CVR - Yeti Airlines Flight 691 (with english subtitles) Alex Hoe 2024-08-25 | The date of which 9N-ANC was taken is unknown.Aircraft Photo::• hindustantimes.com/world-news/nepal-plane-crash-5-facts-about-ill-fated-yeti-airlines-flight-101673773649424.htmlAccident Details:• https://www.tourism.gov.np/files/1/9N-ANC%20FINAL%20Report.pdfOn January 15th, 2023, Yeti Airlines Flight 691, an ATR 72-500, was en route from Tribhuvan International Airport in Kathmandu to Pokhara International Airport when it crashed during its approach to Pokhara International Airport, resulting in the loss of all 72 people on board. The flight crew consisted of:• Captain: Kamal KC• First Officer / Co-pilot: Anju KhatiwadaNote: Khatiwada who occupied the left seat was pilot flying, while KC who occupied the right seat was pilot monitoring.As the aircraft was approaching Pokhara Airport, it encountered difficulties. During its final approach, the plane suddenly banked sharply to the left, lost altitude, and crashed into the Seti River gorge, just a few kilometers from the runway. All 72 people on board were killed in the crash, making it one of the deadliest aviation disasters in Nepal's history.The accident's probable cause was determined to be the inadvertent movement of both engine condition levers to the feathered position, resulting in the loss of thrust and an aerodynamic stall.Contributing Factors:• High workload and stress due to operating into a new airport.• Misidentification and selection of propeller controls leading to the feathered position.• Tight approach circuit that did not align with standard visual approach criteria.• Inadequate training and lack of proper procedures for the approach to runway 12.• Non-compliance with SOPs, ineffective cockpit resource management, and lack of sterile cockpit discipline.Audio edited by Jerald Heiss.
2012 Kazakhstan Armed Forces UP-72859 crash (with english subtitles) Alex Hoe 2024-12-24 | On December 25, 2012, an Antonov An-72-100 military transport aircraft, registration UP-72859, operated by the Kazakhstan Border Guards conducted a flight from Astana International Airport to Shymkent Airport. The aircraft was carrying seven crew members and 20 passengers, including the acting director of the Kazakhstan Border Guard Service, Colonel Turganbek Stambekov. The flight crew consisted of:• Captain: Marat Tursunovich Nurakhmetov• First Officer: Aslan Lukpanov• Flight Engineer: Marat Erkenovich Usenov• Navigator: Oleg Alexandrovich GolubevThe aircraft crashed approximately 21 kilometers short of the runway during a descent in adverse weather conditions. Investigations revealed that a combination of autopilot and radio altimeter failures, coupled with poor visibility, contributed to the disaster.English subtitles added!Massive thanks to Алексей Паленков and Aстродроуч.
CVR - Aeroflot Flight 593 (with English subtitles) Alex Hoe 2024-12-24 | Note: Unfortunetely there are no photos of Vladimir Makarov.• Aircraft Photo: airliners.net/photo/Aeroflot/Airbus-A310-304/566598• Accidetn Details: ru.wikipedia.org/wiki/%D0%9A%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0_A310_%D0%BF%D0%BE%D0%B4_%D0%9C%D0%B5%D0%B6%D0%B4%D1%83%D1%80%D0%B5%D1%87%D0%B5%D0%BD%D1%81%D0%BA%D0%BE%D0%BCOn March 23, 1994, Aeroflot Flight 593 conducted a passenger flight from Sheremetyevo International Airport in Moscow to Kai Tak Airport in Hong Kong. The Airbus A310-300 was carrying 75 people, including 63 passengers and 12 crew members. The flight crew consisted of:• Captain: Andrei Viktorovich Danilov• First Officer: Igor Vladimirovich Piskarev• Relief Captain: Yaroslav Vladimirovich KudrinskyIn the cockpit was a family friend to Kudrinsky: Vladimir Makarov, he too was an Aeroflot pilot travelling as a passenger.Kudrinsky's children: Yana (aged 12) and Eldar (aged 16) were also onboard the flight and were invited into the cockpit by their father. At the time of the crash captain Danilov was in the passenger cabin. Four hours into the flight the aircraft crashed in a remote mountainous area of Siberia near Mezhdurechensk. Tragically, there were no survivors. The investigation revealed that the crash occurred after the captain allowed his two children into the cockpit during the flight. His 15-year-old son inadvertently disengaged part of the autopilot while seated at the controls. This caused the aircraft to enter a steep bank, which went unnoticed by the crew until it was too late. Despite their attempts to recover, the aircraft entered a spin and crashed. The incident underscored the importance of strict cockpit protocols and contributed to changes in aviation safety regulations.English subtitles added!Massive thanks to Алексей Паленков and Aстродроуч.
CVR - SCAT Airlines Flight 760 (with English subtitles) Alex Hoe 2024-12-01 | Note: Photo of UP-CJ006 is dated January 7th, 2013.Aircraft Photo:• onespotter.com/photo/UP-CJ006/s0Knrn.htmlAccident Details:• ru.wikipedia.org/wiki/%D0%9A%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0_CRJ-200_%D0%BF%D0%BE%D0%B4_%D0%90%D0%BB%D0%BC%D0%B0-%D0%90%D1%82%D0%BE%D0%B9• asn.flightsafety.org/asndb/320813On January 29, 2013, SCAT Airlines Flight 760 was traveling on a domestic route from Kokshetau to Almaty, Kazakhstan. The flight crew consisted of:• Captain: Vladimir Nikolaevich Evdokimov• First Officer: Alexander Vladimirovich Sharapov• Trainee / Jumpseat Pilot: Svyatoslav Arturovich BabayanWhile on its final approach to Almaty Airport, the aircraft crashed approximately 5 kilometers from the runway in adverse weather conditions, including fog and poor visibility. All 21 people on board, consisting of 16 passengers and 5 crew members, lost their lives. The investigation attributed the accident to pilot error during descent in challenging weather, exacerbated by possible lapses in crew coordination and situational awareness. The incident remains one of the deadliest aviation disasters in Kazakhstan's history and highlights the critical importance of training and adherence to procedures in adverse weather conditions.English subtitles added!Massive thanks to Алексей Паленков and Aстродроуч.
DFDR - Aeroflot Flight 593 (with English subtitles) Alex Hoe 2024-11-27 | Note: Unfortunetely there are no photos of Vladimir Makarov.On March 23, 1994, Aeroflot Flight 593 conducted a passenger flight from Sheremetyevo International Airport in Moscow to Kai Tak Airport in Hong Kong. The Airbus A310-300 was carrying 75 people, including 63 passengers and 12 crew members. The flight crew consisted of:• Captain: Andrei Viktorovich Danilov• First Officer: Igor Vladimirovich Piskarev• Relief Captain: Yaroslav Vladimirovich KudrinskyIn the cockpit was a family friend to Kudrinsky: Vladimir Makarov, he too was an Aeroflot pilot travelling as a passenger.Kudrinsky's children: Yana (aged 12) and Eldar (aged 16) were also onboard the flight and were invited into the cockpit by their father. At the time of the crash captain Danilov was in the passenger cabin. Four hours into the flight the aircraft crashed in a remote mountainous area of Siberia near Mezhdurechensk. Tragically, there were no survivors. The investigation revealed that the crash occurred after the captain allowed his two children into the cockpit during the flight. His 15-year-old son inadvertently disengaged part of the autopilot while seated at the controls. This caused the aircraft to enter a steep bank, which went unnoticed by the crew until it was too late. Despite their attempts to recover, the aircraft entered a spin and crashed. The incident underscored the importance of strict cockpit protocols and contributed to changes in aviation safety regulations.English subtitles added!Massive thanks to Алексей Паленков and Aстродроуч.
ATC - Avianca Flight 052 Alex Hoe 2024-10-25 | Photo of HK-2016 is dated June 30th, 1984. I was unable to find any photos of the pilots.Aircraft Photo:• airliners.net/photo/Avianca/Boeing-707-321B/946861?qsp=eJwtjbEKwkAQRP9lawWjYJEuVoKFFv7AsjfEgzN37K5gCPl3L4fdMPN4s5DkyfH151xAPRlY5UU7Kqz8NuoXUozRXNljngbxD6fKXW/746E7V9Cy%2BmWuVWDHIILiCP/%2BrgG6TTBpzrF%2BdDVAHy3TaVOEaCVxc8A5JlrXH123MiE%3DAccident Details:• asn.flightsafety.org/asndb/326107 On January 25th, 1990, a Boeing 707-321B aircraft registration HK-2016 operating as Avianca Flight 052 conducted a scheduled international flight from Bogotá, Colombia, to New York City, with a stop in Medellín. The aircraft was carrying 149 passengers and 9 crew members. The flight consisted of:• Captain: Laureano Caviedes Hoyos• First Officer: Mauricio Klotz• Flight Engineer: Matias MoyanoDuring the journey, severe weather and high air traffic around the New York metropolitan area forced the flight into multiple holding patterns, delaying its arrival by several hours. Throughout these holding maneuvers, the aircraft’s fuel levels diminished steadily.As the plane continued circling and awaiting clearance for landing, the flight crew became increasingly concerned about their fuel situation. However, due to communication issues between the pilots and the air traffic controllers, compounded by language barriers, the crew’s repeated mentions of “fuel problems” were not understood to indicate an emergency. The pilots did not use standard terms like “fuel emergency,” which would have clearly signaled their critical status. Eventually, the plane exhausted its fuel and lost engine power as it approached JFK, rendering it unable to make it to the runway.At approximately 9:34 PM, the aircraft crashed in a residential area in Cove Neck on Long Island, about 15 miles from its intended destination. The impact resulted in the deaths of 73 people; however, 85 passengers survived the crash. The fuselage broke into sections upon impact, and the cushioning effect of trees and snow reduced the severity of the crash for some of the occupants, contributing to the high survival rate.The investigation into the accident revealed that the primary factors contributing to the crash were the breakdown in communication between the crew and air traffic control, a lack of clarity in declaring a fuel emergency, and insufficient cockpit resource management. This accident led to significant improvements in communication protocols for fuel emergencies, greater emphasis on the importance of clear terminology between international crews and controllers, and advancements in crew resource management training to enhance teamwork and decision-making in critical situations.Audio corrections made by Jerald Heiss.
