Complete 3D Reconstruction of Grand Canyon 1956 Air Tragedy FlyWithPenguinâCinematic Air Crash Reconstructions 2025-07-23 | #grandcanyon #aircrash #reconstructionThis video presents a complete 3D reconstruction of the June 30, 1956, mid-air collision between a TWA Super Constellation and a United DC-7 over the Grand Canyon. We visualize the critical moments and flight paths that led to this catastrophic event. Experience a detailed look at how the disaster unfolded.Special thanks to the author of 3d models: 3dwarehouse.sketchup.com/by/707đ Support our channel through membership and help us make even better content! đLink: youtube.com/channel/UCOoq5MBZWfogVCVoM7wFrQg/join
Realistic UPS Plane Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2026-01-09 | #upsflight2976 #3DAnimation #PlaneCrash #AviationDisaster #MD11 #EngineFailure #Louisville #AirCrashInvestigation #CargoPlane #aviationsafety Witness a realistic 3D animation of a plane crash, depicting the devastating impact and subsequent destruction. This simulation offers a detailed examination of an aircraft accident, highlighting the immense force involved in such an aviation tragedy. The video showcases the wreckage and crash site, created for educational purposes.What happens when a cargo jet suffers a catastrophic structural failure during its most critical phase of flight? This is the tragic story of UPS Airlines Flight 2976.In this full 3D reconstruction, we visualize the terrifying final moments of the McDonnell Douglas MD-11 at Louisville Muhammad Ali International Airport. During its takeoff roll for a flight to Honolulu, the aircraftâs left engine completely separated from the wing. The sudden, violent loss of thrust and critical flight surfaces made the heavy jet uncontrollable seconds after liftoff.đ Flight Details:Airline: UPS AirlinesFlight: 2976Aircraft: McDonnell Douglas MD-11Route: Louisville (SDF) to Honolulu (HNL)Incident: Left engine separation and crash during takeoffFatalities: 15 (3 Crew, 12 on the ground)đ Subscribe for more high-fidelity aviation reconstructions.
One Year Later: Azerbaijan Airlines Flight 8243 How the Plane Went Down FlyWithPenguinâCinematic Air Crash Reconstructions 2025-12-25 | Experience a detailed 3D reconstruction of Azerbaijan Airlines Flight 8243, which encountered severe weather and heightened security during its final approach to Grozny. This aviation simulation explores the critical moments of this plane crash, emphasizing the importance of aviation safety amidst challenging conditions. The video aims to shed light on real airplane disasters for educational purposes.Link with the statement: https://minval.az/news/124473391
Complete 3D Reconstruction of Flight 171âs Final Moments FlyWithPenguinâCinematic Air Crash Reconstructions 2025-11-28 | Experience a full cinematic 3D reconstruction of the Air India Flight 171 tragedy. In this video, I have recreated the events of June 12, 2025, frame by frame, featuring detailed animations of the pilots in the cockpit, the passengers in the cabin, and the aircraftâs realistic destruction.What really happened in the skies above Ahmedabad? Why did a brand-new Boeing 787 Dreamliner suddenly lose power in both engines immediately after takeoff?In this 3D simulation, you will see:â Inside the Cockpit: Detailed animation of the pilotsâ struggle as the fuel switches moved to âCUTOFFâ on their own.â The Passenger Perspective: A harrowing look at the final moments from inside the cabin, showing the reaction to the silent engines.â Crash Physics: High-fidelity destruction simulation showing exactly how the aircraft impacted the buildings, including the moment the tail section became embedded in a concrete wall.â The Sole Survivor: Visualizing the miraculous survival of the passenger in Seat 11A (Vishwash Ramesh) amidst a tragedy that claimed 260 lives.About the Crash:According to the preliminary report, the fuel control switches on the B787 spontaneously snapped to the âCUTOFFâ position just seconds after liftoff. Despite the crewâs desperate attempt to restart the systems, the aircraft stalled and crashed into an Army Medical Corps compound. The disaster resulted in the death of 241 people on board and another 19 on the ground. To this day, investigators have not found the cause of the mechanical failure.#AirIndia171 #3DSimulation #PlaneCrash #Aviation #CrashInvestigation #Boeing787 #3DAnimation #FlightSimulator #AviationSafety
The Survivors View: A First-Person Boeing 787 Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-10-08 | Experience the terrifying final moments of Air India Flight 171 from the only survivor's seat. This is a meticulous first-person reconstruction of a fictional Boeing 787 crash, showing the sudden engine failure, the catastrophic stall, and the incredible story of survival against all odds.Experience the final moments through the eyes of the lone passenger who survived India's worst aviation disaster. This detailed recreation shows what the sole survivor witnessed during the devastating crash sequence.For more cinematic views and the complete reconstruction of this accident, please check our full video: youtu.be/WirRx7a4myUđ Subscribe and hit the bell to be notified when the full documentary is released!đ Like the video if you appreciate detailed and fact-based reconstructions.đŹ Share your thoughts and questions in the comments below.#AirIndiaCrash #AirIndia171 #3DAnimation #OfficialReport #CrashInvestigation #Boeing787 #PlaneCrash #AviationSafety #FlightSimulator
Air India 171: Final Moments Before Impact FlyWithPenguinâCinematic Air Crash Reconstructions 2025-09-01 | #Aviation #Animation #Crash #Reconstruction Witness a realistic 3D animation of the shocking Air India Flight 171 crash. Based on the official investigation report, this reconstruction visualizes the final moments after a deliberate engine shutdown on takeoff, leading to the tragic collision with buildings. This is not real footage, but a detailed simulation created for educational purposes.â¶ïž ABOUT THIS RECONSTRUCTION:This video is a teaser for our upcoming full-length documentary, which will provide a complete analysis of the disaster. Our animation is created with meticulous attention to detail, using flight data recorder information from the preliminary report to provide the most accurate representation possible. We aim to highlight the critical importance of aviation safety procedures.đ Subscribe and hit the bell to be notified when the full documentary is released!đ Like the video if you appreciate detailed and fact-based reconstructions.đŹ Share your thoughts and questions in the comments below.#AirIndiaCrash #AirIndia171 #3DAnimation #OfficialReport #CrashInvestigation #Boeing787 #PlaneCrash #AviationSafety #FlightSimulator---
The view from the Only Survivors Seat - Boeing 787 air crash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-06-15 | âŒïž WATCH THE NEW, UPDATED VERSION OF THIS VIDEO HERE: youtu.be/WirRx7a4myUExperience the final moments through the eyes of the lone passenger who survived India's worst aviation disaster. This detailed recreation shows what the sole survivor witnessed during the devastating crash sequence.For more cinematic views and the complete reconstruction of this accident, please check our full video: youtu.be/WirRx7a4myU#aircrash #reconstruction #Boeing 787 accident ahmedabad #flight accident ahmedabad #air india flight crash ahmedabad
The Final 10 Seconds of Air India Flight 171 â Boeing 787 Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-06-15 | âŒïž WATCH THE NEW, UPDATED VERSION OF THIS VIDEO HERE: youtu.be/WirRx7a4myUExperience a detailed recreation of the crash with this new 3D reconstruction of the Ahmedabad airport incident. Watch a detailed recreation of the final seconds. Discover what happened to the air india flight crash ahmedabad. #aircrash #reconstruction #Boeing 787 accident ahmedabad #flight accident ahmedabad #air india flight crash ahmedabad
Grand Canyon 1956: HOW Did Two Airliners Collide? (3D Reconstruction) FlyWithPenguinâCinematic Air Crash Reconstructions 2025-05-24 | This video presents a 3D reconstruction of the June 30, 1956, mid-air collision between a TWA Super Constellation and a United DC-7 over the Grand Canyon. We visualize the critical moments and flight paths that led to this catastrophic event. Experience a detailed look at how the disaster unfolded.
NYC Helicopters Final 60 Seconds Revealed | 3D Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-04-21 | #hudsonriver #aircrash #reconstructionExclusive 3D reconstruction of the Bell 206 LongRanger IV helicopter crash in New York. Watch a detailed recreation of the final seconds of flight. Discover what happened to the sightseeing helicopter over the Hudson River.
Animation of Delta Flight 4819 air crash in Toronto FlyWithPenguinâCinematic Air Crash Reconstructions 2025-03-25 | #aircrash #reconstruction #embraer crash #flight 4819 #planecrash #Delta connection #reconstruction #aviation #incident #toronto Aircraft Flip Toronto: Delta Connection Flight 4819 crashed during landing at Toronto Pearson International Airport. All 80 people survived when Bombardier CRJ900 overturned on runway. 21 injured in the incident.
ADVANCED Animation Shows Final Moments of Delta Connection Flight 4819 crash in Toronto FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-25 | #aircrash #reconstruction #embraer crash #flight 4819 #planecrash #Delta connection #reconstruction #aviation #incident #TorontoAircraft Flip Toronto: Delta Connection Flight 4819 crashed during landing at Toronto Pearson International Airport. All 80 people survived when Bombardier CRJ900 overturned on runway. 21 injured in the incident.
MOST REALISTIC 3D recreation: American Eagle Flight 5342 accident FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-10 | #Flight5342 #aircrash #3Dreconstruction #PotomacCollision #AviationAccident #PlaneCollision #AviationSafety #AirDisaster #Aviation #WashingtonDC #PotomacRiver #CollisionOverPotomacFor more cinematic views and the complete reconstruction of this accident, please check our full video: youtu.be/xpB3Kuo8_pEThis video presents the most dramatic moments from our detailed reconstruction of the tragic American Eagle Flight 5342 accident. On January 29, 2025, the CRJ700 regional jet collided with a military UH-60L Black Hawk helicopter over the Potomac River near Ronald Reagan Airport in Washington, DC.We've compiled the most cinematic and impactful scenes from our full reconstruction, focusing on the crucial moments of this catastrophic collision. The video highlights the final moments before impact, the collision sequence, and its devastating aftermath.
AZAL Flight 8243 Aktau air crash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-08 | #aircrash #reconstruction #embraer crash #flight 8243 #planecrash #Azerbaijan_Airlines #reconstruction #aviation #incident #Kazakhstan #Aktau On December 25, 2024, an Embraer 190 aircraft operating a flight from Baku to Grozny crashed during an emergency landing attempt at Aktau airport. In this video, we analyze in detail:âïž Chronology of eventsđ Flight pathđŻ Reasons for course changeâ ïž Technical issuesđ Moment of the crashđ Exclusive 3D reconstruction of aircraft destructionFatalities: 38 peopleSurvivors: 29 peopleđ Subscribe to the channel and turn on notifications to not miss new investigations!
JEJU Air Flight 2216 air crash reconstruction #reconstruction #aircrash #JEJU2216 FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-07 | #aircrash in south korea #jeju air flight 2216 #reconstruction #jejuOn December 29, 2024, what began as an ordinary day for the passengers and crew of Jeju Air Flight 2216 ended in a tragedy that became one of the deadliest in South Korea's history. This video recounts the key events of that fateful day, including the bird strike, the crew's decision to go around, and the circumstances that led to the disaster. It analyzes the pilots' actions, standard procedures, and the challenging conditions they face. The story of Flight 2216 serves as a stark reminder of aviation's fragility and the critical importance of preparation and response to emergencies. Let us remember the 179 lives lost as a lesson for us all.
