Uploaded February 2022 | Updated September 2026, 2 hours ago
!!CVR Reconstruction!!
terrain video
ChilloutJrs - CVR & ATC Audio Archive
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American Airlines Flight 965 Accident Reconstruction
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![911 Audio - Fine Air 101 - [LOC after take-off] 7 August 1997](https://i.ytimg.com/vi/Ig9UZ_dUZnY/mqdefault.jpg "911 Audio - Fine Air 101 - [LOC after take-off] 7 August 1997
Audio Source: CONUS Archive (AIRPLANE CRASH AND TANKER 911 TAPE (8-21-1997) )")
![CVR - DHL 611 - [Mid-air collision] 1 July 2002](https://i.ytimg.com/vi/J156xrhIuuw/mqdefault.jpg "CVR - DHL 611 - [Mid-air collision] 1 July 2002
!!!Special thanks to Jerald Heiss (https://www.youtube.com/channel/UCnGggoou25Ir92c_2zZGsBw) !!!
Audio Source: https://www.youtube.com/watch?v=MDh7iULF2VQ")
![ATC - 1989 Cessna 210 N9913Y crash - [Attempted Suicide by pilot (?)] 13 July 1989](https://i.ytimg.com/vi/JUYoHfS44kI/mqdefault.jpg "ATC - 1989 Cessna 210 N9913Y crash - [Attempted Suicide by pilot (?)] 13 July 1989
Thomas L. Root plane crash
Audio Source: CONUS Archive (AUDIO TRANSCRIPTS AIRCRAFT INCIDENT (1989) )")
![ATC - Pan Am 214 - [In-flight explosion / lightning strike] 8 December 1963](https://i.ytimg.com/vi/L49xq76RZ18/mqdefault.jpg "ATC - Pan Am 214 - [In-flight explosion / lightning strike] 8 December 1963
Audio Source: British Pathe (https://www.britishpathe.com/video/VLVAAJLQUAZLFA6CLQN2718M29XIU-UNITED-STATES-81-KILLED-IN-BOEING-707-CRASH/query/plane+crash)
Via: THE BLACK BOX CHANNEL (https://www.youtube.com/channel/UCC2toY-PYLOAjRSMa80byKQ)")
![CVR - 2002 BB Five Inc. Gulfstream V N777TY accident - [Landing gear failure] 14 February 2002](https://i.ytimg.com/vi/LXjdFpNmcO8/mqdefault.jpg "CVR - 2002 BB Five Inc. Gulfstream V N777TY accident - [Landing gear failure] 14 February 2002
Audio Source: https://www.youtube.com/watch?v=izvmtUxXB-g")
![ATC - United 232 - [Loss of Flight Controls 1) 2)] 19 July 1989](https://i.ytimg.com/vi/Liu1nn8asxY/mqdefault.jpg "ATC - United 232 - [Loss of Flight Controls 1) 2)] 19 July 1989
1) Uncontained engine failure due to defective titanium alloy
2) Loss of Hydraulics")
![ATC - Egypt Air 990 - [Deliberate crash by co-pilot] 31 October 1999](https://i.ytimg.com/vi/LqhMdl-sjtk/mqdefault.jpg "ATC - Egypt Air 990 - [Deliberate crash by co-pilot] 31 October 1999
Audio Source: CONUS Archive (FAA & EGYPT AIR TRANSCRIPTS (2000) )")
![ATC - Sudan Airways 150 - [Hijacked] 26 August 1996](https://i.ytimg.com/vi/LrYRw1aKxoo/mqdefault.jpg "ATC - Sudan Airways 150 - [Hijacked] 26 August 1996
Audio Source: https://www.youtube.com/watch?v=cqQoeiKFfHM")
![ATC - Air America FS Falcon 50 N114TD crash - [Runway overrun] 27 September 2018](https://i.ytimg.com/vi/MPawTk7zUdk/mqdefault.jpg "ATC - Air America FS Falcon 50 N114TD crash - [Runway overrun] 27 September 2018
ATC - Air America FS Falcon 50 N114TD crash - [Runway overrun] 27 September 2018")
![ATC - ValuJet 592 - [LOC-I after In-flight fire] 11 May 1996 (Longer Version)](https://i.ytimg.com/vi/MYvimsUf9Cs/mqdefault.jpg "ATC - ValuJet 592 - [LOC-I after In-flight fire] 11 May 1996 (Longer Version)
Audio Source: Conus Archive (FAA VALUJET AIR TRAFFIC CONTROL TAPE 1996)
ValuJet Flight 592 was a scheduled flight from Miami (MIA) to Atlanta (ATL). The inbound flight had been delayed and arrived at Miami at 13:10. Flight 592 had been scheduled to depart at 13:00. The cruising altitude was to be flight level 350 with an estimated time en route of 1 hour 32 minutes. The DC-9 was loaded with 4,109 pounds of cargo (baggage, mail, and company-owned material (COMAT)). The COMAT consisted of two main tires and wheels, a nose tire and wheel, and five boxes that were described as Oxy Cannisters -‘Empty.’ This cargo was loaded in the forward cargo compartment.