DFDR - Yeti Airlines Flight 691 Alex Hoe 2024-08-27 | The date of which 9N-ANC was taken is unknown.Aircraft Photo::• hindustantimes.com/world-news/nepal-plane-crash-5-facts-about-ill-fated-yeti-airlines-flight-101673773649424.htmlAccident Details:• https://www.tourism.gov.np/files/1/9N-ANC%20FINAL%20Report.pdfOn January 15th, 2023, Yeti Airlines Flight 691, an ATR 72-500, was en route from Tribhuvan International Airport in Kathmandu to Pokhara International Airport when it crashed during its approach to Pokhara International Airport, resulting in the loss of all 72 people on board. The flight crew consisted of:• Captain: Kamal KC• First Officer / Co-pilot: Anju KhatiwadaNote: Khatiwada who occupied the left seat was pilot flying, while KC who occupied the right seat was pilot monitoring.As the aircraft was approaching Pokhara Airport, it encountered difficulties. During its final approach, the plane suddenly banked sharply to the left, lost altitude, and crashed into the Seti River gorge, just a few kilometers from the runway. All 72 people on board were killed in the crash, making it one of the deadliest aviation disasters in Nepal's history.The accident's probable cause was determined to be the inadvertent movement of both engine condition levers to the feathered position, resulting in the loss of thrust and an aerodynamic stall.Contributing Factors:• High workload and stress due to operating into a new airport.• Misidentification and selection of propeller controls leading to the feathered position.• Tight approach circuit that did not align with standard visual approach criteria.• Inadequate training and lack of proper procedures for the approach to runway 12.• Non-compliance with SOPs, ineffective cockpit resource management, and lack of sterile cockpit discipline.Audio edited by Jerald Heiss.
CVR - Aeroflot Flight 9981 Alex Hoe 2024-08-12 | Photo of RA-82069 was taken in August 1996. Aircraft Photo:• airliners.net/photo/Aeroflot/Antonov-An-124-Ruslan/1142712?qsp=eJwtjV0KwkAMhO%2BSZwV/oNS%2BrRdQxAuEbKgLa3dJIlhK7964%2BDZ88zGzAJXJ%2BGvPuTIMoIxCL9hBRcG3wrCA8JjUBC2VKZB9MLv3CPv%2BdOgubmoRu87OIhoHIq7G8c9vEll%2BFSu10dFPjh5Y7i3DuXMek9aMbYMNU4Z13QCJ/zJhAccident Details:• aviation-safety.net/database/record.php?id=19961008-0On October 8th 1996, an Antanov-124 owned by Aeroflot but operated by "Ajax", flew from Moscow to Turin where it had to collect several "Ferrari" cars and deliver them to Brunei. The flight crew consisted of:• Captain: Alexei Sergeevich Borodai• First Officer: Alexander Timofeyevich Ugryumov• Flight Engineer: P.F. Mazurenko• Navigator: ?• Radio Operator: ?• Reserve / Relief Captain: Oleg Igorevich PripuskovNote: Various sources indicate Pripuskov was a “replacement pilot”.Due to construction works at Caselle Airport, the runway was shortened to 2350 meters from 3300 which caused difficulties in landing. After passing the clouds, the crew saw that they were passing the runway threshold earlier than planned and at a higher altitude. The captain decided to land and the first officer began to dissuade him and asked to go-around. When the height was less than a meter and with less than a kilometer of runway remaining, the first officer persuaded the captain to go around. However, the first officer moved the engine control levers too quickly and only the third engine went to takeoff-mode. During the go-around attempt the aircaft touched trees at an altitude of 15 meters, it then crashed into a some houses and caught fire.Four people were killed, two on the ground and two in the aircraft. The first officer and the relief captain were killed, while the captain (who survived) had both legs amputated, the flight engineer suffered serious injuries.The following findings were reported:• Weather conditions were marginal,• At the time of the accident, the runway length was 2,350 metres instead of 3,300 metres due to work in progress,• The ILS CAT III system was inoperative during work in progress,• The pilots were warned that the crew of an aircraft that landed on the same runway 36 about 11 minutes earlier established a visual contact with the runway at an altitude of 200 feet only.• The crew continued the approach below MDA without establishing visual contact with the runway.• Poor crew coordination.• Poor approach planning.• The crew failed to follow the approach checklist.• The crew did not divide up the tasks in a correct manner.• The crew did not prepare for a possible go-around procedure.• The decision of the captain to initiate a go-around procedure was taken too late.• The crew encountered engine trouble after the power levers were suddenly moved.• The relative low experience of the captain on this type of aircraft.English subtitles added, huge shoutout to: Алексей Паленков
Let’s talks about the future of my channel Alex Hoe 2024-08-11 | Hello everyone! I apologise for the exhausting response following YouTubes decision. Another problem I have encountered is that my Chanel has lost access to advanced features which I am also having to get restored. If you are interested in supporting me here is the link: buymeacoffee.com/alexhoe02
CVR - Delta Air Lines Flight 191 Alex Hoe 2024-07-21 | Photo of N726DA is dated August 1981.Aircraft Photo: • flickr.com/photos/154191970@N03/34085094960Accident Details:• https://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR86-05.pdf• en.wikipedia.org/wiki/Delta_Air_Lines_Flight_191• baaa-acro.com/crash/crash-lockheed-l-1011-385-tristar-1-dallas-135-killedDelta Air Lines Flight 191 was a scheduled flight from Fort Lauderdale, Florida, to Los Angeles, California, with a stopover at Dallas/Fort Worth International Airport (DFW) in Texas. On August 2, 1985, the flight, operated by a Lockheed L-1011 TriStar, experienced a tragic accident during its approach to DFW. The aircraft had 163 occupants on board, including 152 passengers and 11 crew members. The fllight crew consisted of:• Captain: Edward Michael “Ted” Connors Jr.• First Officer: Rudolph Przydzial “Rudy” Price Jr.• Flight Engineer: Nicholas Nestor “Nick” NassickAs Flight 191 approached DFW, it encountered severe weather conditions characterized by thunderstorms and intense rain showers. At approximately 6:00 PM local time, the aircraft flew into a microburst, a dangerous weather phenomenon associated with thunderstorms. The microburst produced a powerful downdraft, resulting in sudden and extreme wind shear. This caused a rapid and uncontrollable loss of altitude, despite the crew's efforts to stabilize the aircraft and recover from the wind shear.The aircraft struck the ground over a mile short of the runway. The initial impact occurred in an open field, followed by a collision with a water storage tank and two large above-ground water tanks near the airport. The impact forces caused the aircraft to break apart and catch fire. The fuselage was torn into several pieces, and the subsequent fire exacerbated the situation, leading to a significant number of fatalities.Out of the 163 people on board, 137 lost their lives, including 128 passengers and 8 crew members. Remarkably, 27 people survived the crash, comprising 24 passengers and 3 crew members, although many sustained serious injuries.The National Transportation Safety Board (NTSB) conducted an extensive investigation into the accident. The investigation concluded that the primary cause of the crash was the aircraft's encounter with the microburst-induced wind shear. Several contributing factors were identified, including the severity and suddenness of the microburst, which made it difficult for the flight crew to react in time. Additionally, at the time, pilot training for wind shear recovery and awareness of microbursts was not as advanced as it is today. The technological limitations of the onboard weather radar systems and ground-based wind shear detection also played a role, as they were insufficient to predict and warn of the microburst in time.The aftermath of the crash of Flight 191 had a profound impact on aviation safety. It led to significant advancements in pilot training programs, particularly regarding wind shear recognition and recovery techniques. Furthermore, the development and implementation of more sophisticated weather radar systems and ground-based wind shear detection technology have greatly improved the ability to predict and avoid such dangerous weather phenomena, enhancing the safety of air travel.
ATC - Aeroflot Flight 821 Alex Hoe 2024-06-23 | Photo of VP-BKO is dated August 7th, 2008.Aircraft Photo:• jetphotos.com/photo/6360236Accident Details:• en.wikipedia.org/wiki/Aeroflot_Flight_821• aviation-safety.net/database/record.php?id=20080914-0On September 14th, 2008, a Boeing 737 of Aeroflot-Nord (owned by Aeroflot) operated a flight from Moscow to Perm. There were 88 people on board. The flight crew consisted of:• Captain: Rodion Mikhailovich Medvedev• First Officer: Rustem Rafailovich AllaberdinDuring the climb to flight level 310, the captain drank a large amount of alcohol (how exactly this happened is not specified), as a result of which he was unable to fly the aircraft normally.The air traffic controller announced the "MH4B" approach plan, which was longer than the xMH4A" that the pilots set into the flight plan. The first officer due to poor preparation and bad skills entered the new approach plan incorrectly, which caused more difficulty for the drunk captain.The captain forced the first officer to make an approach, while he himself negotiated with the controller in a clearly intoxicated state. The controllers request to go around was ignored three times, after which there was even a question whether everything was okay in the crew.Soon, the first officer asked the captain to take control, to which captain replied "I can't either!" However, for unknown reasons, he turned the yoke to the left roll of 76°The aircraft rolled over making a barrel roll and crashed into a railway line right in the center of the city at a speed of 250 knotsNobody on the ground was hurt. All 88 people on board died.Final Report:• An autopsy showed that the captain's blood contained a high level of alcohol of 0.05% to 0.11% abv.• The captain became spatially disoriented and flipped the aircraft.• The aircraft had been flown with a throttle problem increasing the workload on the pilots.• Poor crew resource management.• Both crew members submitted falsified documents to the airline showing they had passed preflight courses. How the captain was able to consume alcohol on board remains unknown. After this crash, "Aeroflot Nord" was dissolved.Huge shoutout to my colleague Алексей Паленков
CVR - Aeroflot Nord Flight 821 Alex Hoe 2024-06-23 | Photo of VP-BKO is dated August 7th, 2008.Aircraft Photo:• pictaero.com/en/pictures/picture,33957Accident Details:• en.wikipedia.org/wiki/Aeroflot_Flight_821• aviation-safety.net/database/record.php?id=20080914-0On September 14th, 2008, a Boeing 737 of Aeroflot-Nord (owned by Aeroflot) operated a flight from Moscow to Perm. There were 88 people on board. The flight crew consisted of:• Captain: Rodion Mikhailovich Medvedev• First Officer: Rustem Rafailovich AllaberdinDuring the climb to flight level 310, the captain drank a large amount of alcohol (how exactly this happened is not specified), as a result of which he was unable to fly the aircraft normally.The air traffic controller announced the "MH4B" approach plan, which was longer than the xMH4A" that the pilots set into the flight plan. The first officer due to poor preparation and bad skills entered the new approach plan incorrectly, which caused more difficulty for the drunk captain.The captain forced the first officer to make an approach, while he himself negotiated with the controller in a clearly intoxicated state. The controllers request to go around was ignored three times, after which there was even a question whether everything was okay in the crew.Soon, the first officer asked the captain to take control, to which captain replied "I can't either!" However, for unknown reasons, he turned the yoke to the left roll of 76°The aircraft rolled over making a barrel roll and crashed into a railway line right in the center of the city at a speed of 250 knotsNobody on the ground was hurt. All 88 people on board died.Final Report:• An autopsy showed that the captain's blood contained a high level of alcohol of 0.05% to 0.11% abv.• The captain became spatially disoriented and flipped the aircraft.• The aircraft had been flown with a throttle problem increasing the workload on the pilots.• Poor crew resource management.• Both crew members submitted falsified documents to the airline showing they had passed preflight courses. How the captain was able to consume alcohol on board remains unknown. After this crash, "Aeroflot Nord" was dissolved.Huge shoutout to my colleague Алексей Паленков
Throttle Stagger on VP-BKO (Two days before Aeroflot Flight 821) Alex Hoe 2024-06-22 | Video dated Septermber 12th, 2008, two days before the flight of Aeroflot Flight 821 (September 14th, 2008).