American Eagle Flight 5342 mid-air collision reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-07 | #Flight5342 #aircrash #reconstruction #PotomacCollision #AviationAccident #PlaneCollision #AviationSafety #AirDisaster #Aviation #WashingtonDC #PotomacRiver #CollisionOverPotomacOn January 29, 2025, American Eagle Flight 5342 collided with a military UH-60L Black Hawk helicopter over the Potomac River near Ronald Reagan Airport in Washington, DC. The catastrophic collision resulted in the death of all 64 passengers and crew members on both aircraft.The CRJ700 regional jet, operated by PSA Airlines, was approaching Reagan Airport when it collided with a Black Hawk helicopter performing a training flight. The accident occurred at approximately 20:47 Eastern Time when both aircraft were controlled by a single air traffic controller.Despite two warnings from the controller and visual confirmation from the helicopter crew, the aircraft collided at an altitude of 99 metersâsignificantly higher than the 61-meter limit established for helicopters in that area. Following the devastating collision, the wreckage of both aircraft plunged into the Potomac River.The NTSB and FAA launched an immediate investigation, and following the accident, new flight restrictions were implemented around Reagan Airport.More details about this tragic accident are in our video
CINEMATIC Air Crash Reconstruction of American Eagle Flight 5342! FlyWithPenguinâCinematic Air Crash Reconstructions 2025-02-04 | #Flight5342 #aircrash #reconstruction #PotomacCollision #AviationAccident #PlaneCollision #AviationSafety #AirDisaster #Aviation #WashingtonDC #PotomacRiver #CollisionOverPotomacOn January 29, 2025, American Eagle Flight 5342 collided with a military UH-60L Black Hawk helicopter over the Potomac River near Ronald Reagan Airport in Washington, DC. The catastrophic collision resulted in the death of all 64 passengers and crew members on both aircraft.The CRJ700 regional jet, operated by PSA Airlines, was approaching Reagan Airport when it collided with a Black Hawk helicopter performing a training flight. The accident occurred at approximately 20:47 Eastern Time when both aircraft were controlled by a single air traffic controller.Despite two warnings from the controller and visual confirmation from the helicopter crew, the aircraft collided at an altitude of 99 metersâsignificantly higher than the 61-meter limit established for helicopters in that area. Following the devastating collision, the wreckage of both aircraft plunged into the Potomac River.The NTSB and FAA launched an immediate investigation, and following the accident, new flight restrictions were implemented around Reagan Airport.More details about this tragic accident are in our video.
WRONG place WRONG time | AZAL Flight 8243 Aktau aircrash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2025-01-30 | #aircrash #reconstruction #embraer crash #flight 8243 #planecrash #Azerbaijan_Airlines #reconstruction #aviation #incident #Kazakhstan #Aktau On December 25, 2024, an Embraer 190 aircraft operating a flight from Baku to Grozny crashed during an emergency landing attempt at Aktau airport. In this video, we analyze in detail:âïž Chronology of eventsđ Flight pathđŻ Reasons for course changeâ ïž Technical issuesđ Moment of the crashđ Exclusive 3D reconstruction of aircraft destructionFatalities: 38 peopleSurvivors: 29 peopleđ Subscribe to the channel and turn on notifications to not miss new investigations!
NO flaps, NO landing gears | JEJU Air Flight 2216 aircrash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2024-12-31 | #aircrash in south korea #jeju air flight 2216 #reconstruction #jejuOn December 29, 2024, what began as an ordinary day for the passengers and crew of Jeju Air Flight 2216 ended in a tragedy that became one of the deadliest in South Korea's history. This video recounts the key events of that fateful day, including the bird strike, the crew's decision to go around, and the circumstances that led to the disaster. It analyzes the pilots' actions, standard procedures, and the challenging conditions they faced. The story of Flight 2216 serves as a stark reminder of aviation's fragility and the critical importance of preparation and response to emergencies. Let us remember the 179 lives lost as a lesson for us all.Music in this video:Serge Pavkin - Claude and Moude Music Link: youtube.com/watch?v=jdMJ38eqSX8&t=0sWhitesand - DesertMusic Link: youtube.com/watch?v=u-oMbmJs3Xg
I Reconstructed THIS Air Crash in Lithuania Using AI FlyWithPenguinâCinematic Air Crash Reconstructions 2024-11-26 | #DHL #reconstruction #boeing 737 #LithuaniaDiscover the tragic story of the DHL 737 crash in Lithuania as artificial intelligence brings the disaster to life. This groundbreaking reconstruction reveals crucial moments of the fall, providing insights into what happened and why. A compelling blend of technology and aviation investigationâdonât miss it!Music in the Video: 'Horizons' by Scott Buckley - released under CC-BY 4.0. www.scottbuckley.com.au
Flat Spin over Sao Paulo | Voepass Linhas AĂ©reas Flight 2283 aircrash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2024-08-16 | #aircrash in Brazil #flight 2283 #reconstruction #aircrash in Sao Paulo #flywithpenguinHere is a reconstruction of the crash of Voepass Linhas AĂ©reas flight 2283, which occurred in Brazil on August 9th 2024. I dedicated all my free time over the past few days to recreate the events of that tragic night. While the reconstruction is far from perfect, I aimed to accurately depict the key moments and causes of the crash. We extend our deepest condolences to the families and loved ones of those who lost their lives. May their souls rest in peace.Music in this video:Serge Pavkin - Claude and Maude BeardMusicStock - Thinking About Eternity
The Most Underrated Airplane Crash Reconstructions on my channel FlyWithPenguinâCinematic Air Crash Reconstructions 2024-08-02 | #aircrash #reconstruction #flywithpenguinIn this video, we have prepared an exciting short compilation of more than ten 3D reconstructions of both well-known and lesser-known aviation disasters from the past and present. Each of these tragedies has left its mark on aviation history and served as a lesson for professionals around the world.Episodes:00:15 Vnukovo Airlines Flight 2801, Tu-154 crash00:45 Iberia Flight 610, Boeing 727 crash01:51 Pulkovo Aviation Enterprise Fligth 612, Tu-154 crash03:15 China Eastern Airlines Flight 5735, Boeing 737 crash04:35 Arrow Air Flight 1285R, Douglas DC-8 crash05:24 Alaska Airlines Flight 1866, Boeing 727 crash06:30 VASP Flight 168, Boeing 727 crash07:33 Ethiopian Airlines Flight 302, Boeing 737 MAX crash08:52 Precision Air Flight 494, ATR 42 crash09:42 Germanwings Flight 9525, Airbus A320 crash11:15 Space Shuttle Challenger disasterđ During the viewing, you will see how these accidents occurred, as well as analyze the factors that led to them. đ Don't forget to check my previous videos. they will offer you additional materials and detailed analyses of each disaster, which are already available on our channel. Learn more about significant events in the world of aviation and how they have influenced todayâs safety standards!Give us a thumbs up, subscribe to our channel, and share your thoughts in the comments! Your opinion matters to us!#AviationDisasters #3DReconstructions #Aviation #AviationHistory #FlightSafety
What really happened in the cockpit of Germanwings 9525 FlyWithPenguinâCinematic Air Crash Reconstructions 2024-01-28 | Here We will know what really happened in the crash of Airbus Germanwings 9525 and see the final minutes that unfolded in the cockpit. We will delve into the facts and evidence surrounding this aviation disaster to understand why Andreas Lubitz locked himself in the cockpit. We will discover the alarming events leading up to the crash. Episodes:00:00 Preparing for takeoff00:57 Take-off and meeting the crew01:39 Life story of Andreas Lubitz02:18 Andreas Lubitz's depression03:43 First heavy thoughts and decision making04:38 Andreas Lubitz locked himself in the cockpit05:32 The plane begin to descend06:02 Sondenheimer tries to open the cockpit door07:09 What happened in the cockpit08:09 Air crash reconstruction08:45 ConsequencesOur aim is to capture the atmosphere within the cockpit during those final moments and delve into the complex emotions associated with this heartbreaking aviation catastrophe. Join us as we uncover the secrets of this somber event and gain a deeper understanding of its aftermath.Music in this video:'Solace' by Scott Buckley - released under CC-BY 4.0. www.scottbuckley.com.auMusic Link: youtube.com/watch?v=q7LtFIznYkU#germanwings9525 #aircrash #reconstruction #flywithpenguin
Preview of Germanwings Flight 9525 Air Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2024-01-27 | /// You can watch the full version on my channel! Enjoy watching! ///Barcelona, SpainMarch 24th, 2015Germanwings Flight 9525 is an Airbus A320, preparing to perform a regular passenger flight from Barcelona, Spain to DĂŒsseldorf, Germany.The flight is operated by Germanwings, a low-cost carrier owned by the German airline Lufthansa.During this flight, the aircraft is carrying 144 passengers and six crew members (two pilots and four cabin crew) from at least 18 countries, mostly Germany and Spain.The Airbus sat at the gate for 26 minutes past its scheduled departure time of 9:35. Then it taxiied to the runway and took off, rising over the city and banking gently toward the Mediterranean Sea.From the cockpit, Captain Patrick Sondenheimer, a veteran with 6,000 hours in the air, apologizes for the delay.It is 10:28 AM.A minute later, Sondenheimer pushes his seat back, opens the cockpit door, closes it behind him, and ducks into the lavatory. It is 10:30 AM.Alone in the cockpit, Lubitz immediately puts his plan into action. He moves the cockpit-door toggle switch, located on a pedestal to the left of his seat, from the "normal" to "locked" position, disabling Sondenheimer's emergency access code. Moments later, he reaches forward and turns the dial on the autopilot to bring the plane down to 100 feet.Just before 10:31 AM, after crossing the French coast near Toulon, the aircraft leaves its cruising altitude and begins dropping at a rate of 3,500 feet per minute, or 58 feet per second. At this point, the passengers probably sense a slight dip and a change in pressure, though it's doubtful that it causes any concern.But French air-traffic controllers notice the unauthorized change and contact the aircraft. Lubitz doesn't reply.Sondenheimer returns three minutes later. On a keypad outside the cockpit, he punches in his access code, then hits the pound sign. Access denied. - âIt's me! Open upâA closed-circuit camera transmits the captain's image to a small television screen inside the cockpit. Lubitz doesn't react.Alarmed, Sondenheimer starts hammering on the door. Still, Lubitz doesn't respond. - "For the love of God, open this door!" The plane is at about 25,000 feet. Passengers, feeling the steep decline now and gripped by the first wave of panic, begin leaving their seats and moving through the aisles.At 10:39, Sondenheimer calls for a flight attendant to bring him a crowbar hidden in the back of the plane.Grabbing the steel rod, the pilot begins smashing the door, then trying to pry and bend it open. The plane is dropping below 10,000 feet, the snow-encrusted Alps looming closer.Inside the cockpit, Lubitz places an oxygen mask over his face. - âOpen this f***ing door!â Sondenheimer screams as passengers stare in bewilderment and mounting terror.Lubitz breathes calmly.At 10:40, a ground proximity warning system goes off.The plane dips to 7,000 feet. Sixty seconds later, the Airbus's right wing clips the mountainside at 5,000 feet. Moments later, the jet slams into the mountain at 403 miles per hour.The notation on Lubitz's medical records required Lufthansa's AeroMedical Center to examine him regularly for depression, but it remains unclear how often Lubitz was required to report to Lufthansa doctors and how thoroughly he was examined. The official report stated:The collision with the ground was due to the deliberate and planned action of the co-pilot, who decided to commit suicide while alone in the cockpit. The process for medical certification of pilots, in particular self-reporting in case of a decrease in medical fitness between two periodic medical evaluations, did not succeed in preventing the co-pilot, who was experiencing a mental disorder with psychotic symptoms, from exercising the privilege of his license.After this plane crash, which perished 150 people, Lufthansa introduced a new policy across its airlines requiring the presence of two crew members in the cockpit at all times.Music in this video:Whitesand - DesertMusic Link: youtube.com/watch?v=u-oMbmJs3Xg
Never-Before-Seen Recreated Footage: Space Shuttle Challenger Disaster Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2023-08-11 | Explore the tragic Space Shuttle Challenger disaster and its catastrophic explosion in this detailed reconstruction. Witness the events leading up to the disaster and the aftermath of the huge explosion. Learn about the technical failures that led to this devastating event, and gain a deeper understanding of the impact it had on space exploration.Episodes:00:00 preparing to Launch00:37 the crew of space shuttle01:13 The reason why the Launch was postponed01:45 Space shuttle liftoff03:16 Space shuttle Challenger explosion03:50 The reason why the space shuttle challenger exploded06:22 Consequences of the space shuttle Challenger disaster///Music: Scott Buckley - 'Within Our Nature'Music Link: youtube.com/watch?v=q7LtFIznYkULink to non-animated diagram of O-Ring:commons.wikimedia.org/wiki/File:Z%C5%82%C4%85cze_mi%C4%99dzysegmentowe_rakiety_SRB.svg#spaceshuttlechallenger #reconstruction #disaster #explosion #flywithpenguin
