanks AK, after working evening shift several months I was told if I saw an airplane circling to turn on the landing strip lights , luckily it never happened.
What program do you use for your demo videos?
You said they didn't have Vertical Guidance from the ILS so I can understand they might be convinced to ignore glide slope warnings. That's the only excuse I can imagine for them.
Being a pilot is an important position, which rightly is looked up to, but that means it will attract inferior people for vanity. Honest pride in one's ability and in doing an important job well is good. But doing it for vanity will sooner or later, as here, cause a serious problem. It is a delusion to award the high value of an important title to yourself, it is a kind of insanity, and insane actions will follow.
As T.S. Eliot said, 'Half the world's problems are caused by people who just want to feel important. They don't mean to do any harm, but are unconcerned by the harm they do.' And as the Bible says: 'Pride goes before a fall, and a haughty spirit before destruction.'
Pilot is obviously the direct cause, but SLM is morally, and I would think, legally responsible for allowing him to fly. I would never touch a little-known airline, especially not from a select group of countries that have high standards of training and monitoring.
Honestly you gotta laugh not to cry when it comes to this one !
When I was a Chief Pilot on 767, I found out a copilot had no valid type rating, he got found out because he was not capable of landing the plane..
Incompetent pilots, or overconfidence in their abilities? Regardless, they shouldn't have even tried to use the ILS. Great video! 😁
What’s the difference really?
Knowing that the ILS is faulty, it shouldn't even been turned on in the first place. Bad mistake by control tower, and ground crew
@@TheDizengoff The ILS was still lining them up with the runway, which is 75% of the work, particularly in poor visibility. The pilots had instruments to show their altitude, so the should not have had too many problems landing.
@@wilsjane ignoring the altitude warning only confirms 100% pilot error
@@TheDizengoff Exactly. I am an engineer, but a friend was the chief pilot of a major international airline. She insisted that pilots flew manually on a regular basis, only using the autopilot in an emergency.
The airline have not had a crash or incident involving serious injury in 55 years.
Can you guess the airline, it is the one that you never see in any of these videos. LOL
I watched another video about this crash on YT. The first officer on this flight was also a shady person. The authorities in the USA were looking for him for some time. But he was flying with a false pilot licence under the name from an (Irish) person who passed away a while back.
Btw. This flight was also carrying a part of the (Colorfull) soccer team of Surinam.
Oooooooo, not borderline criminal at all. Absolute felonious criminality, for sure!
Please turn up your volume when narrating your videos, had to crank up my volume to 70% to hear what you were saying. Then I decided to turn on the close captioning and turn down the volume to avoid being blasted by the commercials which were at regular levels.
Agree
Surely there was an ATC giving at least SOME direction or advice?
Like, "HEY Captain Wetodd, two hundred more feet down at that speed and heading will send you, your crew and passengers to zero BP in about ten [now FIVE] more seconds!"
There is a definite chain of events here and it starts with recruitment and goes from there , I seem to remember a uk airline Invicta crashed a Vanguard aircraft into a swiss hillside again questionable pilot qualifications, that would be an interesting vifeo.
Your audio is too low and hard to hear, but otherwise your videos are great!
The audio in your videos has gotten softer lately. I know it’s not my ears, because I went back to some of your older videos just to make sure.😁
Hold up letme get my hearing aids so I can hear lol
80% of channels now have their master volume far too low. I can't hear many videos and the captions are useless.
The Captain is the cause and is also responsible.
They clearly had an unstabilized approach so they should have gone around. If I'm not mistaken, even a private Cessna pilot ought to be able to make this decision correctly.
The idea of stabilised approach wasn’t around in 1989
If you don’t have any fuel you run out of options.
@@georgeconway4360 there’s no suggestion they were short of fuel.
@@kickedinthecalfbyacow7549 Sure there was. The accident report I read said they had between 16,000 and 22,000 pounds left. I recall reading some stuff after this happened that said there was a fuel issue. There is also the issue of crew fatigue. They were 12 hours late when they departed. They may have been awake for over 24 hours. Airlines like this don’t have extra crews hanging around available if needed. I understand they decided not to make the scheduled fuel stop. Why was the original TAF for their destination? It appears it was much worse than expected. They were arriving before sunrise when the schedule was the afternoon. The weather in the afternoon is probably good most of the time. Arrival at 4:00 AM may be a different story. The Captain was over the age limit and did not have a recent required check ride. He was very experienced as a DC8 Captain. If they had any fuel remaining they probably did not have enough fuel; to reach a suitable alternate. It was clearly pilot error but probably plenty of mitigating circumstance. The human brain does not work properly without proper rest.
@@georgeconway4360 that’s remarkable remembering that level of detail from a 34 year old report. I’m not sure what point you’re trying to make with those “details” but I think FTL was a thing even back then.
Scary how easy it is for the precursors of disasters, can be predetermined by inaction's and actions of the wrong combination. It seems particularly rare in a well regulated industry such as aviation, but when enough people fail in their tasks in the smallest way, the chain of failures ensues to inevitability, and in aviation, the margin for error is as thin as hope. Too many small mistakes lead to a major failure every time.
This reminds me a bit of the story of a Crossair, Flight 3597.
Crashed near Zürich Airport, Switzerland.
Senior, highly experienced Captain turned out to be have missed his flying abilities checks a few times.
He was not qualified to fly as a Captain on that aircraft.
Due to a few other incidents where he made navigational and procedural errors, the Captain should have been removed by his company from flying passengers.
I think it was both of them, the pilots and the people who hired them
If there is ever an example of fraudulent pilots lying their way through their career, THIS IS IT.
-The captain lied about his age and proficiently and qualification checks for the dc-8.