CVR - 2004 Macedonian Government (Z3-BAB) crash Alex Hoe 2023-12-17 | Photo of Z3-BAB is dated December 11th, 2003. The names of the pilots are unknown.Aircraft Photo:• planepictures.net/v3/show_en.php?id=184760Accident Details:• aviation-safety.net/database/record.php?id=20040226-0• http://bhdca.gov.ba/english/dokumenti/Aircraft%20Accident%20report%20Beechcraft%20Super%20King%20Air%20200,%20Z3-BAB%20Mostar,%20Bosnia%20and%20herzegovina%20February%2026,2004.pdfOn February 26th, 2004 a Beechcraft Super King Air 200, registration Z3-BAB departed Skopje, North Macedonia on an official flight to Mostar, Bosnia and Herzegovina, carrying 7 passengers, amongst them is Boris Trajkovski, President of the Republic of Macedonia. Trajkovski was flying to Mostar with members of his government to take part in an economic conference.The aircraft departed Skopje at 06:48am. At 07:46am, ATC Zagreb transferred the plane to ATC Mostar. At 07:51am the flight crew reported overhead IAF DIRUK. After IAF DIRUK, the flight crew performed a left turn for 180° and established heading 146°, at 4,700 feet. During last 60° of the turn the flight crew noticed that indications of DME and VOR were lost. The flight crew reported to ATC Mostar that they do not have indication of VOR. After 18 seconds the first officer confirmed to the captain that indicator VOR/DME has been established again and that everything is under control what was conveyed to ATC Mostar by the captain. At a distance of 13 NM to VOR/DME MSR, after the approved by the captain, the first officer disengaged autopilot and had taken the control of the aircraft. After passing 7 NM to VOR/DME MSR the paircraft continued with descending on assigned radial 326. And 31 seconds later the aircraft reached the altitude of 1,810 feet (MDA). The first officer then asked for permission from the captain to continue with descent, of which the captain did not reply but ordered he first officer to increase engine power. The captain repeated for an increase in power before the aircraft impacted a mountainside near Mostar.Probable Cause::• Non-compliance with published approach procedure at Mostar airport, regarding distance and altitude, resulted in Controlled Flight Into Terrain (CFIT).Contributing Factors:• Inadequate briefing of the flight crew for performing the flight.• Check list was not consulted.• Lack of Crew Resources Management (CRM) practice during flight. • Flight crew decision to land at Mostar airport, despite cloud ceiling being below MDA.• Flight crew decision to continue flight after loss of VOR/DME indication.English subtitles added via Closed Captions.
Flight Animation - 2004 Macedonian Government (Z3-BAB) crash Alex Hoe 2023-12-10 | Accident Details:• aviation-safety.net/database/record.php?id=20040226-0• http://bhdca.gov.ba/english/dokumenti/Aircraft%20Accident%20report%20Beechcraft%20Super%20King%20Air%20200,%20Z3-BAB%20Mostar,%20Bosnia%20and%20herzegovina%20February%2026,2004.pdfOn February 26th, 2004 a Beechcraft Super King Air 200, registration Z3-BAB departed Skopje, North Macedonia on an official flight to Mostar, Bosnia and Herzegovina, carrying 7 passengers, amongst them is Boris Trajkovski, President of the Republic of Macedonia. Trajkovski was flying to Mostar with members of his government to take part in an economic conference.The aircraft departed Skopje at 06:48am. At 07:46am, ATC Zagreb transferred the plane to ATC Mostar. At 07:51am the flight crew reported overhead IAF DIRUK. After IAF DIRUK, the flight crew performed a left turn for 180° and established heading 146°, at 4,700 feet. During last 60° of the turn the flight crew noticed that indications of DME and VOR were lost. The flight crew reported to ATC Mostar that they do not have indication of VOR. After 18 seconds the first officer confirmed to the captain that indicator VOR/DME has been established again and that everything is under control what was conveyed to ATC Mostar by the captain. At a distance of 13 NM to VOR/DME MSR, after the approved by the captain, the first officer disengaged autopilot and had taken the control of the aircraft. After passing 7 NM to VOR/DME MSR the paircraft continued with descending on assigned radial 326. And 31 seconds later the aircraft reached the altitude of 1,810 feet (MDA). The first officer then asked for permission from the captain to continue with descent, of which the captain did not reply but ordered he first officer to increase engine power. The captain repeated for an increase in power before the aircraft impacted a mountainside near Mostar.Probable Cause::• Non-compliance with published approach procedure at Mostar airport, regarding distance and altitude, resulted in Controlled Flight Into Terrain (CFIT).Contributing Factors:• Inadequate briefing of the flight crew for performing the flight.• Check list was not consulted.• Lack of Crew Resources Management (CRM) practice during flight. • Flight crew decision to land at Mostar airport, despite cloud ceiling being below MDA.• Flight crew decision to continue flight after loss of VOR/DME indication.English subtitles added via Closed Captions.
DFDR - 1991 Interflug Airbus A310 D-AOAC In-Flight Upset Alex Hoe 2023-09-04 | Photo of D-AOAC (in the thumbnail) is dated November 3rd 1990.• Aircraft Photo: airhistory.net/photo/491400/D-AOAC• Accident Details: aviation-safety.net/wikibase/147079On February 11th, 1991 an Airbus A310-300 flown by Interflug (registration D-AOAC) was flying from Berlin, Germany to Moscow, Russia. During the approach controllers instructed the flight crew to perform a go-around in which the flight crew pushed the Take-off Go-around (TOGA) button.The attitude was to high for the captain who attempted to lower this by pushing the control column (yoke) forward. This type of manual intervention would disengage the autopilot, however in TOGA mode the autopilot would not disengage. As a result of the elevator nose down response (caused by the captain), the autopilot set the stabiliser to +11 degrees nose up. When the aircraft reached its assigned altitude (2000 feet) the autopilot disengaged, this left the aircraft aircraft in an uncontrollable climb causing a loss of airspeed. At an altitude of 4,300 feet and with a positive attitude of 85 degrees the aircraft entered an aerodynamic stall, the aircraft decsended until it recovered from the stall, the aircraft encountered THREE more upsetss until the flight crew were able to regain control of the aircraft. A safe landing was made at Mosocw Sheremetyevo Airport.
CVR - Northwest Airlines Flight 255 (Full Recording) Alex Hoe 2023-08-10 | Photo of N312RC is dated September 1986.• Aircraft Photo: airliners.net/photo/Northwest-Airlines/McDonnell-Douglas-MD-82-DC-9-82/39113/L?qsp=eJyrVkrOzytJrSgJqSxIVbJSSsxJKs1V0lEqSCxKzC1WsqqGiHimKFlZGBsY1dYCALDVEKI%3D• Accident Details: en.wikipedia.org/wiki/Northwest_Airlines_Flight_255• Captain: John Richard Maus• First Officer: David John DoddsDescription coming soon!Huge shoutout to my colleague Jerald Heiss!
Korean Air Lines Flight 007 - Sukhoi Su-15 Fighter Jet Audio (with english subtitles) Alex Hoe 2023-08-05 | The date of which the Su-15 (which was flown by Gennady) tail number 17 red was taken is unknown. Gennady flew a Sukhoi Su-15TM with the tail number of "17 red" under the callsign "805".Description will be updated soon.Huge shoutout to my colleague Alexei.