Preview of Space Shuttle Challenger Disaster Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2023-08-11 | /// You can watch the full version on my channel! Enjoy watching! ///January 28, 1986.The space shuttle Challenger is getting ready to take off from Cape Canaveral, Florida.This Space Shuttle mission named STS-51-L is the twenty-fifth Space Shuttle flight and the tenth flight for Challenger.Most notable amongst the crew is astronaut Christa McAuliffe of Concord, New Hampshire, winner of a national selection that began in 1984. McAuliffe is to spend at least two lessons in orbit and then spend the following nine months lecturing students across the United States.The goal is to highlight the importance of teachers and to interest students in high-tech careers. Other members of the crew are commander Francis (Dick) Scobee, pilot Michael Smith, mission specialists Ellison Onizuka, Judith Resnik, and Ronald McNair, and Hughes Aircraft engineer Gregory Jarvis. The mission experienced trouble at the outset, as the launch was postponed for several days, partly because of delays in getting the previous shuttle mission, 61-C (Columbia), back on the ground. On the night before the launch, central Florida was swept by a severe cold wave that deposited thick ice on the launch pad. On launch day, January 28, liftoff was delayed until 11:38 AM.At approximately 37 seconds, Challenger encounters the first of several high-altitude wind shear conditions, which last until about 64 seconds. The wind shear creates forces on the vehicle with relatively large fluctuations. These are immediately sensed and countered by the guidance, navigation and control system. The steering system of the solid rocket booster responds to all commands and wind shear effects. The wind shear causes the steering system to be more active than on any previous flight.Mission Control tells Scobee: âChallenger, go with throttle upâ, and seconds later the vehicle disappears in an explosion just 73 seconds after liftoff, at an altitude of 14,000 meters (46,000 feet). Debris rained into the Atlantic Ocean for more than an hour after the explosion; searches revealed no sign of the crew.The immediate cause of the accident was suspected within days and was fully established within a few weeks. The air temperature on January 28 was predicted to be a record-low for a Space Shuttle launch.Challenger was cleared to launch at 11:38 local time, with an air temperature of 36 °F (2 °C).The severe cold reduced the resiliency of two rubber O-rings that sealed the joint between the two lower segments of the right-hand solid rocket booster. Under normal circumstances, when the shuttle's three main engines ignited, they pressed the whole vehicle forward, and the boosters were ignited when the vehicle swung back to center. On the morning of the accident, an effect called âjoint rotationâ occurred, which prevented the rings from resealing and opened a path for hot exhaust gas to escape from inside the booster. Puffs of black smoke appeared on the far side of the booster in a spot not visible to most cameras.As the vehicle ascended, the leak expanded, and after 59 seconds a 2.4-metre (8-foot) stream of flame emerged from the hole. This grew to 12 meters (40 feet) and gradually eroded one of the three struts that secured the boosterâs base to the large external tank carrying liquid hydrogen and liquid oxygen for the orbiter engines. At the same time, thrust in the booster lagged slightly, although within limits, and the nozzle steering systems tried to compensate. When the strut broke, the boosterâs base swiveled outward, forcing its nose through the top of the external fuel tank and causing the whole tank to collapse and explode.Challenger broke up in the explosion, but the forward section with the crew cabin was severed in one piece; it continued to coast upward with other debris, including the wings and still-flaming engines, and then plummeted to the ocean. It was believed that the crew survived the initial breakup but that loss of cabin pressure rendered them unconscious within seconds, since they did not wear pressure suits.Death probably resulted from oxygen deficiency minutes before impact.The boosters also survived the fireball and righted themselves to continue flying, something totally unexpected. Range safety officers finally detonated their charges 30 seconds later to prevent them from flying over land. After the accident, NASA immediately began work on a redesigned solid booster for future launches.///Music: Scott Buckley - 'Within Our Nature'Music Link: youtube.com/watch?v=q7LtFIznYkU
Preview of Yeti Airlines Flight 691 Air Crash Reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2023-08-11 | /// You can watch the full version on my channel! Enjoy watching! ///On Sunday, January 15, 2023, Yeti Airlines Flight 691 was a scheduled domestic passenger flight from Kathmandu to Pokhara in Nepal.The aircraft was a 15-year-old twin-engine turboprop ATR 72â500, with serial number 754 and registration 9N-ANC.The plane had been flying from the capital of Kathmandu to Pokhara, the country's second most populous city and a gateway to the Himalayas. Pokhara is located some 129 kilometers (80 miles) west of Kathmandu.The flight took off from Kathmandu Tribhuvan International Airport at 10:33 local time.There were 72 people on board, 68 passengers, and four crew members.The plane was under the command of senior captain Kamal KC with Anju Khatiwada as co-pilot.Immediately after takeoff, the plane took a left turn and laid down a course to Pokhara.According to reports, this was to be the last flight of the plane's co-pilot, Anju Khatiwada, as a pilot. She was set to become the captain after her successful landing, scheduled for Sunday.Co-pilot Anju had successfully landed in almost all the airports of Nepal earlier.According to regional media reports, Anju lost her husband 16 years back in a plane crash on June 21, 2006. Her husband was also a co-pilot for Yeti Airlines. While approaching, the aircraft was initially preparing for an approach to runway 30, but the captain later requested an approach to runway 12.The Pokhara International Airport was opened on January 1, 2023. All previous flights of 691 at the new Pokhara International Airport landed on runway 30.The weather was fair, but the local region's topography, with its mountain peaks and narrow valleys, always raises the risk of accidents.In addition, some pilots called ATR-72-500 an "unforgiving aircraft" if the pilot isn't highly skilled and familiar with the region's terrain and wind speed.Just 10 seconds away from her goal, Anju's dreams came crashing down.The plane crashed while on final approach to runway 12 at Pokhara International Airport.The aircraft crashed on the bank of Seti River and the new airport and burst into flames.All 72 people on board perished in the crash.A video clip on social media on Sunday appeared to show the moments before the aircraft crashed. The film, which appears to be taken from a rooftop of a house in Pokhara, shows the plane flying low over a populated area and rolling on its side before the aircraft is no longer visible in the clip.The aircraft's nose was noticeably high before the left wing suddenly dropped, indicating a likely stall.Music: Dawn - WhitesandMusic Link: youtube.com/watch?v=oOo0t6BpfSI
Precision Air Flight 494 air crash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2023-02-07 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///November 6th, 2022Dar es Salaam, Tanzania6:10 am A turboprop plane owned by Tanzanian airline Precision Air took off from a local airport to perform the scheduled flight numbered 494 to Bukoba via a stopover at Mwanza.This flight was operated by a 12-year-old ATR 42-500, registered 5H-PWF, carrying a total of 39 passengers, of which 38 were adults along with one infant, and four crew members.The captain is Buruhani Rubaga, an experienced aviator with the airline for nearly 20 years and the first officer is Peter Odhiambo.The plane is named âBukobaâ â same as the destination of the current flight.The estimated time of arrival at Bukoba was 08:25. Bukoba has a single runway, 1385 m long. The distance between the shore and runway threshold is 130 meters.The enroute weather was reported to be fine and the flight to Bukoba was uneventful.The weather at Bukoba was good up until 08:20 when it then abruptly changed and started raining with thunderstorms and strong winds. The reported visibility was reduced from 10 km to 2 km.The aircraft circled twice in the Bukoba area and the crew advised the passengers that the flight may have to divert to Mwanza if the weather at Bukoba did not improve.The pilots had to reroute the aircraft due to the deteriorating weather and then the aircraft had to fly towards the Tanzanian-Ugandan border before turning back towards Bukoba.The aircraft began to experience heavy turbulence during the descent and it was still raining heavily.On its final approach, the aircraft impacted the water of Lake Victoria. The main landing gear separated and the cabin floor was dislodged by the impact, allowing water to enter the cabin at high pressure as the aircraft decelerated before coming to a stop.Canoes and fishermen arrived after about 5 minutes and they transferred the survivors to their boats. Two crew members and 22 passengers were rescued.Of the 43 people on board, 19 died, including both pilots, who drowned before rescue workers could reach them.Eyewitnesses of the disaster stated that while the aircraft was flying approximately 100 meters from the ground, it must have encountered some problems. The nature of the problems have not been confirmed. These, coupled with the already challenging weather conditions, are thought to be the leading cause of the accident.Music: Scott Buckley - FilamentsMusic Link: youtube.com/watch?v=oOo0t6BpfSI
More Information About Yeti Airlines Flight 691 Air Crash FlyWithPenguinâCinematic Air Crash Reconstructions 2023-01-22 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. We offer our condolences to the families of the victims! ///Here is a more detailed video about Yeti Airlines Flight 691 crash.In the previous one, Iâve missed facts that some followers reminded me of in the comments and which I'll try to mention now.So, letâs start!On Sunday, January 15, 2023, Yeti Airlines Flight 691 with 72 people on board was a scheduled domestic passenger flight from Kathmandu to Pokhara in Nepal.Yeti Airlines was formed in 1998 by Nepali entrepreneur Ang Tshering Sherpa. In 2009, Yeti Airlines established the subsidiary Tara Air. Tara Air took over short take-off and landing operations at rural and mountainous airports. Together, the two entities formed the largest domestic airline in the Himalayan nation.However, the two airlines have a history of air accidents. At least 165 people have perished in accidents involving Yeti Airlines and Tara Air since 2000. During the same period, Nepal saw a total of 359 deaths from air accidents, according to data from the Civil Aviation Authority of Nepal. The previous three air incidents in Nepal last year involved flights operated by Yeti and Tara.Incidentally, Sherpa perished in 2019 in a helicopter crash.Pokhara is located some 129 kilometers (80 miles) west of Kathmandu. It was a very short flight, less than an hour.The flight took off from Kathmandu Tribhuvan International Airport.In July 2019, Kathmanduâs Tribhuvan International Airport was shut down for hours after a Yeti Airlines aircraft suffered a "runway excursion" during landing.The aircraft, on a flight from Nepalgunj, careened around 20 meters off the runway and onto the grass while landing. The pilot of that flight is now the operation director of Yeti Airlines.In command of flight 691 was Anju Khatiwada, the widow of a pilot who flew for the same airline and also perished in a plane crash 16 years ago.In 2010, Anju Khatiwada joined Yeti Airlines, following in the footsteps of her husband.As per the rules, a captain needs to fly for a certain number of hours with an instructor pilot before they get to command a flight on their own.Captain Khatiwada was to be cleared to perform as solo captain after Sundayâs landing.To conclude her hours in the air and become a captain, Anju had taken the flight with the senior pilot and her instructor, Kamal KC.Kamal KC was a very experienced pilot with more than 21,900 hours of flight time.As the twin-engine ATR 72 was approaching Pokhara Airport, it cruised at 12,500 feet and was on a normal descent.While approaching, the aircraft was initially preparing for an approach to runway 30, but the captain later requested an approach to runway 12.The runway of the Pokhara International Airport has a single-approach system for international airlines, but domestic flights are allowed to land from either end.The Pokhara International Airport was opened on January 1, 2023.All previous flights of 691 at the new Pokhara International Airport landed on runway 30.An official at Yeti Airlines told that it was a familiarisation flight for Captain Anju Khatiwada to the new international airport. A video was streamed live on Facebook by Sonu Jaiswal, a passenger on the plane, before and during the crash. It shows that the plane flew in the area of the stadium, to the south of the destination airport.Also, we can see not fully deployed flaps a few seconds before the stall.As soon as the plane banked to the left, then obviously it lost all the wind lift and got down like a stone.I'm sure flight recorders will provide greater clarity about what happened inside the cockpit and why pilots allowed the speed to decay on the approach and for the wing to stall.We already know that nearly 350 people have perished in plane or helicopter crashes in Nepal since 2000.The Yeti Airlines plane crash in Nepal has raised questions about the safety of flying.Back in 2013, the European Union banned all 20 Nepalese airlines â including Yeti Airlines â from flying to the European Union. It implemented the ban after the UN's International Civil Aviation Organization (ICAO) raised concerns about safety standards, which all member nations have to follow.Music: Dawn - WhitesandMusic Link: youtube.com/watch?v=oOo0t6BpfSI
