Atlas Air Flight 3591 NTSB Animation @AirCrashDaily

Air Crash Daily | Atlas Air Flight 3591 NTSB Animation @AirCrashDaily | Uploaded February 2023 | Updated October 2024, 1 day ago.
Follow us on Instagram: instagram.com/aircrashdaily/?hl=en

Accident Description: instagram.com/p/CpAk29lPu7W/?igshid=YmMyMTA2M2Y=

𝗔𝘁𝗹𝗮𝘀 𝗔𝗶𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟯𝟱𝟵𝟭 was a scheduled domestic cargo flight from Miami to Houston, operated by a Boeing 767-300F (Reg. N1217A) on 𝗙𝗲𝗯𝗿𝘂𝗮𝗿𝘆 𝟮𝟯, 𝟮𝟬𝟭𝟵.

The plane departed Miami at 11:33 local time. Descent towards Houston was commenced at 12:07. About 12:30 the pilots contacted the Houston TRACON arrival controller. About 12:35 the flight was transferred to the Houston TRACON final controller. At 12:38:31, the plane’s go-around mode was activated. Shortly after, when the plane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the plane pitch increased to about 4° nose up.

The plane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. The stall warning (stick shaker) did not activate. FDR, radar, and ADS-B data indicated that the plane entered a rapid descent on a heading of 270°, reaching an airspeed of about 430 knots. A security camera video captured the plane in a steep, generally wings-level attitude until it impacted a swamp in Trinity Bay. FDR data indicated that the plane gradually pitched up to about 20° nose down during the descent.

𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:
"The inappropriate response by the first officer as the pilot flying to an inadvertent activation of the go-around mode, which led to his spatial disorientation and nose-down control inputs that placed the airplane in a steep descent from which the crew did not recover. Contributing to the accident was the captain's failure to adequately monitor the airplane's flightpath and assume positive control of the airplane to effectively intervene. Also contributing were systemic deficiencies in the aviation industry's selection and performance measurement practices, which failed to address the first officer's aptitude-related deficiencies and maladaptive stress response. Also contributing to the accident was the Federal Aviation Administration's failure to implement the Pilot Records Database in a sufficiently robust and timely manner."

Galaxy Airlines Flight 203 ATC Recording

Voepass Linhas Aéreas Flight 2283 Crash Animation

$Continental Airlines Flight 1404 ATC Recording Source: https://www.faa.gov/data_research/accident_incident/2008-12-21/ Accident Description: https://www.instagram.com/p/CXtM-o4B3Us/?utm_medium=copy_link 𝗖𝗼𝗻𝘁𝗶𝗻𝗲𝗻𝘁𝗮𝗹 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟰𝟬𝟰 was a scheduled domestic passenger flight from Denver to Houston. The flight was being operated by a Boeing 737-500 (Reg. N18611) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟮𝟬, 𝟮𝟬𝟬𝟴. The flight pushed back at 18:01. At 18:17:26 ATC told the crew that the wind was from 270° at 27 knots and cleared them for takeoff on runway 34R. At 18:18:07, as the plane accelerated through 55 knots, a large right rudder pedal input that peaked at 88%. The nose of the plane moved to the right; however, at 18:18:10, as the plane was accelerating through about 85 knots, the plane’s nose reversed direction and began moving back to the left. This leftward movement of the nose continued for about 2 seconds and was accompanied throughout its duration by another substantial right rudder pedal input, which peaked at 72% at 18:18:11 and a speed of more than 90 knots. During this second large right rudder pedal movement, the plane’s left turning motion slowed for about 1 second, and then the nose began moving rapidly to the left again. A fraction of a second later, the right rudder pedal was abruptly relaxed. At 18:18:21 the captain called to reject the takeoff. The plane subsequently departed the left side of runway 34R about 2,600 feet from the approach end and crossed taxiway WC and an airport service road before coming to a stop. There were 37 injuries among the passengers and crew, and no fatalities. The plane was substantially damaged and experienced a post-crash fire. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲: The National Transportation Safety Board determines that the probable cause of this accident was the captains cessation of right rudder input, which was needed to maintain directional control of the airplane, about 4 seconds before the excursion, when the airplane encountered a strong and gusty crosswind that exceeded the captains training and experience. Contributing to the accident were the following factors: 1) an air traffic control system that did not require or facilitate the dissemination of key, available wind information to the air traffic controllers and pilots; and 2) inadequate crosswind training in the airline industry due to deficient simulator wind gust modeling.$

1985 Ricky Nelson Plane Crash News Reports

Polish Air Force Flight 101 Crash Animation

$Far Eastern Air Transport Flight 103 CVR Recording Source/Credit: https://youtu.be/UEPh79IpyQI?si=oLlDoHheEoBauYKn & @acc747 Accident Description: https://www.instagram.com/p/ChjTZUShlxB/?igshid=YmMyMTA2M2Y= 𝗙𝗮𝗿 𝗘𝗮𝘀𝘁𝗲𝗿𝗻 𝗔𝗶𝗿 𝗧𝗿𝗮𝗻𝘀𝗽𝗼𝗿𝘁 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟬𝟯 was a scheduled domestic passenger flight from Taipei to Kaohsiung. The flight was operated by a Boeing 737-200 (Reg. B-2603) on 𝗔𝘂𝗴𝘂𝘀𝘁 𝟮𝟮, 𝟭𝟵𝟴𝟭. Seventeen days before the accident, on August 5, the plane lost cabin pressure on the same flight route. On the day of the accident, the plane took off from Taipei on a flight to Makung. Ten minutes after takeoff from there was a loss of cabin pressure. The flight crew returned to Taipei, where repair work was carried out. Later that day the plane entered service again as Flight 103 to Kaohsiung. Fourteen minutes after departing Taipei, while cruising at FL220, radar contact was lost with the plane and the crew did not send any distress message. The plane entered an uncontrolled descent, suffered an explosive cabin decompression, partially disintegrated in the air and crashed in Sanyi, in the Miaoli County. Debris scattered on a large area (10 km2) and all 110 occupants were killed, among them the Japanese writer Kuniko Mukōda. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲: Extensive corrosion damage in the lower fuselage structures, and at a number of locations there were corrosion penetrated through pits, holes and cracks due to intergranular corrosion and skin thinning exfoliation corrosion, and in addition, the possible existence of undetected cracks because of the great number of pressurization cycles of the aircraft (a total of 33,313 landings), interaction of these defects and the damage had so deteriorated that rapid fracture occurred at a certain flight altitude and pressure differential resulting rapid decompression and sudden break of passenger compartment floor beams and connecting frames, cutting control cables and electrical wiring. And eventually loss of power, loss of control, midair disintegration.$

PSA Flight 182 #shorts #planecrash #mayday #aircrashinvestigation

South Airlines Flight 8971 Crash Animation