-This flight's Copilot had a very shady background and had multiple aliases aswell as possible IRA sympathies.
-The flight engineer had several lacking defincies and lied about his age (60 being the required retirement age) and underlying health conditions.
To quote a collegue/room-mate of the first officer who analysed the aftermath of the crash "These guys truely fucked up".
MINI!!!
your videos are always so soft and low in volume compared to other youtube vids. if i turn up the volume to watch yours, and forgot to lower it down, i would get a jarring surprise when i click on other videos. pls consider recording your video to a higher volume, thank you.
Speaking of "cranking up to the max", we had to run volume on your video to max simply to hear you clearly. Other RUclips videos we watched do not have this oroblem.
How many DC-8s were still hauling passengers in 1989?
Here in DE we have a saying: "Schickste Scheiße, kriegste Scheiße" (sorry for the harsh words, but it's absolutely fitting here).
Since unqualified personnel was deployed repeatedly, it has just been a question of time when things would go down the sewage pipe. Unfortunately it's innocents who have to pay the price.
This have been 176 deaths for what? Cost reductions at all costs (pun intended)?
Well to me this was really down to the company that employed the pilots. It is quite obvious though that the pilot himself has to be held accountable for his actions.
can you please increse your audio output?? its extremely low
You really need to fix the issue of sound level on your videos. it is simply too low. I have to pull up the volume all the way.
Surinam was a Dutch slave colony. They actually imported some Indians (dot) which was unusual.
@Arjan Hulsebos Didn’t know that. Makes sense.
The sound on your videos is often very low, compared to other RUclips videos. Could you please check it on your next upload?
My nephew was on this flight. R.I.P Ramses..
My condolences.
❤
Suriname Airways is off my list. I'll take a chance and fly Air France.
Plot twist: the captain had wanted to land the plane quickly, ignoring all the warnings, to get to his retirement party on time.
The pilots.
The buck stops with the pilots.
So his previous blunders were never severe enough to get his license taken away? Why? Isn't there an international record of pilot errors and blunders and if they get above a certain frequency/severity an inquiry is triggered? And why was the faulty ILS system still running? Don't you turn it off it it doesn't work properly?
This is 100% the fault of the employers, even though it was the pilots who caused the deadly accident. Had the companies performed the proper validations and checks, this accident wouldn't have happened, and many lives would have been spared. This is criminal negligence on behalf of their employers, which resulted in manslaughter.
can someone help me find the CVR for SLM764? i cant find it anywhere
I'm also trying to look for it
I would say BOTH! I could have gotten that plane backon the ground -- SAFELY!
It's a wonder they were able to 'use' the busted ILS at all! Why was it not totally disabled? On top of the unqualified pilots, this was a recipe for disaster!
what made the pilots ignore a freaking ALARM? are alarms too prevelant and they are too used to it?
Great video! Obviously there is a lot of blame to go around with this crash! But on another note...let's consider something else. The plane was pretty full, right? We do not know if they were able to take full fuel for that flight. But even so, Amsterdam to Suriname is a looooong haul for a DC-8 (10 hours!). And even though the official investigation into the accident did not seem to mention fuel, I would bet that they were pretty low on fuel when they arrived at Paramaribo. Fuel issues add another level of stress to a pilot. When you don't have many good options, the prospect of not making it in and having to either go somewhere else or circle and wait for better weather can color and influence the decisions a pilot will make. And in this case, we saw the tragic result.
indeed it would be a factor, much more that alt airports would have been GEO or CAY and none is that close to fly to.
I love your videos but, more volume please! I could barely hear you!
Please increase the volume on your videos thank-you.
Despite that he was unqualified etc but using an inoperative ILS as a guidance is unforgivable and stupid mistake that even an PPL with 10 hours of experience will not dare to use . If I was the FO I willl ask him politely to give me the control, go around and shoot an another VOR approach or divert somewhere else.
This pilot should have been fired long before this tragedy. He was obviously reckless. The airline was responsible for the death of these unfortunate passengers by continuing to employ him.
I think there was plenty of blame to go around. The company had their share and the negligent pilots had theirs. What's terrible is ao many people had to pay the price
Dude, so many good videos but always bad sound, please fix that
Wonder if there were lawsuits. Should be.
I'm curious why airlines who have poor safety records are still allowed to fly passengers.
maybe it was a diverse crew. that's worth it
@@jamescollier3
Are you being facetious, or are you implying there is some inherent ethnic or gender issue at play?
$$$
Suriname didn’t have a lot of air service at the time. Suriname is one of the poorest of countries in the America’s
Sounds like the pilots were desperate to land, no matter what. Sounds like a case of "get-there-itis", altitude be damned!
I would blame the pilot and the company that he flew for
Let me guess. Nobody was held to account.
Every dummy in the chain of dummy decisions are criminally responsible.
Although I do not agree with the arbitrary ageism that a person over 60 cannot... I'ts pretty obvious from this particular pilot's history that he should not have been at the controls. His poor descisions show impaired judgement. His failure to recognize that he was making poor descisions shows impaired judgement. The failure of the management company that kept right on sending him out also shows poor human resource management procedures.
And, what was the co-pilot thinking? It always takes at least two to crash an aircraft.
Ultimately it's the pilots responsibility. In particular the Captain. Flying an ILS using a system that is unserviceable and in IMC on top of that is completely absurd and a complete disregard for the responsibility demanded by this job. This actually really shocked me.
The airline absolutely failed in their due diligence and so did the agency that supplied the captain. Obviously the captain was directly responsible for the crash but he should never have been allowed near the cockpit.
Couldn't get through this video - it looks great but the sound is extremely low.
My wife travelled to Surinam in 1989 luckily she didn't catch this flight.
4:00 RIP plane.