Yeti Airlines Flight 691 air crash reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2023-01-18 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. We offer our condolences to the families of the victims! ///On Sunday, January 15, 2023, Yeti Airlines Flight 691 was a scheduled domestic passenger flight from Kathmandu to Pokhara in Nepal.The aircraft was a 15-year-old twin-engine turboprop ATR 72â500, with serial number 754 and registration 9N-ANC.The plane had been flying from the capital of Kathmandu to Pokhara, the country's second most populous city and a gateway to the Himalayas. Pokhara is located some 129 kilometers (80 miles) west of Kathmandu.The flight took off from Kathmandu Tribhuvan International Airport at 10:33 local time.There were 72 people on board, 68 passengers, and four crew members.The plane was under the command of senior captain Kamal KC with Anju Khatiwada as co-pilot.Immediately after takeoff, the plane took a left turn and laid down a course to Pokhara.According to reports, this was to be the last flight of the plane's co-pilot, Anju Khatiwada, as a pilot. She was set to become the captain after her successful landing, scheduled for Sunday.Co-pilot Anju had successfully landed in almost all the airports of Nepal earlier.According to regional media reports, Anju lost her husband 16 years back in a plane crash on June 21, 2006. Her husband was also a co-pilot for Yeti Airlines. While approaching, the aircraft was initially preparing for an approach to runway 30, but the captain later requested an approach to runway 12.The Pokhara International Airport was opened on January 1, 2023. All previous flights of 691 at the new Pokhara International Airport landed on runway 30.The weather was fair, but the local region's topography, with its mountain peaks and narrow valleys, always raises the risk of accidents.In addition, some pilots called ATR-72-500 an "unforgiving aircraft" if the pilot isn't highly skilled and familiar with the region's terrain and wind speed.Just 10 seconds away from her goal, Anju's dreams came crashing down.The plane crashed while on final approach to runway 12 at Pokhara International Airport.The aircraft crashed on the bank of Seti River and the new airport and burst into flames.All 72 people on board perished in the crash.A video clip on social media on Sunday appeared to show the moments before the aircraft crashed. The film, which appears to be taken from a rooftop of a house in Pokhara, shows the plane flying low over a populated area and rolling on its side before the aircraft is no longer visible in the clip.The aircraft's nose was noticeably high before the left wing suddenly dropped, indicating a likely stall.Music: Think Alone - SergePavkinMusicMusic Link: youtu.be/IL_m3rNjoBE
What Really Happened to Ethiopian Flight 302? FlyWithPenguinâCinematic Air Crash Reconstructions 2022-09-30 | Join us as we take a detailed look at the Ethiopian Airlines Flight 302 air crash through a 3D reconstruction. We will explore the events leading up to the tragic incident using advanced simulation technology to gain a better understanding of what happened that day. From the takeoff to the final moments, this video will provide a comprehensive analysis of the flight and the factors that contributed to the crash.Episodes:00:00 Preparing to the flight00:41 How experienced were pilots of Ethiopian Airlines Flight 30201:40 How old was the Boeing 737 MAX02:01 The story of creation Boeing 737 MAX02:34 The reason why MCAS is needed03:12 The story of Indonesian Lion Air Flight 610 air crash03:59 Ethiopian Airlines Flight 302 takeoff04:21 The flight reconstruction09:19 Final dive09:55 Air crash reconstruction11:16 Boeing MCAS Bulletin12:33 Possible ways to avoid the air crash14:20 The problem of lack of experience in manual flights15:06 Conclusion//Music in this video:Whitesand - DesertMusic Link: youtube.com/watch?v=u-oMbmJs3Xg#ethiopianairlines302 #aircrash #reconstruction #flywithpenguin
Preview of Ethiopian Airlines Flight 302 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2022-09-28 | /// You can watch the full version on my channel soon! Enjoy watching! ///March 10, 2019 Ethiopian Airlines Flight 302 is a scheduled international passenger flight from Addis Ababa Bole International Airport in Ethiopia to Jomo Kenyatta International Airport in Nairobi, Kenya. The aircraft is a Boeing 737 MAX 8, registered as ET-AVJ. It was manufactured in October 2018 and delivered on 15 November 2018, four months ago.Boeing 737 MAX is the fourth generation of medium-range Boeing 737 passenger aircraft, created to replace the Boeing 737 Next Generation family. During the development of the aircraft, more powerful and efficient engines with a larger fan diameter were installed on the 737 MAX. However, due to their larger size, the new engines could not be installed in place of the old ones - they had to be moved forward and fixed higher. As a result, the moved forward engines, after the aircraft reached a certain angle of attack, were creating a moment of force under the influence of the oncoming air flow, and the aircraft began to turn up its nose during the flight. Because of this problem, the company's specialists had developed a special computer program â The Maneuvering Characters Augmentation System or MCAS. When the nose lift increases, MCAS automatically lowers it, putting the aircraft into a dive. The Boeing company acted in a very non-standard way - they didn't tell anyone about this new product. Before the Indonesian disaster, neither the pilots, technical services, or the airline managers knew about this program. The truth was revealed only after the crash of flight JT-610. The Boeing Company developed a special bulletin, which indicated the features of the MCAS, as well as a way to turn it off in the event of erroneous angle of attack data. Investigation stated that a copy of the Flight Operations Manual, in use by Ethiopian Airlines at the time of the crash, was dated 1 November 2017 and did not include material from the Operator's Bulletin issued by Boeing on 6 November 2018. So the plane was doomed? Not really. Almost immediately after takeoff, right and left airspeed indications started diverging.The 737 MAX Flight Crew Training Manual indicates the need to follow the steps outlined in the Airspeed Unreliable memory items. This section of the Flight Crew Operations Manual instructs the crew to set the thrust 75% N1 in one of the steps. But the Flight 302 crew, having set the power of the engines at about 94%, subsequently did not correct it in any way. Perhaps at lower speeds, there would be less pressure on the stabilizer and the crew would have succeeded to manually crank the stabilizer back into position. Finally, pilots going to do a STAB TRIM CUTOUT should have known they were dealing with a problem that had been around for years. This problem has long been described in the Flight Crew Operations Manual as the Runaway Stabilizer. Following this checklist, the crew would use the main electric trim more actively. This would help them reduce the force on the control column and then do a STAB TRIM CUTOUT with no further consequences. I would also like to add that pilots use electric trim on a regular basis when flying manually. When the pilot feels that the force on the control column is increasing, he trims the stabilizer into a neutral position with the electrical switch located on his yoke. With the constant practice of manual flight control, the pilot, as a rule, automatically trims the aircraft without thinking. This was the case with Lion Air flight 610, when a more experienced captain fought MCAS for a long time using the electrical switch on his yoke. The crash only began to develop when control was handed over to a younger First Officer who barely engaged trim. As a result, we are dealing with a complex problem. On the one hand, there was the Boeing company, which was trying to overtake Airbus in terms of fuel efficiency and was offering passengers a new aircraft with questionable safety characteristics. On the other hand, there was an insufficiently trained crew that didn't have the practice of flying manually and failed to apply the non-normal checklist when it was needed. Lastly, on the third hand, the Ethiopian Airlines didn't provide pilots with the Boeing bulletin. The company didn't pay enough attention to the pilots training and gave permission to the youngest captain and to one of the most inexperienced first officers to fly in one crew.
Ghost plane crashed into the Baltic Sea | Mystery of Cessna 551 plane crash FlyWithPenguinâCinematic Air Crash Reconstructions 2022-09-11 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///On 4 September 2022, a chartered Cessna 551 business jet registered in Austria was scheduled to fly from Jerez, Spain to Cologne, Germany.The Austrian-registered aircraft had departed from Jerez in Spain at 2.56pm local time. The aircraft, a Cessna 551 Citation II is 42 years old, having first flown in October 1979. The light corporate jet was owned by German businessman Karl-Peter Griesemann.According to the Flight Management System, the autopilot brought the aircraft up to 36,000 feet and continued the journey via Paris, Luxembourg, and on to Euskirchen. In Euskirchen, the pilot apparently had planned to take over for final approach into Cologne. the pilot reported a cabin pressure problem shortly before ATC contact was lost. The Cessna 551 was flying at approximately 11,000 meters at the time.Jets from NATO allies and partners were scrambled to follow the private Cessna plane. They included German planes from Neuburg and Laage in Germany, and German and Spanish planes, part of NATO Baltic Air Policing Estonia. France, Denmark and Sweden also scrambled jets under national command.From overhead Cologne, the aircraft continued to fly as a âghost flightâ on a direct track which took it across Germany and out into the Baltic Sea.The jet pilots were unable to contact the plane and could not see anyone in the cockpit.Reportedly, four people from Germany were on board: Karl-Peter Griesemann (who has been confirmed to have been the pilot of the aircraft), his wife Juliane, their daughter Lisa (who also carried a pilot license), and her boyfriend Paul.The aircraft had fuel to fly over 4 hours.Fuel was eventually exhausted when the aircraft was over the Baltic Sea, approximately 37 kilometres off Ventspils, Latvia.The Cessna then started descending and turning to the right. It is probable that the right engine failed first.Sometime later, the left engine also failed. The plane continued to fly straight forward and started to lose speed and altitude rapidly.The plane began to descend in a spiral into the Baltic Sea. At that moment, more than 300,000 people were tracking the aircraft using online flight tracking services such as Flightradar24.The Danish jet pilots also witnessed the plane going into a downward spiral and crashing 37 kilometers off the shoreline of Latvia, far beyond the outer edge of the Latvian territorial sea.No one survived this crash. The investigation of the accident has been taken over by the German Federal Bureau of Aircraft Accident Investigation. At this time, it is proposed that the drop in pressure likely caused the pilot and passengers to lose consciousness.//Music in this video:Keys of Moon - Under The SunMusic Link: youtube.com/watch?v=W2MFHl8JixY
Alaska Airlines Flight 1866 air crash | Erroneous readouts FlyWithPenguinâCinematic Air Crash Reconstructions 2022-07-11 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///September 4, 1971Alaska Airlines Flight 1866 is a regularly scheduled passenger flight operated by Alaska Airlines from Anchorage, Alaska, to Seattle, Washington, with several intermediate stops in southeast Alaska.The aircraft is a Boeing 727-193 with U.S. registry N2969G, which was manufactured in 1966 and has accumulated 11,344 flight hours.The flight departs Anchorage at 09:13 and lands at Cordova at 09:42. N2969G departs Cordova at 10:34 after a delay, part of which was attributable to difficulty in securing a cargo compartment door. it then lands at Yakutat at 11:07. The flight departs Yakutat at 11:35, with 104 passengers and seven crew members on board.11 minutes later, the crew contacts Anchorage air traffic control and reports they are at Flight Level 230, 65 miles (104 km) east of Yakutat. The controller issues a clearance to descend at pilots' discretion to cross the PLEASANT intersection at 10,000 feet and gives them a clearance limit of the HOWARD intersection.At 11:54, the controller instructs the crew to stop their descent at 12,000 feet and changes the clearance limit to PLEASANT intersection where they could expect to hold. The controller was referring to a Piper Apache, which has departed Juneau at 11:44, destination Whitehorse, Canada. The Piper's altitude is unknown and there is some confusion as to the route it is supposed to be flying.On two separate occasions, Flight 1866 acts as communications relay between the controller and N799Y.At 11:58, the crew reports they are at the Pleasant Intersection, entering the holding pattern, whereupon the controller re-clears the flight to Howard Intersection via the Juneau localizer. He then asks them to confirm they are still level at 12,000 feet and asks if they are âon topâ of the clouds at that altitude. The crew replies they are level at 12,000, but in the clouds and âon instrumentsâ. At 12:00, the controller repeats the flight's clearance to hold at Howard Intersection and issues an expected approach time of 12:10.At 12:01, the Boeingâs crew reports they are at Howard, holding 12,000 feet.The aircraft continues to be in the holding pattern at this time.At 12:07, the controller asks for their current location in the holding pattern, and direction from HOWARD. The crew reports they are turning on the inbound leg of the hold, joining the localizer course inbound towards HOWARD.After getting this information, the controller clears Flight 1866 for a straight-in Localizer Directional Aid approach, to cross Howard at or below 9,000 feet inbound.The captain acknowledges the clearance and reports leaving 12,000 feet.At approximately 12:15, the aircraft strikes the eastern slope of a canyon in the Chilkat Range of the Tongass National Forest at the 2500-foot level, 18.5 miles west of Juneau. It is worth noting that this is the first aircraft crash in the United States, in which more than a hundred people died at a time.The cockpit voice recorder (CVR) and flight data recorder (FDR) were read out, and the U.S. NTSB started an investigation. First, it was determined that there were no apparent issues with the crew's qualifications or the aircraft, so their investigation focused on the navigational equipment and techniques used for the approach. Both navigation radio receivers on the aircraft were found to be in good working order, as were all ground-based navigation stations.From the CVR recording, it was determined that the crew did not use the audio identification features of the navigation radios. Further, they did not use all available navigational aids to help determine their position, though it's noted that it wasn't specifically required.The NTSB determined that the probable cause of this accident was a display of misleading navigational information concerning the flight's progress along the localizer course, which resulted in a premature descent below obstacle clearance altitude. The origin or nature of the misleading navigational information could not be determined. Honeywell Inc's engineer Charles Donald Bateman flew a Beechcraft Baron on the day of the disaster. After learning about the incident, he changed his route and was soon at the crash site. The sight of the wreckage made such an impression on Bateman that he became obsessed with the idea of making flights safer. Less than three years later, on June 19, 1974, the first patent application for Ground Proximity Warning Systems was filed. Since December 1974, this system was installed on all airliners.//Music in this video:Long Foggy Road - SergePavkinMusicMusic Link: youtu.be/aZiCL__JwjkOzone by Keys of Moon | soundcloud.com/keysofmoonMusic promoted by free-stock-music.comAttribution 4.0 International (CC BY 4.0)creativecommons.org/licenses/by/4.0
