Uploaded February 2022 | Updated September 2026, 1 hour ago
Audio Source:
youtube.com/watch?v=rB1GVGcqBko
aviation-safety.net/wikibase/152877
ChilloutJrs - CVR & ATC Audio Archive
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CVR - Aeroflot 1420 - [Runway excursion] 20 January 2013
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![CVR - Aeroflot 1420 - [Runway excursion] 20 January 2013](https://i.ytimg.com/vi/52piULlvqsA/mqdefault.jpg "CVR - Aeroflot 1420 - [Runway excursion] 20 January 2013
Audio Source: https://www.youtube.com/watch?v=rB1GVGcqBko
https://aviation-safety.net/wikibase/152877")
![ATC - United 811 - [Cargo door failure / Explosive decompression] 24 February 1989](https://i.ytimg.com/vi/5HHbLDv6ZM0/mqdefault.jpg "ATC - United 811 - [Cargo door failure / Explosive decompression] 24 February 1989
Audio Source: CONUS Archive (UNITED FLIGHT 811 AUDIO (1989))
Via THE BLACK BOX CHANNEL (https://www.youtube.com/channel/UCC2toY-PYLOAjRSMa80byKQ)
United Airlines Flight 811, a Boeing 747-122, N4713U, took off from Honolulu (HNL), Hawaii at 01:33 local time, bound for Sydney, Australia, with an intermediate stop at Auckland, New Zealand. The initial climb passed through an area of thunderstorms, so the captain elected to keep the seat belt sign on. As the aircraft was climbing, between 22,000 and 23,000 feet, explosive decompression was experienced. An emergency was declared at approximately 02:20 HST. The captain initiated a 180-degree left turn to avoid a thunderstorm and proceeded toward HNL. The forward lower lobe cargo door had opened in flight, taking with it a large portion of the forward right side of the cabin fuselage. The starboard side engines (no.3 and 4) were damaged and had to be shut down. Parts of the leading and trailing edge flaps where also damaged resulting in the crew electing to use only 10-degrees trailing edge flaps for landing (a non-normal configuration). This resulted in the aircraft having to land at a higher speed than it would under normal conditions. The aircraft was cleared to land at HNL runway 8L. At 02:34 HST, Honolulu tower was notified by the flight crew that the airplane was stopped and an emergency evacuation had commenced on the runway. During the decompression, nine passengers had been ejected from the airplane and lost at sea.
Probable Cause:
PROBABLE CAUSE: The sudden opening of the forward lower lobe cargo door in flight and the subsequent explosive decompression. The door opening was attributed to a faulty switch or wiring in the door control system which permitted electrical actuation of the door latches toward the unlatched position after initial door closure and before takeoff. Contributing to the cause of the accident was a deficiency in the design of the cargo door locking mechanisms, which made them susceptible to deformation, allowing the door to become unlatched after being properly latched and locked. Also contributing to the accident was a lack of timely corrective actions by Boeing and the FAA following a 1987 cargo door opening incident on a Pan Am B-747.")
![ATC - PSA 182 - [Mid-air collision] 25 September 1978 (Long Version)](https://i.ytimg.com/vi/5yzfKy_MVYY/mqdefault.jpg "ATC - PSA 182 - [Mid-air collision] 25 September 1978 (Long Version)
Audio Source: https://www.youtube.com/watch?v=S7pFGcf68VU")
![CVR - Korean Air 2033 - [Runway overrun] 10 August 1994 (Longer Version)](https://i.ytimg.com/vi/659XnMurEy8/mqdefault.jpg "CVR - Korean Air 2033 - [Runway overrun] 10 August 1994 (Longer Version)
Audio Source: https://news.kbs.co.kr/news/view.do?ncd=3742866
Special Thanks to @CVRATCJP")
![ATC - British Airways 2276 - [Engine fire] 8 September 2015](https://i.ytimg.com/vi/69pWQ1hMdQ4/mqdefault.jpg "ATC - British Airways 2276 - [Engine fire] 8 September 2015
ATC - British Airways 2276 - [Engine fire] 8 September 2015")
![ATC - 2021 Med Jet Learjet 35A N880Z crash - [Crash during approach] 27 December 2021](https://i.ytimg.com/vi/76voDBzS2Iw/mqdefault.jpg "ATC - 2021 Med Jet Learjet 35A N880Z crash - [Crash during approach] 27 December 2021
Audio Source: LiveATC")
![CVR - Bashkirian Airlines 2937 - [Mid-air collision] 1 July 2002 (The ORIGINAL CVR!!)](https://i.ytimg.com/vi/7h9PyiOMXyg/mqdefault.jpg "CVR - Bashkirian Airlines 2937 - [Mid-air collision] 1 July 2002 (The ORIGINAL CVR!!)