CVR - Korean Air Lines Flight 007 (with english subtitles) Alex Hoe 2023-07-26 | Photo of HL7442 is dated July 13th, 1980.Aircraft Photo:airliners.net/photo/Korean-Air-Lines/Boeing-747-230B/2377142?qsp=eJwtjbEKwkAQRP9laxs1KKSLlYWghT%2Bw7A3x4MwduxswhPy752E3vHnMrCR5cnz8uRRQTwZWedGOCiu/jfqVFGM0V/aYp0F85lS96%2B3cdYfqWVa/LJUEdgwiKI7w53cN0F8FkzY51ot9DdBHy3Q8VR6ilcRtA84x0bZ9ATvNMf0%3DAccident Details:en.wikipedia.org/wiki/Korean_Air_Lines_Flight_007On September 1st, 1983, Korean Air Lines Flight 007 conducted a scheduled passenger flight from New York to Seoul with a stopover in Anchorage. The flight was being operated by a Boeing 747-200B with the registration HL7442. The flight crew consisted of:Captain: Cheon Byung-inFirst Officer: Son Dong-hwiFlight Engineer: Kim Eui-dongThe aircraft arrived at Anchorage at 11:30 UTC. At 12:57 flight 007 was cleared for take-off from runway 32 and was airborne at 13:00. While 007 was approaching the Kamchatka peninsula, a US Air Force Boeing RC-135 was orbiting the area east off Kamchatka. Soviet Air Defence command assumed that flight 007 was another RC-135. Three Sukhoi Su-15 and a Mig-23 were scrambled from the airbase at Sokol: 805 at 17:42 and 121 at 17:54. At 17:53 an order was given to the ground control that the contact was a combat target, which was to be destroyed if it violated the State border. At 18:08 the pilot of 805 reported that he could see the target. At 18:22 the Soviet command again ordered the destruction of the target. Two air-to-air missiles were launched by 805 at about 18:25. The plane was struck by one or both missiles. Eleven seconds after the hit, the sound of the cabin altitude warning was heard in the cockpit. As a result of the likely failure of hydraulic systems no.1, 2 and 3, the plane became difficult to control. The plane spiralled to the left and the last plotted radar position was at 18:35 at 5,000 metres. The plane subsequently impacted the Sea of Okhotsk, killing all 269 people aboard.English subitltes added! Huge thanks to my Korean colleague Hong.
ATC - Aeroflot Flight 7880 (CCCP-65735) (1979 Dniprodzerzhynsk mid-air collision) Alex Hoe 2023-07-24 | Note: Only a photo of the captain could be found. Due to the format of the photographs, no suitable photos of CCCP-65735 could be used for this videos background.Aircraft Photo: • airliners.net/photo/Aeroflot/Tupolev-Tu-134A/97015/L?qsp=eJyrVkrOzytJrSgJqSxIVbJSSsxJKs1V0lEqSCxKzC1WsqqGiHimKFmZGBiZGNbWAgDA9BDQ• airliners.net/photo/Aeroflot/Tupolev-Tu-134A/1544854/L?qsp=eJwtjUEKwkAMRe%2BStYIittBdnQPYhRcImVAHxs6QRLCU3t04uPu8//h/AyqL8ccea2UYQBmFnnCAioIvhWED4TmpCVoqy0j2xuxeCGE6dte%2BP7mrRey2Oo1oPBJxNY5/fpfI8qtYqc3OfnP2wDK1DJfOeUxaM7YNNkwZ9v0L5cEy5w%3D%3DAccident Details:• en.wikipedia.org/wiki/1979_Dniprodzerzhynsk_mid-air_collisionOn August 11th, 1979, a Tu-134A (CCCP-65816) was performing the flight SU7628 on the route Chelyabinsk (Russia) - Chisinau (Belarus). There were 94 people on board. The plane took off at 12:54. The flgith crew for flight 7628 (CCCP-65816) consisted of:• Captain AlexeI Arkhipovich: Taranenko• First Officer: Valentin Nikanorovich Tarasenko• Flight Engineer: Vladimir Vasilyevich Butyrsky • Navigator: Anatoly Grigoryevich IvashchenkoAt 13:11, another Tu-134AK (CCCP-65735) took off from Tashkent (Uzbekistan) to Minsk (Belarus). They were performing a flight SU7880. There were 84 people on board, including the famous Soviet - Uzbek football team "Pakhtakor", They were flying to Minsk for a match with the Belarusian team. The flight crew for flight 7880 (CCCP-75635) consisted of:• Captain: Anatoly Stepanovich Komarov• First Officer: Sergei Alexandrovich Petrosyan• Flight Engineer: Egor Sidorovich Simakov • Navigator: Nikolai Konstantinovich Skipper • Flight Operator: Yuriy Ivanovich SmirnovThe route of two Tu-134 crossed near Kharkov (a city in Ukraine), this flight zone has always been characterized by high intensity (high traffic).For unknown reasons, the flight director appointed a young, inexperienced air traffic controller (21-year-old Nikolai Zhukovsky) to this sector. ATC-instructor Vladimir Sumskoy was supposed to monitor his work.The flight crew of CCCP-65816 reported that they are flying at altitude of 8,400 meters and asked ATC to climb to 9,600 meters. However, ATC rejected their request three times, although they could have given permission. Later CCCP-65735 got in touch. ATC allowed them to climb 8,400 meters. The air traffic controller incorrectly calculated the time and place where the planes would intersect and was busy directing other aircraft. Because of this, he did not notice the occurrence of dangerous traffic.Noticing the dangerous traffic, ATC instructor Vladimir Sumskoy began to correct the situation. He gave a command to CCCP-86676 to climb to 9600 meters. Then he instructed CCCP-65735 to climb to 9000 meters, informing them of dangerous traffic.However, due to strong interference, none of the Tu-134 pilots heard his instruction. Someone replied "Roger, 8400" but who it was - remains unknown. The air traffic controllers did not check the execution of the command and spent the last minute before the collision shouting at each other because of the situationBoth Tu-134s collided at an altitude of 8,400 meters. CCCP-65816 broke up mid-air, the pilots of CCCP-65735 attempted an emergency landing but lost control and crashed on the ground after losing its wing and tail. The total number of fatalities - 178 people. Two minutes later, the captain of an An-2 (CCCP-91734) Igor Chernov got in touch. He reported that he saw wreckage of both aircrafts falling from the sky.Air traffic controller trainee Nikolai Zhukovsky committed suicide in prison due to threats he recieved from relatives of the victims. ATC instructor Vladimir Sumskoy was sentenced to seven years and was released.Huge shoutout to my russian colleague Алексей Паленков!
CVR - Aeroflot Flight 7880 (CCCP-65735) (1979 Dniprodzerzhynsk mid-air collision) Alex Hoe 2023-07-15 | Note: Only a photo of the captain could be found. Due to the format of the photographs, no suitable photos of CCCP-65735 could be used for this videos background.Aircraft Photo: • airliners.net/photo/Aeroflot/Tupolev-Tu-134A/97015/L?qsp=eJyrVkrOzytJrSgJqSxIVbJSSsxJKs1V0lEqSCxKzC1WsqqGiHimKFmZGBiZGNbWAgDA9BDQAccident Details:• en.wikipedia.org/wiki/1979_Dniprodzerzhynsk_mid-air_collisionOn August 11th, 1979, a Tu-134A (CCCP-65816) was performing the flight SU7628 on the route Chelyabinsk (Russia) - Chisinau (Belarus). There were 94 people on board. The plane took off at 12:54.At 13:11, another Tu-134AK (CCCP-65735) took off from Tashkent (Uzbekistan) to Minsk (Belarus). They were performing a flight SU7880. There were 84 people on board, including the famous Soviet - Uzbek football team "Pakhtakor", They were flying to Minsk for a match with the Belarusian team. The flight crew for flight 7880 (CCCP-75635) consisted of:• Captain: Anatoly Stepanovich Komarov• First Officer: Sergei Alexandrovich Petrosyan• Flight Engineer: Egor Sidorovich Simakov • Navigator: Nikolai Konstantinovich Skipper • Flight Operator: Yuriy Ivanovich SmirnovThe route of two Tu-134 crossed near Kharkov (a city in Ukraine), this flight zone has always been characterized by high intensity (high traffic).For unknown reasons, the flight director appointed a young, inexperienced air traffic controller (21-year-old Nikolai Zhukovsky) to this sector. ATC-instructor Vladimir Sumskoy was supposed to monitor his work.The flight crew of CCCP-65816 reported that they are flying at altitude of 8,400 meters and asked ATC to climb to 9,600 meters. However, ATC rejected their request three times, although they could have given permission. Later CCCP-65735 got in touch. ATC allowed them to climb 8,400 meters. The air traffic controller incorrectly calculated the time and place where the planes would intersect and was busy directing other aircraft. Because of this, he did not notice the occurrence of dangerous traffic.Noticing the dangerous traffic, ATC instructor Vladimir Sumskoy began to correct the situation. He gave a command to CCCP-86676 to climb to 9600 meters. Then he instructed CCCP-65735 to climb to 9000 meters, informing them of dangerous traffic.However, due to strong interference, none of the Tu-134 pilots heard his instruction. Someone replied "Roger, 8400" but who it was - remains unknown. The air traffic controllers did not check the execution of the command and spent the last minute before the collision shouting at each other because of the situationBoth Tu-134s collided at an altitude of 8,400 meters. CCCP-65816 broke up mid-air, the pilots of CCCP-65735 attempted an emergency landing but lost control and crashed on the ground after losing its wing and tail. The total number of fatalities - 178 people. Two minutes later, the captain of an An-2 (CCCP-91734) Igor Chernov got in touch. He reported that he saw wreckage of both aircrafts falling from the sky.Air traffic controller trainee Nikolai Zhukovsky committed suicide in prison due to threats he recieved from relatives of the victims. ATC instructor Vladimir Sumskoy was sentenced to seven years and was released.
CCCP-76569: Interview with the wife of captain Alexander Nikolaevich Kalmykov Alex Hoe 2023-07-08 | Date of the interview is unknown, Colonel Alexander Nikolaevich Kalmykov was the captain of CCCP-76569 which crashed into the Caspian Sea on October 18th 1989. The name of his wife is: Lyudmila Mikhailovna Kalmykova.