Preview of Alaska Airlines Flight 1866 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2022-07-08 | /// You can watch the full version on my channel soon! Enjoy watching! ///September 4, 1971Alaska Airlines Flight 1866 is a regularly scheduled passenger flight operated by Alaska Airlines from Anchorage, Alaska, to Seattle, Washington, with several intermediate stops in southeast Alaska.The aircraft is a Boeing 727-193 with U.S. registry N2969G, which was manufactured in 1966 and has accumulated 11,344 flight hours.The flight departs Anchorage at 09:13 and lands at Cordova at 09:42. N2969G departs Cordova at 10:34 after a delay, part of which was attributable to difficulty in securing a cargo compartment door. it then lands at Yakutat at 11:07. The flight departs Yakutat at 11:35, with 104 passengers and seven crew members on board.11 minutes later, the crew contacts Anchorage air traffic control and reports they are at Flight Level 230, 65 miles (104 km) east of Yakutat. The controller issues a clearance to descend at pilots' discretion to cross the PLEASANT intersection at 10,000 feet and gives them a clearance limit of the HOWARD intersection.At 11:54, the controller instructs the crew to stop their descent at 12,000 feet and changes the clearance limit to PLEASANT intersection where they could expect to hold. The controller was referring to a Piper Apache, which has departed Juneau at 11:44, destination Whitehorse, Canada. The Piper's altitude is unknown and there is some confusion as to the route it is supposed to be flying.On two separate occasions, Flight 1866 acts as communications relay between the controller and N799Y.At 11:58, the crew reports they are at the Pleasant Intersection, entering the holding pattern, whereupon the controller re-clears the flight to Howard Intersection via the Juneau localizer. He then asks them to confirm they are still level at 12,000 feet and asks if they are âon topâ of the clouds at that altitude. The crew replies they are level at 12,000, but in the clouds and âon instrumentsâ. At 12:00, the controller repeats the flight's clearance to hold at Howard Intersection and issues an expected approach time of 12:10.At 12:01, the Boeingâs crew reports they are at Howard, holding 12,000 feet.The aircraft continues to be in the holding pattern at this time.At 12:07, the controller asks for their current location in the holding pattern, and direction from HOWARD. The crew reports they are turning on the inbound leg of the hold, joining the localizer course inbound towards HOWARD.After getting this information, the controller clears Flight 1866 for a straight-in Localizer Directional Aid approach, to cross Howard at or below 9,000 feet inbound.The captain acknowledges the clearance and reports leaving 12,000 feet.At approximately 12:15, the aircraft strikes the eastern slope of a canyon in the Chilkat Range of the Tongass National Forest at the 2500-foot level, 18.5 miles west of Juneau. It is worth noting that this is the first aircraft crash in the United States, in which more than a hundred people died at a time.The cockpit voice recorder (CVR) and flight data recorder (FDR) were read out, and the U.S. NTSB started an investigation. First, it was determined that there were no apparent issues with the crew's qualifications or the aircraft, so their investigation focused on the navigational equipment and techniques used for the approach. Both navigation radio receivers on the aircraft were found to be in good working order, as were all ground-based navigation stations.From the CVR recording, it was determined that the crew did not use the audio identification features of the navigation radios. Further, they did not use all available navigational aids to help determine their position, though it's noted that it wasn't specifically required.The NTSB determined that the probable cause of this accident was a display of misleading navigational information concerning the flight's progress along the localizer course, which resulted in a premature descent below obstacle clearance altitude. The origin or nature of the misleading navigational information could not be determined. Honeywell Inc's engineer Charles Donald Bateman flew a Beechcraft Baron on the day of the disaster. After learning about the incident, he changed his route and was soon at the crash site. The sight of the wreckage made such an impression on Bateman that he became obsessed with the idea of making flights safer. Less than three years later, on June 19, 1974, the first patent application for Ground Proximity Warning Systems was filed. Since December 1974, this system was installed on all airliners.
Mystery of Arrow air Flight 1285R | Icing or detonation? FlyWithPenguinâCinematic Air Crash Reconstructions 2022-04-29 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///December 11, 1985, 20:35 Greenwich Mean Time.Arrow Air Flight MF1285R, a Douglas DC-8-63, departs Cairo, Egypt on an international charter flight to Fort Campbell, USA via Köln, Germany, and Gander. The flight is chartered by the Multinational Force and Observers (MFO) to transport troops, their personal effects, and some military equipment to and from peacekeeping duties in the Sinai Desert. All 248 passengers are members of 101st Airborne Division (United States Army), based in Fort Campbell.The flight arrives at Köln at 01:21 UTC, where a complete crew change takes place. A new flight crew, consisting of Captain John Griffin and First Officer Joseph Connelly (both 45 years old), and the Flight Engineer, 48-year-old Michael Fowler, boards the aircraft before it departs for Gander at 02:50 UTC.The crew who flew the aircraft on the previous flight leg reported that the number four engine exhaust gas temperature (EGT) showed about 40 degrees hotter than the other three engines.So, the crew adjusted the throttle during take-off and climb to keep the EGT within acceptable limits. This condition has existed for some time and is known to the crew of flight to Gander. This temperature differential has been observed on previous occasions and was believed to result from a problem with the temperature indicating system.Also, upon completion of the December 10/12 rotation flights, the aircraft has to be ferried to Oakland for replacement of the number four engine turbi ne disk which has 88 hours of service life remaining.Flight 1285 arrives at Gander without incident on December 12 at 09:04 UTC or at 05:34 local time.On this day, the Gander weather is dominated by a deep, almost stationary, low-pressure system situated about 250 miles south of Greenland. This low produces a moist northwesterly flow, giving overcast conditions with occasional light snow, very light snow grains, and very light, freezing drizzle.The crew deplanes the passengers, refuels the aircraft, removes the trash and wastewater, and takes on catering supplies.The flight engineer conducts an external inspection of portions of the aircraft, and the passengers then are re-boarded.No mention of any unserviceabilities is made by crew members to the servicing crew at Gander.The servicing crew doesnât observe any abnormalities with the aircraft.The DC-8 begins its takeoff roll on runway 22 from the intersection of runway 13 at 06:45 local time.The captain occupies the left seat and the first officer is on the right, on the controls at the start of the take-off roll.The aircraft rotates 51 seconds after brake release, at an indicated airspeed of about 167 knots.At this time, nearby eyewitnesses note the plane is gaining altitude very slowly.The speed reaches 172 KIAS and begins to decrease, causing the DC-8 to descend.The airplane crosses the Trans-Canada Highway at a very low altitude. Flight 1285R breaks up, strikes an unoccupied building and explodes; this starts an intense fire fed by the large amount of fuel carried on board for the last leg of the flight.All 248 passengers and 8 crew perish.The Board believes, however, that the weight of evidence supports the conclusion that, shortly after take-off, the aircraft experienced an increase in drag and reduction in lift, which resulted in a stall at low altitude from which recovery was not possible. The most probable cause of the stall was determined to be ice contamination on the leading edge and upper surface of the wing. Other likely factors, such as a loss of thrust from the number four engine and inappropriate take-off reference speeds, may have compounded the effects of the contamination.Four (of the nine) members of the Board filed a dissenting opinion, asserting that there was no evidence presented that ice had been present on the leading edges such as the wings. They offered a different probable cause: âAn in-flight fire that may have resulted from detonations of undetermined origin brought about catastrophic system failures.â//Music in this video:Keys of Moon - The Epic HeroMusic Link: youtube.com/watch?v=6wMNM0BjJGMScott Buckley - Stars In Her SkiesMusic Link: youtube.com/watch?v=Yk0ST5tLizwSergePavkin - Painful MemoriesMusic Link: youtu.be/0LH0uMOsVOQSteffen Daum - AwakeningMusic Link: youtube.com/watch?v=gjSNbiowp38
Air crash reconstruction of Arrow air Flight 1285R FlyWithPenguinâCinematic Air Crash Reconstructions 2022-04-29 | /// You can watch the full version on my channelEnjoy watching! ///December 11, 1985, 20:35 Greenwich Mean Time.Arrow Air Flight MF1285R, a Douglas DC-8-63, departs Cairo, Egypt on an international charter flight to Fort Campbell, USA via Köln, Germany, and Gander. The flight is chartered by the Multinational Force and Observers (MFO) to transport troops, their personal effects, and some military equipment to and from peacekeeping duties in the Sinai Desert. All 248 passengers are members of 101st Airborne Division (United States Army), based in Fort Campbell.The flight arrives at Köln at 01:21 UTC, where a complete crew change takes place. A new flight crew, consisting of Captain John Griffin and First Officer Joseph Connelly (both 45 years old), and the Flight Engineer, 48-year-old Michael Fowler, boards the aircraft before it departs for Gander at 02:50 UTC.The crew who flew the aircraft on the previous flight leg reported that the number four engine exhaust gas temperature (EGT) showed about 40 degrees hotter than the other three engines.So, the crew adjusted the throttle during take-off and climb to keep the EGT within acceptable limits. This condition has existed for some time and is known to the crew of flight to Gander. This temperature differential has been observed on previous occasions and was believed to result from a problem with the temperature indicating system.Also, upon completion of the December 10/12 rotation flights, the aircraft has to be ferried to Oakland for replacement of the number four engine turbi ne disk which has 88 hours of service life remaining.Flight 1285 arrives at Gander without incident on December 12 at 09:04 UTC or at 05:34 local time.On this day, the Gander weather is dominated by a deep, almost stationary, low-pressure system situated about 250 miles south of Greenland. This low produces a moist northwesterly flow, giving overcast conditions with occasional light snow, very light snow grains, and very light, freezing drizzle.The crew deplanes the passengers, refuels the aircraft, removes the trash and wastewater, and takes on catering supplies.The flight engineer conducts an external inspection of portions of the aircraft, and the passengers then are re-boarded.No mention of any unserviceabilities is made by crew members to the servicing crew at Gander.The servicing crew doesnât observe any abnormalities with the aircraft.The DC-8 begins its takeoff roll on runway 22 from the intersection of runway 13 at 06:45 local time.The captain occupies the left seat and the first officer is on the right, on the controls at the start of the take-off roll.The aircraft rotates 51 seconds after brake release, at an indicated airspeed of about 167 knots.At this time, nearby eyewitnesses note the plane is gaining altitude very slowly.The speed reaches 172 KIAS and begins to decrease, causing the DC-8 to descend.The airplane crosses the Trans-Canada Highway at a very low altitude. Flight 1285R breaks up, strikes an unoccupied building and explodes; this starts an intense fire fed by the large amount of fuel carried on board for the last leg of the flight.All 248 passengers and 8 crew perish.The Board believes, however, that the weight of evidence supports the conclusion that, shortly after take-off, the aircraft experienced an increase in drag and reduction in lift, which resulted in a stall at low altitude from which recovery was not possible. The most probable cause of the stall was determined to be ice contamination on the leading edge and upper surface of the wing. Other likely factors, such as a loss of thrust from the number four engine and inappropriate take-off reference speeds, may have compounded the effects of the contamination.Four (of the nine) members of the Board filed a dissenting opinion, asserting that there was no evidence presented that ice had been present on the leading edges such as the wings. They offered a different probable cause: âAn in-flight fire that may have resulted from detonations of undetermined origin brought about catastrophic system failures.â//Music in this video:Steffen Daum - AwakeningMusic Link: youtube.com/watch?v=gjSNbiowp38