Audio Source: https://www.avsimrus.com/f/accidents-88/reconstruction-of-the-crash-of-85816-and-b757c-71050.html?action=viewonline")
![ATC - Überlingen Mid-air collision - [ATC confusion] 1 July 2002 (DHX611/BTC2937 Only)](https://i.ytimg.com/vi/8DQ6e6szHZw/mqdefault.jpg "ATC - Überlingen Mid-air collision - [ATC confusion] 1 July 2002 (DHX611/BTC2937 Only)
128.050 ATC Frequency")
![CVR - 1986 Mozambique Gov. Tu-134 C9-CAA crash - [CFIT] 19 October 1986](https://i.ytimg.com/vi/9TKmTqjtiT0/mqdefault.jpg "CVR - 1986 Mozambique Gov. Tu-134 C9-CAA crash - [CFIT] 19 October 1986
Audio Source: https://www.youtube.com/watch?v 9RWHhw5ai4")
![ATC - Continental Airlines 1713 - [LOC after Icing/Pilot error] 15 November 1987](https://i.ytimg.com/vi/A1DIXlZGCY0/mqdefault.jpg "ATC - Continental Airlines 1713 - [LOC after Icing/Pilot error] 15 November 1987
Audio Source: Conus Archive (VOICE RECORD TAPES FROM DENVER CRASH 1987)")
![ATC - USAir 1016 - [Microburst/Pilot Error] 2 July 1994](https://i.ytimg.com/vi/AX4OnMTzKcM/mqdefault.jpg "ATC - USAir 1016 - [Microburst/Pilot Error] 2 July 1994
Audio Source: https://www.youtube.com/watch?v=KPAkAgEeqZQ
Flight 1016 was airborne at 18:23 for the planned 35 minute flight. At 18:27, the captain of flight 1016 made initial contact with the Charlotte Terminal Radar Approach Control (TRACON) controller and advised that the flight was at 12,000 feet mean sea level (msl). The controller replied USAir ten sixteen ... expect runway one eight right. Shortly afterward the controller issued a clearance to the flightcrew to descend to 10,000 feet. At 18:29, the first officer commented theres more rain than I thought there was ... its startin ...pretty good a minute ago ... now its held up. On their airborne weather radar the crew observed two cells, one located south and the second located east of the airport. The captain said looks like thats [rain] setting just off the edge of the airport. One minute later, the captain contacted the controller and said Were showing uh little buildup here it uh looks like its sitting on the radial, wed like to go about five degrees to the left to the ... The controller replied How far ahead are you looking ten sixteen? The captain responded About fifteen miles. The controller then replied Im going to turn you before you get there Im going to turn you at about five miles northbound. The captain acknowledged the transmission, and, at 18:33, the controller directed the crew to turn the aircraft to a heading of three six zero. One minute later the flightcrew was issued a clearance to descend to 6,000 feet, and shortly thereafter contacted the Final Radar West controller.
At 18:35 the Final Radar West controller transmitted USAir ten sixteen ... maintain four thousand runway one eight right. The captain acknowledged the radio transmission and then stated to the first officer approach brief. The first officer responded visual back up ILS. Following the first officers response, the controller issued a clearance to flight 1016 to ...turn ten degrees right descend and maintain two thousand three hundred vectors visual approach runway one eight right.
At 18:36, the Final Radar West controller radioed flight 1016 and said Ill tell you what USAir ten sixteen they got some rain just south of the field might be a little bit coming off north just expect the ILS now amend your altitude maintain three thousand. At 18:37, the controller instructed flight 1016 to turn right heading zero niner zero. At 18:38, the controller said USAir ten sixteen turn right heading one seven zero four from SOPHE ... cross SOPHE at or above three thousand cleared ILS one eight right approach. As they were maneuvering the airplane from the base leg of the visual approach to final, both crew members had visual contact with the airport. The captain then contacted Charlotte Tower. The controller said USAir ten sixteen ... runway one eight right cleared to land following an F-K one hundred short final, previous arrival reported a smooth ride all the way down the final. The pilot of the Fokker 100 in front also reported a smooth ride. About 18:36, a special weather observation was recorded, which included: ... measured [cloud] ceiling 4,500 feet broken, visibility 6 miles, thunderstorm, light rainshower, haze, the temperature was 88 degrees Fahrenheit, the dewpoint was 67 degrees Fahrenheit, the wind was from 110 degrees at 16 knots .... This information was not broadcast until 1843; thus, the crew of flight 1016 did not receive the new ATIS.
At 18:40, the Tower controller said USAir ten sixteen the wind is showing one zero zero at one nine. This was followed a short time later by the controller saying USAir ten sixteen wind now one one zero at two one. Then the Tower controller radioed a wind shear warning windshear alert northeast boundary wind one nine zero at one three.
On finals the DC-9 entered an area of rainfall and at 18:41:58, the first officer commented theres, ooh, ten knots right there. This was followed by the captain saying OK, youre plus twenty [knots] ... take it around, go to the right. A go around was initiated. The Tower controller noticed Flight 1016 going around USAir ten sixteen understand youre on the go sir, fly runway heading, climb and maintain three thousand.
The first officer initially rotated the airplane to the proper 15 degrees nose-up attitude during the missed approach. However, the thrust was set below the standard go-around EPR limit of 1.93, and the pitch attitude was reduced to 5 degrees nose down before the flightcrew recognized the dangerous situation. When the flaps were in transition from 40 to 15 degrees (about a 12-second cycle), the airplane encountered windshear. Although the DC-9 was equipped with an on-board windshear warning system, it did not activate for unknown reasons. The airplane stalled and impacted the ground at 18:42:35.")
![CVR - Aeroflot 1420 - [Runway excursion] 20 January 2013 @chilloutJr](https://i.ytimg.com/vi/52piULlvqsA/sddefault.jpg)