DFDR - El Al Flight 1862 Alex Hoe 2023-07-02 | Accident Details:• reports.aviation-safety.net/1992/19921004-2_B742_4X-AXG.pdfOn October 4th 1992, El Al 1862 was conducting an international cargo flight from New York to Tel Aviv with an intermediate stop in Amsterdam. The flight was being operated by a Boeing 747-200F registration 4X-AXG. The flight crew consisted of:• Captain: Yitzhak Fuchs• First Officer: Arnon Ohad• Flight Engineer: Gedalya SoferThe plane arrived at Amsterdam at 14:40 local time for a crew change, cargo processing and refueling. The plane taxied out to runway 01L at 18:14 and started the takeoff roll at 18:21. At 18:28:30, as the plane was climbing through 6,500 feet, the number 3 engine and pylon separated from the wing in an outward and rearward movement, colliding with the number 4 engine causing this engine and pylon to separate as well. An emergency was declared and the crew acknowledged their intention to return to Schiphol Airport. At 18:28:57 the radar controller informed the crew that runway 06 was in use with wind from 40° at 21 knots. The crew however requested runway 27 for landing.A straight in approach to runway 27 was not possible because of plane's altitude (5,000 feet) and distance to the runway (7 miles). When it became apparent that the plane was going to overshoot the localizer, the controller informed the crew accordingly and directed them to turn to heading 290 to try and intercept the final approach path again. A further instruction was given for a 310° heading change and descent clearance for 1,500 feet. While reducing speed in preparation for the final approach, control was lost and the plane crashed into an 11-floor apartment building in the Bijlmermeer suburb of Amsterdam.The probable cause was the design and certification of the Boeing 747 pylon was found to be inadequate to provide the required level of safety. Furthermore the system to ensure structural integrity by inspection failed. This ultimately caused - probably initiated by fatigue in the inboard midspar fuse-pin - the no. 3 pylon and engine to separate from the wing in such a way that the no. 4 pylon and engine were torn off, part of the leading edge of the wing was damaged and the use of several systems was lost or limited. This subsequently left the flight crew with very limited control of the airplane. Because of the marginal controllability a safe landing became highly improbable, if not virtually impossible.
ATC - El AL Flight 1862 Alex Hoe 2023-07-02 | Photo of 4X-AXG is dated June, 26th 1992.Aircraft Photo:• airliners.net/photo/El-Al-Israel-Airlines-Cargo/Boeing-747-258F-SCD/352492?qsp=eJwtjbEKAjEQRP9lay1EsbguNpZaWFy7bIYzEC9hdwWP4/7dGOyGN4%2BZlaTMjo8/lgoayMAqT9pRZeWX0bCSYkrmyp7KHMTfnJt3GvdhvDbPivplaSSyI4igOuKf3zRCfxVM%2BuTULg4tQO890/HceExWM/cNOKdM2/YFTgEyMQ%3D%3DAccident Details:• reports.aviation-safety.net/1992/19921004-2_B742_4X-AXG.pdfOn October 4th 1992, El Al 1862 was conducting an international cargo flight from New York to Tel Aviv with an intermediate stop in Amsterdam. The flight was being operated by a Boeing 747-200F registration 4X-AXG. The flight crew consisted of:• Captain: Yitzhak Fuchs• First Officer: Arnon Ohad• Flight Engineer: Gedalya SoferThe plane arrived at Amsterdam at 14:40 local time for a crew change, cargo processing and refueling. The plane taxied out to runway 01L at 18:14 and started the takeoff roll at 18:21. At 18:28:30, as the plane was climbing through 6,500 feet, the number 3 engine and pylon separated from the wing in an outward and rearward movement, colliding with the number 4 engine causing this engine and pylon to separate as well. An emergency was declared and the crew acknowledged their intention to return to Schiphol Airport. At 18:28:57 the radar controller informed the crew that runway 06 was in use with wind from 40° at 21 knots. The crew however requested runway 27 for landing.A straight in approach to runway 27 was not possible because of plane's altitude (5,000 feet) and distance to the runway (7 miles). When it became apparent that the plane was going to overshoot the localizer, the controller informed the crew accordingly and directed them to turn to heading 290 to try and intercept the final approach path again. A further instruction was given for a 310° heading change and descent clearance for 1,500 feet. While reducing speed in preparation for the final approach, control was lost and the plane crashed into an 11-floor apartment building in the Bijlmermeer suburb of Amsterdam.The probable cause was the design and certification of the Boeing 747 pylon was found to be inadequate to provide the required level of safety. Furthermore the system to ensure structural integrity by inspection failed. This ultimately caused - probably initiated by fatigue in the inboard midspar fuse-pin - the no. 3 pylon and engine to separate from the wing in such a way that the no. 4 pylon and engine were torn off, part of the leading edge of the wing was damaged and the use of several systems was lost or limited. This subsequently left the flight crew with very limited control of the airplane. Because of the marginal controllability a safe landing became highly improbable, if not virtually impossible.
CVR - 1989 Soviet Air Force CCCP-76569 crash Alex Hoe 2023-06-13 | Aircraft Photo:• https://ilsvik.ru/?p=29518Accident Details:• aviation-safety.net/database/record.php?id=19891018-0• http://nkao.ru/plg/forum/forum_viewtopic.php?266.10On October 18th, 1989, the crew of the 8th airborne company of the 217th Guards Airborne Regiment carried out the transportation of personnel and military equipment of the Airborne Division, which took part in suppressing the riots in Baku. The flight crew consisted of: • Captain: Alexander Nickolaevich Kalymykov• First Officer: Valery Viktorovich Vologin• Flight Engineer: Alexander Nickolaevich Pesterev• Flight Engineer Instructor: Evgeny Viktorovich Andreev• Navigator: Fashkhaddin Zakirov• Flight Operator Instructor: Yuriy Nickolaevich Gavrikov• Air Gunner (Tail Turret Operator): Alexander Vladimirovich Andriyash• Ground Engineer: Igor Alexandrovich Krayukhin • Ground Engineer: Alexei Khochuevich GashimovNote: The Air Gunner communicated with the flight crew via an intercom. Shortly after take-off engine no.1 failed, caught fire, and separated from the wing (around a minute after its initial failure). Debris punctured the fuel tank, causing a massive fire. Unfortunately, the fire suppression system failed to extinguish the fire. The crew made the decision to return to the departure aerodrome. The catastrophic development of the fire led to the destruction of the left wing plane. The aircraft lost control and at 18:38 it crashed into the Caspian Sea 5,250 meters from the runway and 1.5 km from the coast.The accident occurred due to non-localized destruction of the engine No.1 D-30KP, as a result of a break in the low-pressure turbine shaft, due to the destruction of the inter-shaft bearingEnglish subtitles added, huge thanks to my colleagues Алексей Паленков, Jerald Heiss and ACC for assisting me!
CVR - World Airways Flight 30H Alex Hoe 2023-05-01 | Photo of N113WA is dated September 9th, 1980. Only a photo of the captain could be found.Aircraft Photo:airhistory.net/photo/227191/N113WAAccident Details:aviation-safety.net/database/record.php?id=19820123-0Flight Crew:Captain: Peter J LangleyFirst Officer: Donald C HertzfeldtFlight Engineer: William L RogersDescription coming soon.
CVR - Polish Air Force Flight 101 (Polish Version) + English Subtitles Alex Hoe 2023-03-25 | Photo of "101" is dated April 8th 2010.Aircraft Photo:jetphotos.com/photo/8338851Accident Details:en.wikipedia.org/wiki/Smolensk_air_disasterOn 10 April 2010 the Polish Air Force TU-154 aircraft, tail number 101, was flying from Warsaw to Smolensk. Almost the entire Polish government was on board, including• Captain: Arkadiusz Protasiuk• First Officer: Robert Marek Grzywna• Flight Engineer: Andrzej Michalak• Navigator: Artur Karol Zietek• Polish President Lech Kaczynski and his wife• Polish Air Force General Andrzej Blasik • Head of the Polish National Bank Sławomir Skrzypek• Commander of the Polish Land Forces Tadeusz Buk• Deputy Ministers, Deputies, etc.The flight's purpose was taking many high-ranking Polish officials to ceremonies marking the 70th anniversary of the Katyn massacre, a mass murder of Polish intellectuals, politicians, and military officers by the Soviets during World War II.Flight PLF101 took off from Warsaw after a delay of 27 minutes.As the aircraft left Warsaw, weather conditions were rapidly deteriorating at Smolensk. A very thick fog formed there. About an hour and a half before the crash, a Yakovlev Yak-40 jet (PLF 031) carrying Polish journalists from the President's press pool landed at the airbase without incident.Smolensk Approach controller stated to PLF101 that there were no conditions for landing. The captain then requested and was given permission to conduct a "trial" approach. The controllers instructed the captain as to the landing minimum of 100 metres (330 ft), to which the captain replied "Yes, sir!”Meanwhile, the situation in the cockpit was one of very high stress. The protocol director Mariusz Kazana was present in the cockpit from time to time, also general Blasik was present in the cockpit, constantly making rude remarks to the crew.Captain Protasiuk was in a difficult situation.In 2008, when he was the first officer on the TU-154, the pilots refused to land in Tbilisi, Georgia. Protasiuk was threatened that he would never fly with the president again.The TAWS warning fired its first audible warning "terrain ahead!" at 10:40:06. This was because the Smolensk airport, as a former military airfield not open to international flights, was not in the system's database and therefore the system did not recognise that the airplane was approaching an airport. The Navigator relies on radio altimeter for readings, instead of barometric, the way he should. The radio alimeter measures altitude beneath them, while the barometric does so according to the runway. Resultantly, a ravine before the runway makes him think that they are on 100 meters, whlist in reality the altitude is already 80 meters.At 60 metres (200 ft) radar altitude (where the crew had set their radar altitude bugs), the First Officer said "Go around!" and pulled the yoke up a bit. Had he done it harder, the crash would have been avoided.At an altitude of 50 metres the air traffic controller said to stop descending and go to horizontal flight. At the same moment the pilots saw trees. The captain increased power to full power and pulled the yoke up, but it was too late. The plane hit a tree with its left wing, flipped over and crashed into the ground. All 96 people on board were killed.It turned out that the crew were under severe psychological pressure, as a result of which they all wanted to quit. This led to the captain trying to land "at all costs".HUGE shoutout to my Russian colleague Алексей Паленков and Jerald Heiss!!