Air crash reconstruction of VASP 168 in Brazil FlyWithPenguinâCinematic Air Crash Reconstructions 2022-04-10 | June 8, 1982, midnightA VASP Boeing 727-200 takes off from GaleĂŁo International Airport in Rio de Janeiro.The aircraft operates the flight VA168 on the Sao Paulo - Fortaleza route. The landing in Rio was intermediate.In command is Captain Fernando AntĂŽnio Vieira de Paiva, a very experienced 43-year-old pilot, with more than 15,000 hours logged in the air. He is accompanied by his first officer, 28-year-old Carlos Roberto Duarte Barbosa, who has 5,324 hours of flying experience. 31-year-old JosĂ© Erimar de Freitas has almost 10 years of experience in VASP - 8 of them as an aircraft engineer. He qualified as a flight engineer in 1979 and currently has 279 hours of flying experience.There are 128 passengers and 9 crew members on board in total.Also on board is Edson Queiroz. Heâs a Brazilian entrepreneur, founder of one of the largest business groups in Brazil, who boarded Flight 168 at the last minute, exchanging his next-morning VARIG flight ticket for a VASP night ticket, due to an early meeting in Fortaleza.After climbing, the Boeing maintains flight level 330, which is approximately 10,050 meters above sea level.At 02:25 local time, Flight 168 is 259 kilometers from the destination airport.At this time, the air traffic controller clears the flight crew to descend from their cruising altitude to 5,000 feet (or 1,500 meters). He also asks the crew to report passing 10,000 feet.According to the approach procedure, the descent should be carried out 159 kilometers from the airport, but the captain performs it almost immediately after his conversation with the air traffic controller - at a distance of 253 kilometers. As a result, Flight 168 passes an altitude of 10,000 feet much earlier than is necessary.At 02:37, the first officer informs the air traffic controller they are passing the intended height.After descending below the clouds and reaching an altitude of 5,000 feet, the crew notices the lights of Fortaleza.At this point, Captain Vieira believes they are close enough to the airport.He decides to continue their descent to 1500 feet. Itâs about 457 meters.The crew doesnât notify the air traffic controller about this decision.1500 feet is the standard approach altitude for Fortaleza airport.Without being consciously aware of it, the captain switches to visual flight rules and begins to look for landmarks.Heâs trying to find the airport lights and intends to use an upwind flight pattern near the airport.This means that once he finds the runway, the aircraft will have to make a few turns and land on runway 13 of the Fortaleza airport.At this time, the First officer and flight engineer are concerned that the Boeing is flying over mountainous terrain, much lower than the height allowed by the controller.During the descent, the first officer informs the captain several times that he may be observing hills along the course of the aircraft.But the captain, preoccupied by his search for the airport among the bright lights of Fortaleza, cannot see the outlines of the mountain slopes in the dark night.The First officer trusts the experience and authority of the captain more than his own senses until the very last seconds.At 02:45, flying at an altitude of about 700 meters above sea level, Flight 168 hits the trees at a speed of 546 km/h. It crashes into the slope of the Aratanha Mountains, about 20 kilometers from the Fortaleza airport, and completely disintegrates.All 137 people on board died.According to the official report, the cause of the Boeing 727 crash was human error.The investigation revealed a lack of crew discipline during the flight, which led to poor descent planning.The crew relied on the experience of their captain and failed to fulfill the air traffic controllerâs requirements at a critical moment during the flight.All this led to the fact that the three crew members, operating a fully serviceable aircraft in a simple for a night flight situation, couldnât ensure the safety of the flight.//Music in this video:Scott Buckley - SnowfallMusic Link: youtube.com/watch?v=2N6LRMFT7_A
Out of sight | Brazilian VASP flight 168 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2022-04-10 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///June 8, 1982, midnightA VASP Boeing 727-200 takes off from GaleĂŁo International Airport in Rio de Janeiro.The aircraft operates the flight VA168 on the Sao Paulo - Fortaleza route. The landing in Rio was intermediate.In command is Captain Fernando AntĂŽnio Vieira de Paiva, a very experienced 43-year-old pilot, with more than 15,000 hours logged in the air. He is accompanied by his first officer, 28-year-old Carlos Roberto Duarte Barbosa, who has 5,324 hours of flying experience. 31-year-old JosĂ© Erimar de Freitas has almost 10 years of experience in VASP - 8 of them as an aircraft engineer. He qualified as a flight engineer in 1979 and currently has 279 hours of flying experience.There are 128 passengers and 9 crew members on board in total.Also on board is Edson Queiroz. Heâs a Brazilian entrepreneur, founder of one of the largest business groups in Brazil, who boarded Flight 168 at the last minute, exchanging his next-morning VARIG flight ticket for a VASP night ticket, due to an early meeting in Fortaleza.After climbing, the Boeing maintains flight level 330, which is approximately 10,050 meters above sea level.At 02:25 local time, Flight 168 is 259 kilometers from the destination airport.At this time, the air traffic controller clears the flight crew to descend from their cruising altitude to 5,000 feet (or 1,500 meters). He also asks the crew to report passing 10,000 feet.According to the approach procedure, the descent should be carried out 159 kilometers from the airport, but the captain performs it almost immediately after his conversation with the air traffic controller - at a distance of 253 kilometers. As a result, Flight 168 passes an altitude of 10,000 feet much earlier than is necessary.At 02:37, the first officer informs the air traffic controller they are passing the intended height.After descending below the clouds and reaching an altitude of 5,000 feet, the crew notices the lights of Fortaleza.At this point, Captain Vieira believes they are close enough to the airport.He decides to continue their descent to 1500 feet. Itâs about 457 meters.The crew doesnât notify the air traffic controller about this decision.1500 feet is the standard approach altitude for Fortaleza airport.Without being consciously aware of it, the captain switches to visual flight rules and begins to look for landmarks.Heâs trying to find the airport lights and intends to use an upwind flight pattern near the airport.This means that once he finds the runway, the aircraft will have to make a few turns and land on runway 13 of the Fortaleza airport.At this time, the First officer and flight engineer are concerned that the Boeing is flying over mountainous terrain, much lower than the height allowed by the controller.During the descent, the first officer informs the captain several times that he may be observing hills along the course of the aircraft.But the captain, preoccupied by his search for the airport among the bright lights of Fortaleza, cannot see the outlines of the mountain slopes in the dark night.The First officer trusts the experience and authority of the captain more than his own senses until the very last seconds.At 02:45, flying at an altitude of about 700 meters above sea level, Flight 168 hits the trees at a speed of 546 km/h. It crashes into the slope of the Aratanha Mountains, about 20 kilometers from the Fortaleza airport, and completely disintegrates.All 137 people on board died.According to the official report, the cause of the Boeing 727 crash was human error.The investigation revealed a lack of crew discipline during the flight, which led to poor descent planning.The crew relied on the experience of their captain and failed to fulfill the air traffic controllerâs requirements at a critical moment during the flight.All this led to the fact that the three crew members, operating a fully serviceable aircraft in a simple for a night flight situation, couldnât ensure the safety of the flight.//Music in this video:Scott Buckley - This Too Shall PassMusic Link: youtube.com/watch?v=tG8DOwmS8MIScott Buckley - SnowfallMusic Link: youtube.com/watch?v=2N6LRMFT7_A
Air crash reconstruction of MU 5735 in China FlyWithPenguinâCinematic Air Crash Reconstructions 2022-03-29 | /// We offer our condolences to the families of the victims! ///China Eastern Airlines Flight 5735 was a scheduled domestic passenger flight from Kunming to Guangzhou on Monday, 21 March 2022.The aircraft involved was a Boeing 7 37-800 with the registration B-1791. In addition, It was painted in the airline's Yunnan Peacock livery.This plane was delivered to the airliner from Boeing in June 2015 and had been flying for more than six years. China Eastern Airlines uses the Boeing 737-800 as a workhorse of its fleet - the airline has more than 600 planes, and 109 are Boeing 737-800s.The aircraft departed from Kunming to Guangzhou at 13:15 local time and was scheduled to land at 15:05.there were 123 passengers on board and 9 crew members.Immediately after takeoff, the plane took a left turn and laid down a course to Guangzhou.The pilots at the control of China Eastern Flight 5735 included one of Chinaâs most experienced commercial aviators and a much younger captain with a family pedigree. In command was captain Yang Hongda with 6,709 hours in the 737 models, while the first co-pilot Zhang Zhengping had a total of 31,769 flying hours. The second co-pilot Ni Gongtao had 556 hours of flying hours experience. He was aboard to fulfill training duties.The aircraft reached its cruising altitude of 29,100 feet seventeen minutes later.At 14:20, while approaching its top of descent into Guangzhou, the aircraft entered a sudden steep descent from 29,100 feet, which is approximately 8,870 meters. It briefly leveled off and climbed up from 7,400 feet to 8,600 ft, but then plunged downwards again. At 14:22, The aircraft crashed in the mountainous regions of Teng County, where a debris field was subsequently discovered.All of the plane's occupants died in the crash. The China Eastern plane took just 1 minute and 35 seconds to disappear from tracking sites after it began a rapid and abrupt plunge with a maximum descent rate of nearly 9,400 meters per minute. It was not equipped with the Maneuvering Characteristics Augmentation System used on the newer 737 MAX that led to two fatal accidents.the Boeing 737 max was grounded worldwide for three years following Lion air flight 610 in 2018 and Ethiopian airlines flight 302 in 2019.This 737-800 was part of Boeing's Next Generation 737s, which had a solid safety record among aircraft types, with just 12 fatal accidents out of more than 7,000 planes delivered since 1997.China Eastern Airlines announced that its Boeing 737-800 fleet would be grounded for inspection until the investigation of the crash was completed.Music in this video:Serge Pavkin - Come back one day
Ultra rapid falling from cruise flight | China Eastern Airlines flight 5735 FlyWithPenguinâCinematic Air Crash Reconstructions 2022-03-28 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. We offer our condolences to the families of the victims! ///China Eastern Airlines Flight 5735 was a scheduled domestic passenger flight from Kunming to Guangzhou on Monday, 21 March 2022.The aircraft involved was a Boeing 7 37-800 with the registration B-1791. In addition, It was painted in the airline's Yunnan Peacock livery.This plane was delivered to the airliner from Boeing in June 2015 and had been flying for more than six years. China Eastern Airlines uses the Boeing 737-800 as a workhorse of its fleet - the airline has more than 600 planes, and 109 are Boeing 737-800s.The aircraft departed from Kunming to Guangzhou at 13:15 local time and was scheduled to land at 15:05.there were 123 passengers on board and 9 crew members.Immediately after takeoff, the plane took a left turn and laid down a course to Guangzhou.The pilots at the control of China Eastern Flight 5735 included one of Chinaâs most experienced commercial aviators and a much younger captain with a family pedigree. In command was captain Yang Hongda with 6,709 hours in the 737 models, while the first co-pilot Zhang Zhengping had a total of 31,769 flying hours. The second co-pilot Ni Gongtao had 556 hours of flying hours experience. He was aboard to fulfill training duties.The aircraft reached its cruising altitude of 29,100 feet seventeen minutes later.At 14:20, while approaching its top of descent into Guangzhou, the aircraft entered a sudden steep descent from 29,100 feet, which is approximately 8,870 meters. It briefly leveled off and climbed up from 7,400 feet to 8,600 ft, but then plunged downwards again. At 14:22, The aircraft crashed in the mountainous regions of Teng County, where a debris field was subsequently discovered.All of the plane's occupants died in the crash. The China Eastern plane took just 1 minute and 35 seconds to disappear from tracking sites after it began a rapid and abrupt plunge with a maximum descent rate of nearly 9,400 meters per minute. It was not equipped with the Maneuvering Characteristics Augmentation System used on the newer 737 MAX that led to two fatal accidents.the Boeing 737 max was grounded worldwide for three years following Lion air flight 610 in 2018 and Ethiopian airlines flight 302 in 2019.This 737-800 was part of Boeing's Next Generation 737s, which had a solid safety record among aircraft types, with just 12 fatal accidents out of more than 7,000 planes delivered since 1997.China Eastern Airlines announced that its Boeing 737-800 fleet would be grounded for inspection until the investigation of the crash was completed.Music in this video:Serge Pavkin - Claude and Maude Serge Pavkin - Come back one day
