![CVR - Bashkirian Airlines 2937 - [Mid-air collision] 1 July 2002 (The ORIGINAL CVR!!) @chilloutJr](https://i.ytimg.com/vi/7h9PyiOMXyg/maxresdefault.jpg)
Uploaded January 2022 | Updated September 2026, 1 hour ago
Audio Source: avsimrus.com/f/accidents-88/reconstruction-of-the-crash-of-85816-and-b757c-71050.html?action=viewonline
Audio Source: avsimrus.com/f/accidents-88/reconstruction-of-the-crash-of-85816-and-b757c-71050.html?action=viewonline
![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 - Royal Air Maroc 8743 - [Wheel fire after rejected Take-off] 27 July 2016 (HOT Channel)](https://i.ytimg.com/vi/AjsIBiUQiyg/mqdefault.jpg "CVR - Royal Air Maroc 8743 - [Wheel fire after rejected Take-off] 27 July 2016 (HOT Channel)
Audio Source: https://www.youtube.com/watch?v=Ia2keBC1DNg
https://avherald.com/h?article=49c71684")
![CVR - Orenair 9558 - [Runway Overrun] 3 September 2013](https://i.ytimg.com/vi/AqNvSEa6YvY/mqdefault.jpg "CVR - Orenair 9558 - [Runway Overrun] 3 September 2013
Audio Source: https://www.youtube.com/watch?v=efrZxCOU0dM
https://avherald.com/h?article=467dddb7&opt=0")
![ATC - Aero Lloyd 1135 - [Contributing factor for the Überlingen mid-air collision] 1 July 2002](https://i.ytimg.com/vi/BFpsVfx3Kdk/mqdefault.jpg "ATC - Aero Lloyd 1135 - [Contributing factor for the Überlingen mid-air collision] 1 July 2002
119.920 ATC Frequency")
![ATC - Eastern Airlines 401 - [CFIT 1)] 29 December 1972](https://i.ytimg.com/vi/BaNhSJqi6y4/mqdefault.jpg "ATC - Eastern Airlines 401 - [CFIT 1)] 29 December 1972
1) Pilot Error
Audio Source: https://www.youtube.com/watch?v=VoAh0yciNDM")
![CVR - Delta Airlines 1141 - [Stall during Take-off 1)] 31 August 1988 (Longer Version)](https://i.ytimg.com/vi/Bkmu904JUAY/mqdefault.jpg "CVR - Delta Airlines 1141 - [Stall during Take-off 1)] 31 August 1988 (Longer Version)
1) Pilot Error")
![CVR - Northwest 255 - [Stall after Take-Off 1) 2) 3)] 16 August 1987 (Longer Version)](https://i.ytimg.com/vi/C6HuTmWQeyE/mqdefault.jpg "CVR - Northwest 255 - [Stall after Take-Off 1) 2) 3)] 16 August 1987 (Longer Version)
1) Improper Take-off Configuration, 2) Pilot Error, 3) Mis-management of aircraft
Audio Source: RTI Consulting (https://vimeo.com/605031735) Enhanced
Special thanks to https://www.youtube.com/@jeraldheiss9050 and https://www.youtube.com/@alexhoe02")