FDR / Video Footage - 2002 Ukrainian Air Force 42 Blue crash (Sknyliv Air Show Disaster) Alex Hoe 2023-03-19 | Photo of 42 Blue is dated November 2001.Accident Details:• aviation-safety.net/wikibase/46141• en.wikipedia.org/wiki/Sknyliv_air_show_disasterOn July 27th, 2002, an air show dedicated to the 60th anniversary of the 14th Aviation Detachment of Ukraine was going at the airport of Lviv (Ukraine). The flight crew for the SU-27 consisted of:• Captain: Vladimir Anatolevich Toponar• First Officer: Yuriy Mikhailovich EgorovAfter the performance of the Yak-52, at 12:41, the SU-27 of the Ukrainian Air Force (registration number 42) began performing aerobatics. During the barrel roll performance at a very low altitude, the plane turned over very late and flew into the crowd of spectators. The pilots attempts to climb were unsuccessful.At 12:52:18, the fighter after hitting a tree, hit the left wing of the crowd of spectators, the pilots ejected. Then ithit the IL-76 (UR-76717) standing at the airfield, crashed into the crowd again and was completely destroyed. 77 people were killed and 543 were injured.According to the first officer's words, they lost their spatial orientation ("where the fu*k is the audience?"), the barrel roll was also performed at an extremely low altitude. Due to the loss of spatial orientation, the pilots kept the aircraft at the critical angle of attack for a long time, which caused a stall. The fighter turned over, after which it was no longer possible to climb. The captain did not plead guilty, speaking of a technical malfunction.Vladimir Toponar: sentenced to 14 years in prison.Yuriy Egorov: sentenced to 8 years in prison.Anatoly Tretyakov, the squadron leader's assistant: sentenced to 6 years in prison. (lack of control over aerobatics and wrong commands)Yuri Yatsyuk, air traffic controller: sentenced to 6 years in prison. (lack of control over aerobatics and wrong commands)The captain denied his guilt for the rest of his life. After serving his sentence, he lived in Crimea, repaired equipment (printers, computers, etc.), he died on January 21, 2022 from cancer. He was 64 years old. The first officer moved to Russia.English subtitles added! Huge thank to my colleague Алексей Паленков, ACC and Jerald Heiss.
CVR - 2002 Ukrainian Air Force 42 Blue crash (Sknyliv Air Show Disaster) Alex Hoe 2023-03-19 | Photo of 42 Blue is dated November 2001.Aircraft Photo:• youtu.be/fPbAI8fb3f8Accident Details:• aviation-safety.net/wikibase/46141• en.wikipedia.org/wiki/Sknyliv_air_show_disasterOn July 27th, 2002, an air show dedicated to the 60th anniversary of the 14th Aviation Detachment of Ukraine was going at the airport of Lviv (Ukraine). The flight crew for the SU-27 consisted of:• Captain: Vladimir Anatolevich Toponar• First Officer: Yuriy Mikhailovich EgorovAfter the performance of the Yak-52, at 12:41, the SU-27 of the Ukrainian Air Force (registration number 42) began performing aerobatics. During the barrel roll performance at a very low altitude, the plane turned over very late and flew into the crowd of spectators. The pilots attempts to climb were unsuccessful.At 12:52:18, the fighter after hitting a tree, hit the left wing of the crowd of spectators, the pilots ejected. Then ithit the IL-76 (UR-76717) standing at the airfield, crashed into the crowd again and was completely destroyed. 77 people were killed and 543 were injured.According to the first officer's words, they lost their spatial orientation ("where the fu*k is the audience?"), the barrel roll was also performed at an extremely low altitude. Due to the loss of spatial orientation, the pilots kept the aircraft at the critical angle of attack for a long time, which caused a stall. The fighter turned over, after which it was no longer possible to climb. The captain did not plead guilty, speaking of a technical malfunction.Vladimir Toponar: sentenced to 14 years in prison.Yuriy Egorov: sentenced to 8 years in prison.Anatoly Tretyakov, the squadron leader's assistant: sentenced to 6 years in prison. (lack of control over aerobatics and wrong commands)Yuri Yatsyuk, air traffic controller: sentenced to 6 years in prison. (lack of control over aerobatics and wrong commands)The captain denied his guilt for the rest of his life. After serving his sentence, he lived in Crimea, repaired equipment (printers, computers, etc.), he died on January 21, 2022 from cancer. He was 64 years old. The first officer moved to Russia.English subtitles added! Huge thanks to my colleague Алексей Паленков and ACC.
CVR - 1987 Soviet Air Force 64 Red Shootdown Alex Hoe 2023-02-26 | (Note: Update 25/04/2023, the aircraft’s registration has been found and verified)Aircraft Photo: • jetphotos.com/photo/7000215Accident Details: • aviation-safety.net/database/record.php?id=19871221-2• http://war.airdisaster.ru/database.php?id=39• http://www.skywar.ru/Poteri1987_2.html• https://www.amur.kp.ru/daily/26197/3084496/?fbclid=IwAR0s2mz976RJkqnCROQ4DOxQSIIZLJSBjHLsH4YIzS8G2c3DI5Ujb8irbV4• http://artofwar.ru/a/ablazow_walerij_iwanowich/texta_187.shtmlOn December 21st, 1987, Major Vladimir Aleksandrovich Kovalev of the Soviet Air Force was initially tasked with a flight to Jalalabad to transport wounded soldiers, but the task was changed to delivering a group of major Soviet military leaders to Bagram. The flight crew consisted of:• Captain: Vladimir Aleksandrovich Kovalev• First Officer: Yuri Devyatka• FIight Engineer: Vladimir Andrushinin• Navigator: Sergei Yasinsky• Radio Operator: Valentin Zhilovsky• Secondary FIight Engineer: Gennady PetrovIntelligence was intercepted during the flight to Bagram: a radio telegram from Pakistan instructing the dushmans to destroy Soviet transport at all costs. Therefore, the generals were left in Bagram. Kovalev's crew took off at 16:42 local time and began climbing to 2000 meters, the spirits began to fire at the aircraft using FIM-92 Stingers, Kovalev managed to avoid 3 missiles, but the fourth missile struck the left engine.On the left side of the aircraft, windows were damaged, fuel was leaking from a punctured fuel tank and a stream of smoke was pouring into the cargo compartment. Having opened the emergency hatch, the crew began to leave the plane by parachuting through the emergency exits. The captain controllled the aircraft until the last minute, taking it away from an Afghan village and after all the crew members had jumped out, he jumped out himself. Unfortunetly, Kovalev sustained fatal injuries because of the small height at which the parachute could not open normally. The plane crashed 2 kilometers from the airport in the forest.The crew of an Mi-8 helicopter, which was on duty, having seen the plane crash, took-off without a commander and ensured the rescue of the crew under enemy fire. The helicopter received several gunshot holes.On July 28, 1988, Major Kovalev was awarded the title of Hero of the Soviet Union.English subtitles added, huge thanks to Алексей Паленков for helping me!
Yeti Airlines Flight 691 In-flight footage (VIEWER DISCRETION ADVISED) Alex Hoe 2023-01-16 | VIEWER DISCRETION ADVISEDSource: facebook.com/watch/?v=572410987679201This video has been uploaded for educational purposes showing in-flight footage of an aircraft crash.
CVR - 1985 Soviet Air Force CCCP-11747 Crash Alex Hoe 2023-01-15 | Photo of CCCP-11747 is dated November 21st, 1985 (the name/rank of the individual in the photo is unknown).Aircraft Photo:• https://aviaforum.ru/threads/spotting-voennoj-aviacii-sovetskogo-perioda.45238/page-100#post-2868127Accident Details:• https://rsva.ru/angola?fbclid=IwAR2iN7USWKKNof0419snf-VjWMQ5o2E3NJj-EwSKRMIMEz83JdYIYUc5OyU• ru.wikipedia.org/wiki/%D0%9A%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0_%D0%90%D0%BD-12_%D0%B2_%D0%90%D0%BD%D0%B3%D0%BE%D0%BB%D0%B5_(1985)• angolamembook.nethouse.me/calendarOn November 25th, 1985, an An-12BP of the 369th regiment of the VTA of the USSR Air Force, painted in the livery of Aeroflot, transported a group of Soviet military advisers, Angolan military personnel, and 2 faulty tank engines. The aircraft flew from Luanda (Angola) with a stopover at Cuito Cuanavale, and finally to Menongue. The flight crew consisted of:• Captain: Sergey Vasilievich Lukyanov• First Officer: Alexey Nikolaevich Nikitin• Flight Engineer: Viktor Viktorovich Osadchuk• Navigator: Vladimir Borisovich Zhurkin• Flight Operator: Sergey Nikolaevich Grishenkov• Flight Interpreter: Vladimir Alekseevich Shibanov• Flight Interpreter Trainee: Sergey Nikolaevich SholmovFollowing the takeoff at Cuito Cuanavale, at 11:20am, the flight took place over UNITA-controlled territory. When approaching the airport in Menonge, the aircraft was shot down by a captured Strela-1 air defense system (on the BRDM-2 chassis) by the South African special forces. The missile hit engine number 3, and damaged engine number 4. The destruction of the wing and the shutdown of two engines caused the crew to lose control of the aircraft, which overturned, struck trees with its wing and crashed into a forest. Everyone died in the crash.On December 5th, 1985, Soviet and Angolan soldiers flew a Mi-8 helicopters to find the crash site, as a result one of them was shot down. Both Mi-8 Soviet pilots and Angolan soldiers who helped locate the crash site died. A small monument was erected at the crash site by Angolan soldiers.All occupants from the An-12 were buried in their home countries. The man who shot the rocket at the An-12 (Andre Diederiks) until his death did not plead guilty to the shootdown. He soon died of cancer.