Flight 592 was pushed back from the gate shortly before 13:40. The DC-9 then taxied to runway 09L. At 14:03:24, ATC cleared the flight for takeoff and the flightcrew acknowledged the clearance. At 14:04:24, the flightcrew was instructed by ATC to contact the north departure controller. At 1404:32, the first officer made initial radio contact with the departure controller, advising that the airplane was climbing to 5,000 feet. Four seconds later, the departure controller advised flight 592 to climb and maintain 7,000 feet. The first officer acknowledged the transmission. At 14:07:22, the departure controller instructed flight 592 to turn left heading three zero zero join the WINCO transition climb and maintain one six thousand, which was acknowledged. At 14:10:03, the flight crew heard a sound, after which the captain remarked, What was that? At that moment, the airplane was at 10,634 feet msl, 260 knots indicated airspeed (KIAS), and both engine pressure ratios (EPRs) were 1.84. At 14:10:15, the captain stated, We got some electrical problem, followed 5 seconds later with, We’re losing everything. At 14:10:21, the departure controller advised flight 592 to contact Miami on frequency 132.45 mHz. At 14:10:22, the captain stated, We need, we need to go back to Miami, followed 3 seconds later by shouts in the background of fire, fire, fire, fire. At 14:10:27, the CVR recorded a male voice saying, We’re on fire, we’re on fire. At 14:10:28, the controller again instructed flight 592 to contact Miami Center. At 14:10:31, the first officer radioed that the flight needed an immediate return to Miami. The controller replied, Critter five ninety two uh roger turn left heading two seven zero descend and maintain seven thousand. The first officer acknowledged the heading and altitude. The peak altitude reached was 10,879 feet msl at 14:10:31, and about 10 seconds a wings-level descent started. Shouting in the cabin subsided. The controller then queried flight 592 about the nature of the problem. The captain stated fire and the first officer replied, uh smoke in the cockp... smoke in the cabin. The controller responded, roger and instructed flight 592, when able, to turn left to a heading of two five zero and to descend and maintain 5,000 feet. At 14:11:12, a flight attendant was heard shouting, completely on fire. The DC-9 began to change heading to a southerly direction and at 14:11:26, the north departure controller advised the controller at Miami Center that flight 592 was returning to Miami with an emergency. At 14:11:37, the first officer transmitted that they needed the closest available airport. At 1411:41, the controller replied, Critter five ninety two they’re gonna be standing (unintelligible) standing by for you, you can plan runway one two when able direct to Dolphin [a navaid] now. At 14:11:46, the first officer responded that the flight needed radar vectors. At 14:11:49, the controller instructed flight 592 to turn left heading one four zero. The first officer acknowledged the transmission. At 14:12:45, the controller transmitted, Critter five ninety two keep the turn around heading uh one two zero. There was no response from the flightcrew. The last recorded FDR data showed the airplane at 7,200 feet msl, at a speed of 260 KIAS, and on a heading of 218 degrees. At 14:12:48, the FDR stopped recording data. The airplane’s radar transponder continued to function; thus, airplane position and altitude data were recorded by ATC after the FDR stopped. At 14:13:18, the departure controller instructed, Critter five ninety two you can uh turn left heading one zero zero and join the runway one two localizer at Miami. Again there was no response. At 14:13:27, the controller instructed flight 592 to descend and maintain 3,000 feet. At 1413:37, an unintelligible transmission was intermingled with a transmission from another airplane. No further radio transmissions were received from flight 592. At 14:13:43, the departure controller advised flight 592, Opa Locka airport’s about 12 o’clock at 15 miles. The accident occurred at 14:13:42. Ground scars and wreckage scatter indicated that the airplane crashed into the Everglades in a right wing down, nose down attitude.")