Falling from over than 12,000 meters | Pulkovo flight 612 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2022-03-06 | This 3D reconstruction of the Tu-154 airplane crash of flight 612 from Pulkovo Aviation Enterprise portrays the events of this flight, where the captain's overconfidence led to catastrophic consequences. The video shows how the aircraft found itself in the heart of a severe storm, after which it entered a downward spiral, tragically taking the lives of 170 people on board. Episodes:00:00 Preparing for the last flight in Anapa40:00 The history of this plane01:50 The crew members02:50 Passengers on this plane03:10 Takeoff03:38 Climbing04:16 The weather conditions04:34 Reconstruction of the last flight09:57 Flight in a thunderstorm front13:47 Stall15:25 air crash reconstruction16:00 Factors leading to the plane crash16:32 AfterwordThis reconstruction allows viewers to visualize the sequence of events and understand the tragedy that occurred due to unforeseen circumstances. The video is an important and visual exploration of the aviation disaster, contributing to the study of the causes and consequences of such events to improve aviation safety.//Music in this video:Whitesand - SandstormMusic Link: youtube.com/watch?v=r_Osi21d6eAWhitesand - Glimmering ShadowsMusic Link: youtube.com/watch?v=jzDETOqDNrAAlso, Audiowings - Holy GhostDPMusic - Anxious EventBy DPmusic#pulkovo612 #aircrash #reconstruction #animation #flywithpenguin
Hitting with an obstacle | Iberia 610 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2021-12-03 | /// If you want to see subtitles just switch them on the video screen and choose a needed language in the settings of the video. Enjoy watching! ///February 19th, 1985Madrid, SpainAircraft Boeing 727, belonging to Iberia Airlines, registration EC-DDU, is preparing for takeoff from Madrid Airport, to perform scheduled flight IB-610 to Bilbao Airport.The plane is named 'Alhambra de Granada'. It's powered by three Pratt & Whitney JT8D-9A turbofan engines, and is capable of comfortably carrying 189 passengers. It entered service on May 18th, 1979, and has logged 13,408 hours in the air already by this time.The crew is completed by four flight attendants, so seven crew members in total. There are 141 passengers on board, bringing the total number of occupants up to 148 people.Flight 610 departs MadridâBarajas Airport at 08:47am, and is scheduled to land at Bilbao Airport at 09:35am.In command is Captain Jose Luis Patiño, an experienced 51 year old pilot, with more than 13,000 hours logged in the air. He is accompanied by first officer Emilio Lopez Peña, and the flight engineer Gregorio Arriba, both 38 years old.Take-off was uneventful. It is a very short flight, less than an hour. At 9:10 am the crew prepares for the approach maneuver into Bilbao.In this phase of the flight, Captain Patiño is in charge of communications and monitoring the flight, while his co-pilot LĂłpez Peña is at the controls.The control tower at Bilbao proposes they make a direct approach, as it should be much faster. However, Patiño decides to perform the standard maneuver with several additional turns, which needs more time, and causes greater fuel consumption. The crew uses the ALT SEL key, located on the central pedestal, on the autopilot control panel. When pressed, this key automatically sets the autopilot in the altitude hold mode when the plane reaches the selected altitude.The autopilot has a horn which works out every time they are 900 feet before the chosen altitude, or 300 feet after exceeding it, so they set it to 7000 and set a heading for the VOR, where they must notify air traffic control.The horn is heard. That means only 900 feet are left until altitude reaches 7000 feet.The copilot informs the tower that they are over the VOR, and starting the maneuver. After his words the plane begins a right turn until heading 084°, and immediately, before the aircraft is stabilized, the crew selects a new heading of 130°.At 9:24am the plane is approaching altitude of 5000 feet. At that moment the alarm horn sounds, indicating they are already at 5900 feet. As soon as they reach 5000 feet they must turn left and descend to 4300 feet.During the descent from 7000 to 5000 feet, the crew turn on the fasten seat belt sign. The passenger warning bell is also heard. Some seconds later a flight attendant repeats the request to the passengers, in English and Spanish, to fasten their seat belts.While approaching, the crew receives information from Air traffic control regarding the weather at Bilbao Airport. There are 4 knots of wind, visibility is reduced to 4 km by fog, and there are multiple cumulus clouds at 4000 and 2500 feet.And now the plane is in a zone of intense fog.It's already 9:25am. The pilots lower the landing gear and set the flaps for landing. After a couple of turns they will line up with runway 30 in Bilbao.The captain selects 4,300 feet in the Altitude Alert System, but none of the crew members pressed the ALT SEL button, and the Autopilot Altitude Select Mode remains disarmed.At this moment the pilots are monitoring their flight instruments. Flight director, airspeed indicator, and the altimeter are rated as the most looked at instruments on the aircraft. The drum and needle altimeter is not a "good instrument" since it requires looking at it twice, once to read the needle, and again to read the drum. There are times in which the pilot will only be able to see one of them.And now the crew believes that the autopilot will hold the plane at 4300 feet and sees only the rotating needle of the altimeter without ciphers on the drum.Copilot LĂłpez Peña changes the heading of the 727 to the left.At an altitude of 4000 feet, the Altitude Alert System horn is heard, which should only be heard 900 feet before the selected altitude and/or 300 feet after surpassing the same.The copilot interprets this sound as the warning corresponding to the approach to the selected altitude.However, the plane is much lower than the pilots believe, dangerously close to the mountains in fact. Due to low visibility, the 727 ends up hitting the left wing on a TV repeater antenna.No one survived.//Music in this video:Ethereal Land - SergePavkinMusic.Music Link: youtu.be/E005Mgo85kc
Forgotten in the ice | Tu-154 air crash in Norway | Vnukovo Airlines Flight 2801 FlyWithPenguinâCinematic Air Crash Reconstructions 2021-05-05 | August 29, 1996Vnukovo Airlines Flight 2801, an international charter flight from Moscow, Russia en route to Longyearbyen, Svalbard Norway.The Tu-154M is a low-wing, trijet airliner, with a crew of 4.Captained by 45-year-old Evgeny Nikolaev, an experienced pilot, who worked as an instructor pilot on the Tu-154.The first officer is 58-year-old Boris Sudarev. Boris also worked as an instructor pilot on the Tu-154.The navigator is 50-year-old Igor Akimov, and the flight engineer, 38-year-old Anatoly Karapetrov.There are 130 passengers (including three children) onboard - employees of a Russian coal mining company, and their families. 120 employees, and their families are waiting for the plane at Svalbard Airport for the return flight.The crew uses runway 28 for landing. For this, according to the Jeppesen maps, they need to fly over the NDB Advent.The aircraft is reaching Advent and entering a base turn, reaching a magnetic heading of 160.According to procedures, both horizontal situation indicators (HSI) are set to 283°, but the magnetic localizer course of 300° is not set. A global positioning system (GPS) is being used as a back-up.While the crew adjusted for the wind drift, they did not attempt to intercept the magnetic course 155° outbound from Advent.After a minute and a half the crew start the turn to bring the aircraft to 300 ° magnetic inbound.However, the lateral deviation from the outbound magnetic course is 155°, or 3.7 kilometers (2.3 miles; 2.0 nautical miles) to the left. Following the aircraft having rolled out on 290°, there is a discussion among the crew if the turn was made at the right time. This results in a roll out of the turn to final approach, and a corrective turn to magnetic heading 306.The pilots are not completely sure of the accuracy of their maneuvers, but they continue to descend.The crew decides to rely on the navigator, who closely monitors the GPS readings.At 08:22:23 UTC (10:22:23 local CEST) the aircraft collided with the top of Operafjellet at 907 meters (2,976 Ft) elevation, located 14.2 kilometers (8.8 mi) from Svalbard Airport.The aircraft was destroyed, and all occupants perished. It is the single deadliest plane crash to have occurred on Norwegian soil.The plane was only 15 meters (49 feet) short of avoiding the collision.The official investigation concluded that the flight, regarded as a controlled flight into terrain, was caused by pilot errors, and that there was no fault with the aircraft. Because he was in a stressful situation, the navigator set the GPS in the wrong mode. He also did not have sufficient time to recheck his work, allowing this mistake to happen, and his work was not monitored by the pilots. Situational awareness was also reduced because the crew were not aware they could check the aircraft location in relation to the centerline with a VDF (VHF direction finder). The crew possibly put too much emphasis on the indications displayed by the GPS. The aircraft descended into mountainous terrain without control over the lateral navigation.Despite uncertainty and disagreement within the group, the approach was not abandoned, as the aircraft should have climbed to a safe altitude while the problem was solved.
Silent assassin | ValuJet Flight 592 | DC-9 air crash FlyWithPenguinâCinematic Air Crash Reconstructions 2021-02-09 | May 11, 1996ValuJet Airlines' McDonnell Douglas DC-9-32 aircraft is preparing to perform scheduled flight VJ592 from Miami to Atlanta.ValuJet Airlines is a low-cost airline known for its sometimes aggressive cost-cutting measures.Like most other ValuJet Airlines aircraft, this one is quite an impressive 27 years old.The aircraft had suffered a series of incidents in the two years before, including two aborted takeoffs and eight emergency landings.There are 3 flight attendants and 105 passengers on board (110 people in total).There are several cardboard boxes with expired pyrotechnic oxygen generators in the front cargo compartment, which were described as âOxy Cannisters Emptyâ on the cargo manifest Đž and a nose tire and wheel.One of the generators is activated during taxiing. Oxygen begins to flow into the baggage compartment, while the generator is heated to a high temperature.The pilots are unaware and continue preparing for takeoff.In the flight deck are two experienced pilots: Captain Candi Kubeck (35) and First Officer Richard Hazen (52). Captain Kubeck had accumulated 8,928 total flight hours throughout her career (including 2,116 hours on the DC-9), she is with ValuJet Airlines for 2 years and 6 months.First Officer Hazen had more than 11,800 total flight hours throughout his career, with 2,148 of them on the DC-9, he is with ValuJet Airlines for 7 months.At 13:58 EDT, the airliner is taxing to the runway.At this time the boxes and surrounding packaging are ignited, starting a fire.The cargo compartment of the DC-9 is not equipped with smoke detectors as it's believed to be airtight.Any fire in such an airtight compartment would quickly exhaust all available oxidizers and then burn itself out. But Chemical oxygen generators, when activated, produce oxygen, which could also keep the fire burning.At 14:04 EDT the DC-9 takes off from the runway and begins a normal climb.After takeoff, the departure controller instructs to turn onto course 300 and maintain one six thousand.The flight to Atlanta should take just over an hour and a half.The captain and the first officer discuss a thunderstorm eighty miles away from them.At the same time, passengers start to smell smoke.Pilots hear a loud noise in their headphones - this is a tire burst in the cargo hold.Kubek notes that the plane is losing electrical power and decides to return to Miami.Smoke engulfs the entire aircraft from the inside, flight attendant enters the cockpit and informs the flight crew of a fire in the passenger cabin.The crew starts descending and puts the engines into idle mode, but they fail to reduce the thrust on the left engine because of fire damage to the engine control cable located above the cargo compartment.The crew, experiencing a progressive failure of the DC-9's electrical and flight control systems due to the spreading fire, begins a steep left turn toward Miami and a rapid descent.Pilots turn left, then stop on a heading of about 110, which was toward MIA. The rapid descent is also reduced, with the altitude at 900 feet.At this point, the fire had already melted all of the wiring and hydraulic cables in the back of the plane, making it uncontrollable.The ValuJet Airlines McDonnell Douglas DC-9 crashes into the Everglades about 10 minutes after taking off. All 110 people on board died.Based on the continuing degradation of flight controls and the damage to cabin floorboards in the area of the flight controls, the Safety Board concluded that the loss of control was most likely the result of flight control failure from the extreme heat and structural collapse.However, the Safety Board couldnât rule out the possibility that the flight crew was incapacitated by smoke or heat in the cockpit during the last 7 seconds of the flight.The NTSB report placed responsibility for the accident, among others, on FAA, for not mandating smoke detection and fire suppression systems in cargo holds as recommended in 1988 after a similar incident. Smoke detectors in the cargo holds could alert the flight crew of a fire long before the problem becomes apparent in the cabin, and a fire suppression system buys valuable time to land the plane safely. valujet flight 592 seconds from disaster