CVR - 1993 Russian Air Force RA-86039 Crash Alex Hoe 2023-01-14 | Only one photo of RA-86039 could be found (under its CCCP registration). Due to the image size, it is only compatible on the thumbnail.Aircraft Photo:• aviaforum.ams3.cdn.digitaloceanspaces.com/data/attachment-files/2020/12/1566826_8efe43f3e77d0e4cfd4175d83ef2244b.jpg?fbclid=IwAR1_0NL3LNioZmR9Pyr6Dd6VdB4y6ondm_fzOM-sNPzP2LlQfwRNe62TmwU• aviaforum.ams3.cdn.digitaloceanspaces.com/data/attachment-files/2018/02/914455_e0e37e247b172931f8865b001819697d.jpgAccident Details:• ru.wikipedia.org/wiki/%D0%9A%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0_%D0%98%D0%BB-76_%D0%BF%D0%BE%D0%B4_%D0%9F%D1%81%D0%BA%D0%BE%D0%B2%D0%BE%D0%BC?fbclid=IwAR1Qn10n8fVC0_pSwqXWxdo9fk-rc_lHprPRv8kGP-wZyJHJH4bKbf5Fg_k#:~:text=%D0%9A%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0%20%D0%98%D0%BB%2D76%20%D0%BF%D0%BE%D0%B4%20%D0%9F%D1%81%D0%BA%D0%BE%D0%B2%D0%BE%D0%BC%20%E2%80%94%20%D0%B0%D0%B2%D0%B8%D0%B0%D1%86%D0%B8%D0%BE%D0%BD%D0%BD%D0%B0%D1%8F%20%D0%BA%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0%20%D1%81%D0%B0%D0%BC%D0%BE%D0%BB%D1%91%D1%82%D0%B0%20%D0%98%D0%BB%2D,%D0%BF%D1%80%D0%B8%20%D1%8D%D1%82%D0%BE%D0%BC%20%D0%BF%D0%BE%D0%B3%D0%B8%D0%B1%D0%BB%D0%B8%2011%20%D1%87%D0%B5%D0%BB%D0%BE%D0%B2%D0%B5%D0%BA• https://airforce.su/articles/il76.html• 24naville.blogspot.com/2018/06/blog-post.html?m=1&fbclid=IwAR0ocmxMtPEFhG6djHMrfQpiSUITgvCu2Jeg8SVwaTO9gbsGoPraFG35dtgOn July 8th, 1993 an IL-76 of the Russian Air Force was performing a training flight for air gunner trainees. The flight crew consisted of:• Captain: Vladimir Viktorovich Gudin • First Officer: Andrey Polikarpovich Dolganov • Flight Engineer: Alexander Fyodorovich Sinyukov• Navigator: Pavel Borisovich Volgin• Flight Operator: Alexey Valentinovich Blinkov• Air Gunner Instructor: Anatoly Fedorovich Bashinov• Air Gunner Instructor: Vasily Petrovich Polovinsky• Air Gunner Instructor: Arkady Borisovich Vasiliev • Trainee: Dmitry Vladimirovich Jivyh• Trainee: Konstantin Valerievich Orlov • Trainee: Vitaly Anatolyevich ZubarevShortly after takeoff, the aircraft at an altitude of about 250 meters began a turn over the "Cheryokhinsk" combat range. 8 minutes after takeoff at an altitude of about 1200 meters, communication with the air gunner cockpit ceased. At the same time, a noise appeared in the internal and external communication systems which the crew could not eliminate. A fire erupted in the air gunner's cockpit which later spread to nearby ammunition, causing an explosion. The explosion damaged the aircraft's elevator causing a loss of pitch control.The flight director ordered the crew to abort the training mission and make an approach. Three minutes later the pilots began to perform an emergency descent, due to a loss of elevator controls the descent became uncontrollable and the aircraft crashed at 20:47 local time, 3 kilometers from the runway.The cause of the fire remained unknown. There is a possible cause that the fire was caused by a bullet that pierced the aircraft's hydraulic systems. At the time of the accident, paratroopers were firing weapons at the "Cheryokhinsk" combat range which the aircraft flew over. Following the disaster, aircraft were no longer equipped with guns and ammunition during training flights, and subsequently, the gunner's position was abolished.Huge thanks to my colleagues: Алексей Паленков and Jerald Heiss.English subtitles added.
There is a problem on YouTube with Cockpit Voice Recordings Alex Hoe 2023-01-11 | I have made this video following the events of users getting copyright striked for uploading the cockpit voice recording for United Airlines Flight 232.There have been comments left on my videos, community posts and I have received private messages from people informing me about the copyright strikes.To make it abundantly clear I am NOT accusing “Jim” of being the user responsible for copyright claiming the recording. These are allegations from a number of users, including those who have been copyright striked. Because of the nature in which these claims are being made (allegedly under a fake YouTube account) I personally believe the intentions are malicious (my opinion may change if new evidence comes to light).I never wanted to create a video on the matter, nor on the matter relating to the countless re-uploads of cockpit voice recordings that are already public. I intended to discuss about the use of providing credit to users who found a cockpit voice recording, or a flight animation video etc. However I decided against that as I did not want to go off topic.I apologise if I do not make sense, or if I stutter or pause. I did not plan on making this video but to be honest, I have had enough of people playing around with recordings of deceased, as let’s be honest here, most of the individuals you hear on these recordings are no longer alive (as in, survived the accident / hyjacking etc).By now I hope you all understand what my intentions on YouTube are. I work very hard with my colleagues to provide as much context to these recordings as realistically possible. I am not an expert at editing hence why my videos are quite basic. However I provide details that many others don’t, it’s self explanatory.If you might not have guessed, I am an adult, I have a full time job. I am not here for financial gain, this has become a hobby for me in which I enjoy doing.
ATC - TAM Airlines Flight 3054 Alex Hoe 2023-01-08 | Photo of PR-MBK is dated February 24th, 2007.Aircraft Photo:• jetphotos.com/photo/6158732Accident Details:• en.wikipedia.org/wiki/TAM_Airlines_Flight_3054• dailymotion.com/video/x2ohoxw?fbclid=IwAR0ZeWYc5MJW3Ua4B7EYMVF4CwM4Dv584ZnA2gD34PwGq811q7QTkljgCE0• aviation-safety.net/database/record.php?id=20070717-0On July 17, 2007, an Airbus A320 of TAM Airlines was flying from Porto Alegre to Sao Paulo (Brazil)There were 187 people on board. The flight crew consisted of:• Captain: Henrique Stefanini Di Sacco• First Officer: Kleyber Aguilar Lima Note: Both crew members held the rank of captain, the final report states that Lima was "SIC - Second In Command" as well as being the "co-pilot".Runway 35L at Sao Paulo airport was quite short for this type of aircraft - only 1900 meters. Also, the aircraft had one malfunction - it had been operating since July 13th with one thrust reverser inoperative. Adding to the problem was that it had been raining in Sao Paulo for the past two days, making the runway very wet and slippery.The flight proceeded normally until the landing, First Officer Lima was PF (pilot flying). After the touchdown, the captain engaged reverse thrust on engine one, however engine two was left at full power. The ground spoilers which normally extend automatically on touchdown did not deploy, as both thrust levers must be set to idle.The airplane swayed from side to side as the pilots fought to overcome the thrust asymmetry, which was pushing them hard to the left.At a speed of 96 knots, the plane overran the left side of the runway. It collided into a Shell gas station, killing customers in their cars, before plowing directly into a four-story office building belonging to TAM Airlines. All 187 people on board died, also 12 people on the ground.It's unknown why the right thrust lever was not put into Idle mode. Possible reasons - technical malfunction or crew error.Huge thanks to my colleagues Ygor and Алексей.
CVR - TAM Airlines Flight 3054 Alex Hoe 2023-01-07 | Photo of PR-MBK is dated February 24th, 2007.Aircraft Photo:• jetphotos.com/photo/6158732Accident Details:• en.wikipedia.org/wiki/TAM_Airlines_Flight_3054• dailymotion.com/video/x2ohoxw?fbclid=IwAR0ZeWYc5MJW3Ua4B7EYMVF4CwM4Dv584ZnA2gD34PwGq811q7QTkljgCE0• aviation-safety.net/database/record.php?id=20070717-0On July 17, 2007, an Airbus A320 of TAM Airlines was flying from Porto Alegre to Sao Paulo (Brazil)There were 187 people on board. The flight crew consisted of:• Captain: Henrique Stefanini Di Sacco• First Officer: Kleyber Aguilar Lima Note: Both crew members held the rank of captain, the final report states that Lima was "SIC - Second In Command" as well as being the "co-pilot".Runway 35L at Sao Paulo airport was quite short for this type of aircraft - only 1900 meters. Also, the aircraft had one malfunction - it had been operating since July 13th with one thrust reverser inoperative. Adding to the problem was that it had been raining in Sao Paulo for the past two days, making the runway very wet and slippery.The flight proceeded normally until the landing, First Officer Lima was PF (pilot flying). After the touchdown, the captain engaged reverse thrust on engine one, however engine two was left at full power. The ground spoilers which normally extend automatically on touchdown did not deploy, as both thrust levers must be set to idle.The airplane swayed from side to side as the pilots fought to overcome the thrust asymmetry, which was pushing them hard to the left.At a speed of 96 knots, the plane overran the left side of the runway. It collided into a Shell gas station, killing customers in their cars, before plowing directly into a four-story office building belonging to TAM Airlines. All 187 people on board died, also 12 people on the ground.It's unknown why the right thrust lever was not put into Idle mode. Possible reasons - technical malfunction or crew error.Huge thanks to my colleagues Ygor, Алексей and Jerald.
FDR - Bek Air Flight 2100 Alex Hoe 2022-12-20 | Accident Details:• https://l.facebook.com/l.php?u=https%3A%2F%2Fwww.google.com%2Famp%2Fs%2Ftengrinews.kz%2Fkazakhstan_news%2Fsestra-pogibshego-pilota-bek-air-dala-pervoe-intervyu-388701%2Famp%2F%3Ffbclid%3DIwAR1fXnmT1MvjnNf0Jjf_XHEE94aAweL1uZ6FTUB3LKCeg0sREuGBR5bkmjM&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• https://l.facebook.com/l.php?u=https%3A%2F%2Ftengrinews.kz%2Fkazakhstan_news%2Fumer-vtoroy-pilot-ruhnuvshego-samoleta-bek-air-389933%2F%3Ffbclid%3DIwAR1fXnmT1MvjnNf0Jjf_XHEE94aAweL1uZ6FTUB3LKCeg0sREuGBR5bkmjM&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• https://l.facebook.com/l.php?u=https%3A%2F%2Fyoutu.be%2FnSQbDvdUjiA%3Ffbclid%3DIwAR3NdlF9U3xVhhcMn2pDaWavfOCePlr4Ujx53KOAUWMdJ-sRXi2gPtdyS38&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• en.wikipedia.org/wiki/Bek_Air_Flight_2100Flight Crew:• Captain: Marat Muratbaev Ganievich• First Officer: Mirzhan Muldakulov GainulovichThe captain decided to only treat the stabilizer with anti-icing liquid, the wings of the aircraft were not treated. Icing could disrupt the operation of the flaps and increase the aircraft's takeoff weight. The captain died instantly, the first officer survived the accident, he also survived three operations and even regained consciousness, unfortunetly he passed away at two weeks after the crash.(Description will be fully updated shortly)English subtitles added, huge shoutout to my colleagues Jerald Heiss and Алексей Паленков.