Indonesian Tragedy | Sriwijaya Air Flight 182 Air Crash FlyWithPenguinâCinematic Air Crash Reconstructions 2021-01-11 | January 9, 2021Flight 182 Boeing 737-524 was a scheduled domestic passenger flight operated by Sriwijaya Air from Jakarta to Pontianak, West Kalimantan, Indonesia.There were 62 people on board, 50 of them were passengers. Six others were operating crew and six non-operating.The active crew consisted of Captain Afwan, First Officer Diego M. and four flight attendants. Afwan was a former pilot in the Indonesian Air Force.The aircraft involved was a Boeing 737-524, registered as PK-CLC. It was manufactured in 1994. This plane was the first of a total of fifteen 737-500s received by Sriwijaya Air in 2012 to replace their 737-200s.The aircraft took off from Runway 25R at 14:36 local time. Due to the significant delay it was expected to land in Pontianak at 15:50 WIB (08:50 UTC).After takeoff, the aircraft began to climb to 13 000 feet with clearance from the controller.After moving 7 miles from the airport, the aircraft turned right to heading 045 and continued to climb.Suddenly, something tragic happened. The plane began to quickly lose altitude.Several eyewitness reported that the aircraft the aircraft exploded in mid-air and a piece of the aircraft that was on fire fell to the sea, with "shards of a kind of plywood".We offer our condolences to the families of the victims.Fly safely.Music: "Static" - Scott BuckleyLink: youtube.com/watch?v=chK8ej1rP9M flight sj182
One awkward movement | Everglades Air Crash | Eastern Air Lines Flight 401 FlyWithPenguinâCinematic Air Crash Reconstructions 2021-01-08 | December 29, 1972Eastern Airlines L-1011 TriStar, flight 401 is en route from New York to Miami.Lockheed L-1011-385-1 TriStar is a new wide-body liner. One of the most popular and automated aircraft of commercial air travel in the 1970s.At approximately 23:30, the plane is a few miles away from Miami International Airport.The crew is preparing to land.At the control wheel is Robert Loft, 55, an experienced veteran pilot, who has been working for Eastern Airlines for over 30 years.He has flown over 29 700 hours, but on the L-1011 has only a little over 280 hours. At the same time, he is in the position of captain for a little less than six months.The first officer is the 39-year-old Albert John Stockstill, an experienced pilot, who has flown more than 5800 hours, 306 of them on L-1011.The second officer is 51-year-old Donald A. Repo, who has been working for EAL for over 25 years and has flown over 5800 hours as the second officer, 58 of them on the L-1011.A company employee â technical officer Angelo Donadeo, 47, returning to Miami from an assignment in New York â accompanies the flight crew for the journey as a nonrevenue passenger, but officially is off-duty.The flight proceeds without incident, so all crew members are in a good mood, conducting approach briefing.The captain instructs the first officer to lower the landing gear.The usual noise of the hydraulics is being heard, all landing gears are being extended in normal mode.But suddenly Stockstill notices something disturbing: the landing gear indicator, a green light identifying that the nose gear is properly locked in the "down" position, had not illuminated.The landing gear could have been manually extended, nonetheless. The pilots cycled the landing gear, but still failed to get the confirmation light. The landing gear could be extended manually, nonetheless. The pilots cycle the landing gear, but still fail to get the confirmation light.Loft makes a decision to discontinue their approach to the airport and requested to enter a holding pattern. The approach controller clears the flight to climb to 2000 ft (610 m), and then hold west over the Everglades.After following the air traffic controller's instructions the crew switches on the autopilot and tries to replace a light bulb that they think is supposedly burned out.The first officer successfully removes the nose gear light lens assembly, but it jams when he attempts to replace it.After this unsuccessful attempt, the captain turns to the second officer and awkwardly hits the control wheel, which causes the autopilot to deactivate the altitude hold control.The captain instructs the second officer to enter to the avionics bay beneath the flight deck to confirm via a small porthole if the landing gear was indeed down.Later the technical officer Angelo Donadeo goes into the electronics bay too, to assist the second officer.The captain and first officer discuss the faulty nose gear position light lens assembly, follow the air traffic controller's instructions for the next turn and do not notice that the autopilot isnât working quite correctly.The plane begins to slowly lose altitude, after just over a minute it loses only 250 feet but this is enough to trigger the altitude warning C-chord chime located under the engineer's workstation.Unfortunately, Repo and Donadeo are below and do not hear this call, nor do the captain and the first officer, who discuss the faulty nose gear position light lens assembly.At this point, the approach controller notices the change of the airliner's altitude but doesnât pay attention, since momentary deviations in altitude information on the radar display are not uncommon.Meanwhile, the plane is getting closer and closer to the ground.The crew is instructed by the approach controller to turn left onto heading 180.As Stockstill starts another turn, onto 180°, he notices the discrepancy.At 23:42 EST, flight EAL 401 crashes into the Everglades swamp at a speed of 365 km/h, 30 kilometers from Miami Airport, and collapses into several parts.101 people died. Only Angelo Donadeo survived of the crew members in the cockpit. The NTSB concluded that the main cause of the crash was human error â the pilots were so carried away by solving a minor problem that they forgot about flying the plane, completely trusting the autopilot.It was also found that Flight 401's landing gear was locked and could have landed safely. The only piece of flight 401 that failed was a $12 light bulb.Music: 'Helios' - Scott BuckleyLink: youtube.com/watch?v=BKjJH7ikCcM
Mysterious circumstances | Los Angeles Air Crash | United Airlines Flight 266 FlyWithPenguinâCinematic Air Crash Reconstructions 2020-12-09 | January 18, 1969Los Angeles International AirportThe United Air Lines Flight 266 Boeing 727-22C is preparing to fly to Denver, Colorado with 38 on board.The captain â 49-year-old Leonard A. Leverson. Has been with UAL since 26 of September, 1946. The captain had recently completed DC-8 training and Flight 266 was his first flight in a B-727 since December 2, 1968.The first officer â 33-year-old Walter R. Schlemmer. Has been with UAL since 4 of May, 1964. He has flown 1842 hours on B-727 as a co-pilot, and 543 hours as a flight engineer (raid on the B-727 over the past 90 days is 200 hours).The flight engineer â 29-year-old Keith R. Ostrander. Has been with UAL since 9 of October, 1967. He has flown 40 hours on B-727, all on the flight engineer position. Raid on the B-727 over the past 90 days is 40 hours.On that day, N7434U arrived in Los Angeles at 15:30 on a flight from Denver. There was an application for an inoperative generator number 3 (on the right engine) in his logbook, which lasted from 15 January.The flight controller allows the flight, as the minimum equipment list makes it possible to fly with two generators.With the "age" of only 4 months, the liner managed to fly almost 1036 hours.The left engine (No. 1) was replaced during exploitation, its total service life was 4505 hours.Right after take-off, the crew contacts the air traffic controller and receives instructions to follow heading 270.One and a half minutes after take-off, a warning signal about a fire in engine No.1 sounds in the cockpit.The crew decides to turn back to the airport.The flight engineer turns the generator No.1 off. Only generator No.2 remains to be operational.The first officer shuts down all unused systems to reduce the load on the generator and informs the flight controller about the problems on board and the intention to return.Suddenly the last remaining generator No.2 stops working and the aircraft is completely de-energized.The backup electrical system, powered from the storage battery, should start up, but it doesn't.Only emergency lamps switch on, powered by a separate battery.But the flight instruments remain de-energized.The aircraft is flying in the clouds at this time, and the crew can barely keep it level.The gyroscope now has a flag labeled «Gyro», which tells the crew not to rely on this device.The flight engineer is trying to restore the power supply at this time.Finally, he succeeds. The captain sees that the «Gyro» flag has disappeared.But the gyroscope has not yet had time to launch. And this is the captain's first flight on a Boeing 727 in recent time before that, he flew on Douglas DC-8, which has no such instruments delay.Therefore, he decides that the aircraft is in a steep left bank.And he is trying to rectify the situation, not noticing that the he began to enter an ever-increasing right bank.At this time, the electricity on board turns off again.Having lost height, flying in the fog Boeing crashes into the water.All 38 people died.The NTSB came to the conclusion, that the probable cause of this accident was loss of attitude orientation during a night, instrument departure in which the attitude instruments were disabled by loss of electrical power.Why did all the generators fail, and why the backup electrical system didn't start up or wasn't turned on the investigators could not determine.Music: 'Signal to Noise' - Scott BuckleyLink: youtube.com/watch?v=x43OJXk8idI
Unreliable Assistant | First Crash of Boeing 737 Max | Lion Air Flight 610 FlyWithPenguinâCinematic Air Crash Reconstructions 2020-11-18 | This video contains the reconstruction of the complete flight of Lion Air Flight 610, Boeing 737 Max. Also, a reconstruction of the cockpit talks and pilots actions was recreated, based on the data in the official report.It was a long and painstaking work.Thank you for your attention!Fly safe!P.S. The news reports of the imminent return of the Boeing 737 MAX to the skies.Lion Air Flight 610 was a scheduled domestic flight operated by the Indonesian airline Lion Air from SoekarnoâHatta International Airport in Jakarta to Depati Amir Airport in Pangkal Pinang. On 29 October 2018, the Boeing 737 MAX operating the route crashed into the Java Sea 13 minutes after takeoff.It was the first major accident involving the new Boeing 737 MAX series of aircraft, introduced in 2017, and the deadliest involving the Boeing 737 series, surpassing Air India Express Flight 812 in 2010. It is the deadliest accident in Lion Air's 18-year history, surpassing the 2004 crash in Surakarta.The Indonesian government deployed a search and rescue operation which found debris early the same morning and recovered human remains from a 280 km (150 nmi) wide area. The first victim was identified two days after the crash. The flight data recorder was located on 1 November and recovered for analysis. One member of the volunteer rescue team died during recovery operations. The cockpit voice recorder was found on 14 January 2019.Preliminary investigations revealed serious flight control problems that traumatized passengers and crew on the aircraft's previous flight, as well as signs of Angle of attack (AoA) sensor and other instrument failures on that and previous flights, tied to a design flaw involving the Maneuvering Characteristics Augmentation System (MCAS) of the 737 MAX series. As a result, the United States Federal Aviation Administration and Boeing issued warnings and training advisories to all operators of the 737 MAX series to avoid letting the MCAS cause an abrupt dive similar to the Lion Air flight.These advisories were not fully implemented, however, and the design issues are suspected to be involved in the Ethiopian Airlines Flight 302 crash on 10 March 2019, prompting a worldwide grounding of all 737 MAX aircraft.Music: Mountain - AShamaluevMusic Music Link: patreon.com/ashamaluevmusicMusic: Undertow - Scott BuckleyMusic Link: youtube.com/watch?v=mGpFFxNOiIIMusic: Flight Hymn - Ross Bugden Music Link: youtube.com/watch?v=XCr0bsng60YMusic: Sad Piano and Orchestra - SergePavkinMusicMusic Link: youtu.be/aJuLWxAd6wI
Sliding too long | Air India Express IX1344 | First look reconstruction FlyWithPenguinâCinematic Air Crash Reconstructions 2020-08-09 | August 7, 2020. Air India Express Boeing 737-800 operated international flight AXB1344 from Dubai International Airport (UAE) to Calicut International Airport in Kozhikode (India).The flight from Dubai was a repatriation flight carrying Indian citizens back to the country under the Vande Bharat Mission, meant to bring home stranded people from other countries amid the pandemic.The Kozhikode is a tabletop airport with deep gorges at both ends of the runway. This runway is said to be one of the riskiest runways for landings in India.The plane was flown by an experienced crew:Captain Deepak Vasant Sathe was an experienced pilot and previously an ace fighter pilot and an alumni of the National Defense Academy (NDA). He clocked most of his flying hours on MiGs and was a Sword of Honor from the Air Force Academy in Hyderabad.Captain Akhilesh Kumar was one of the pilots who, on May 8, 2020, was welcomed in Karipur Airport in Kozhikode with loud applause â a heroâs welcome. He was part of an Air India Express plane crew which was the first repatriation flight under the Vande Bharat Mission to land in Kozhikode, bringing back several stranded Indians in Dubai.18:10 local time (3:40 UTC): the flight is located a few kilometers from the airport. But it is at about 10,000 feet above sea level. His speed was also great for landing.The situation was complicated by weather conditions â in Kozhikode at that time was a torrential downpour, visibility was about 1.5 miles.The crew decides to land on the opposite side of the runway while decreasing and reducing speed.Having completed all the necessary procedures, the aircraft proceeded to the landing approach. However, there was a strong tailwind at this time, which may have caused the aircraft to be 1500-2000 feet higher than necessary.The crew decided to abort the landing and complete the next lap for a new attempt.Finally, the Boeing 737-800 have touched the runway, but its speed was too high and braking was very slow.The Plane with 184 passengers and 6 crew landed on Kozhikode's runway 10 but went past the end of the runway end safety area (150meter / 500 feet) and fell into a valley at 19:41 local time (14: 11 UTC), coming to a stop about 100 feet below the runway and about 245 meters / 800 feet past the runway end.18 people including both pilots died in the accident, 138 received injuries of varying degree with 15 of them in critical condition.The Directorate General Of Civil Aviation have ordered an investigation.We offer our condolences to the families of the victims...Fly safe...Music: Scott Buckley - HorizonsMusic Link: youtube.com/watch?v=dkyBVvZXJaM