CVR - Bek Air Flight 2100 Alex Hoe 2022-12-20 | Photo of UP-F1007 is dated June 28th, 2014. Aircraft Photo:• planespotters.net/photo/586657/up-f1007-bek-air-fokker-f100-f28-mark-0100Accident Details:• https://l.facebook.com/l.php?u=https%3A%2F%2Fwww.google.com%2Famp%2Fs%2Ftengrinews.kz%2Fkazakhstan_news%2Fsestra-pogibshego-pilota-bek-air-dala-pervoe-intervyu-388701%2Famp%2F%3Ffbclid%3DIwAR1fXnmT1MvjnNf0Jjf_XHEE94aAweL1uZ6FTUB3LKCeg0sREuGBR5bkmjM&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• https://l.facebook.com/l.php?u=https%3A%2F%2Ftengrinews.kz%2Fkazakhstan_news%2Fumer-vtoroy-pilot-ruhnuvshego-samoleta-bek-air-389933%2F%3Ffbclid%3DIwAR1fXnmT1MvjnNf0Jjf_XHEE94aAweL1uZ6FTUB3LKCeg0sREuGBR5bkmjM&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• https://l.facebook.com/l.php?u=https%3A%2F%2Fyoutu.be%2FnSQbDvdUjiA%3Ffbclid%3DIwAR3NdlF9U3xVhhcMn2pDaWavfOCePlr4Ujx53KOAUWMdJ-sRXi2gPtdyS38&h=AT3gwbh_A0u-iTV7EUo4vlEDXSv2TsRkmrPgwfutl_7-SKZZtfm6eDj7KbxMBmbfMjX46W0Hs9CaqV_Wu5kruJT3XB-a_36D68EDMpI_GN3cMBK_qj7-KtP6iZs6vLWPoAEw0g• en.wikipedia.org/wiki/Bek_Air_Flight_2100Flight Crew:• Captain: Marat Muratbaev Ganievich• First Officer: Mirzhan Muldakulov GainulovichThe captain decided to only treat the stabilizer with anti-icing liquid, the wings of the aircraft were not treated. Icing could disrupt the operation of the flaps and increase the aircraft's takeoff weight. The captain died instantly, the first officer survived the accident, he also survived three operations and even regained consciousness, unfortunetly he passed away at two weeks after the crash.(Description will be fully updated shortly)English subtitles added, huge shoutout to my colleagues Jerald Heiss and Алексей Паленков.
FDR - Aeroflot Flight 821 Alex Hoe 2022-12-18 | Accident Details:• en.wikipedia.org/wiki/Aeroflot_Flight_821• aviation-safety.net/database/record.php?id=20080914-0On September 14th, 2008, a Boeing 737 of Aeroflot-Nord (owned by Aeroflot) operated a flight from Moscow to Perm. There were 88 people on board. The flight crew consisted of:• Captain: Rodion Mikhailovich Medvedev• First Officer: Rustam Rafailovich AlaberdinDuring the climb to flight level 310, the captain drank a large amount of alcohol (how exactly this happened is not specified), as a result of which he was unable to fly the aircraft normally.The air traffic controller announced the "MH4B" approach plan, which was longer than the xMH4A" that the pilots set into the flight plan. The first officer due to poor preparation and bad skills entered the new approach plan incorrectly, which caused more difficulty for the drunk captain.The captain forced the first officer to make an approach, while he himself negotiated with the controller in a clearly intoxicated state. The controllers request to go around was ignored three times, after which there was even a question whether everything was okay in the crew.Soon, the first officer asked the captain to take control, to which captain replied "I can't either!" However, for unknown reasons, he turned the yoke to the left roll of 76°The aircraft rolled over making a barrel roll and crashed into a railway line right in the center of the city at a speed of 250 knotsNobody on the ground was hurt. All 88 people on board died.Final Report:• An autopsy showed that the captain's blood contained a high level of alcohol of 0.05% to 0.11% abv.• The captain became spatially disoriented and flipped the aircraft.• The aircraft had been flown with a throttle problem increasing the workload on the pilots.• Poor crew resource management.• Both crew members submitted falsified documents to the airline showing they had passed preflight courses. How the captain was able to consume alcohol on board remains unknown. After this crash, "Aeroflot Nord" was dissolved.Huge shoutout to my colleague Алексей Паленков
FDR - 2010 Izhavia RA-42385 Incident Alex Hoe 2022-11-13 | Incident Details:• interactiveavia.livejournal.com/4805.html• vk.com/wall-76992071_167414?lang=enOn September 9th, 2010, a Yakovlev-42D of "Izhavia" took off from Chelyabinsk, Russia (destination unknown). The flight crew consisted of a captain, first officer, flight engineer, and navigator (their names are unpublished).As the aircraft took off, its nose pitched up nearly reaching 50 degrees, and began to stall. At an altitude of 800 feet, the stalled aircraft banked 88 degrees, thanks to the captain's good reaction and competent actions, the aircraft recovered from the descent and gained speed, after which it successfully landed.As it turned out, the ground engineer made a mistake when repairing the elevator button, turning it 180 degrees because the pitch-up and pitch-down were reversed.After this incident, control over aircraft technicians was tightened in Russia.English subtitles added! Huge thanks to my colleague: Алексей Паленков
CVR - 2010 Izhavia RA-42385 Incident Alex Hoe 2022-11-13 | Photo of RA-42385 is dated August 14th 2011.Aircraft Photo:jetphotos.com/photo/7191908Incident Details:• interactiveavia.livejournal.com/4805.html• vk.com/wall-76992071_167414?lang=enOn September 9th, 2010, a Yakovlev-42D of "Izhavia" took off from Chelyabinsk, Russia (destination unknown). The flight crew consisted of a captain, first officer, flight engineer, and navigator (their names are unpublished).As the aircraft took off, its nose pitched up nearly reaching 50 degrees, and began to stall. At an altitude of 800 feet, the stalled aircraft banked 88 degrees, thanks to the captain's good reaction and competent actions, the aircraft recovered from the descent and gained speed, after which it successfully landed.As it turned out, the ground engineer made a mistake when repairing the elevator button, turning it 180 degrees because the pitch-up and pitch-down were reversed.After this incident, control over aircraft technicians was tightened in Russia.English subtitles added! Huge thanks to my colleague: Алексей Паленков
CVR - 2007 Reali Táxi Aéreo PT-OVC Crash Alex Hoe 2022-11-06 | Photo of PT-OVC is dated June 8th, 2007. No photo of the captain could be found.Aircraft Photo: • airliners.net/photo/Untitled/Gates-Learjet-35A/1270928/L?qsp=eJwtjbEKwkAQRP9lay1EsEgX/YCkCPbL3RAPztyxu4Ih5N%2BzHnbDm8fMRqEshq9NawV1pGAJLzpRZeG3UreRYE5qwpbK0gf7cHZvnM7D8%2BGeFrH76iSyoQ8B1RD/fJAI%2BVXQ0CZnv7h4gIwt0/XmPCatmdsGjFOmfT8AWdcyUQ%3D%3DAccident Details: • aviation-safety.net/database/record.php?id=20071104-0• http://revistaepoca.globo.com/Revista/Epoca/0,,EDR80014-6014,00.html• baaa-acro.com/crash/crash-learjet-35a-campo-de-marte-8-killedOn November 4th, 2007 a Learjet 35A of Reali Táxi Aéreo conducted a positioning flight from Campo de Marte Airport to Rio de Janeiro. The flight crew consisted of:• Captain: Paulo Montezuma Firmino• First Officer: Alberto Soares Junior After take-off the air traffic controller noticed the aircraft pitched up steeply (due to fuel imbalance), after the pitch-up, the aircraft rolled quickly to the right (estimated 90 degrees) and the aircraft began a right descending turn. The aircraft then rolled to the left side and continued descending. The controller advised the flight crew that the turn should be to the left (can be heard on the CVR) but they did not respond nor did they declare an emergency. The aircraft impacted a residential area and 3 homes were damaged. Both pilots were killed and a reported 4-6 people were killed on the ground.English subtitles added! A big shoutout to my colleague Ygor for assisting me.
CVR - UTair Aviation Flight 471 Alex Hoe 2022-10-31 | Photo of RA-65021 is dated June 23rd, 2006. No photo of the flight engineer or the navigator could be found.Aircraft Photo: • airliners.net/photo/UTair-Aviation/Tupolev-Tu-134A/1075286/L?qsp=eJwtjEEKwkAMRe%2BStUKr2EV39QKKeIEw%2BWixOkMmUIfSu5sO7h7vwVsoxI/ha/eSQD1lsIYn7Six8jtTv9ALZY4qznQb9t2pObTec1Q7F3fChiEEJIP8/UUFuiXkUFcPX7cO0GtlOnbuZcxp4vqA8TjRuv4ARbsuWQ%3D%3DAccident Details:• aviation-safety.net/database/record.php?id=20070317-0• en.wikipedia.org/wiki/UTair_Flight_471• http://reporter63.ru/content/view/371961/uslovnye-piloty-tu134• https://smotrim.ru/article/2031718• https://www.ntv.ru/novosti/187151On March 17th, 2007 a Tu-134A of UTair Aviation conducted a regular flight from Surgut - Samara - Belgorod. The flight crew consisted of:• Captain: Oleg Zubkov• First Officer: Andrew Lapanow• Flight Engineer: Alexander Muratov• Navigator: Sergei ScherbanDeparture at Surgut Airport occurred at 04:08 UTC with no incident. The weather at Samara was reporting visibility of 200 meters, an improvement in visibility (3000 meters) was expected upon arrival. While en route to Samara, weather reports stated visibility of 1500 meters.At 6:18 UTC the captain briefed the crew about the arrival procedures for Samara. During the briefing, he incorrectly stated that the altitude at which they would capture the glide slope was 500 meters (the actual height is 400 meters according to the approach charts). At 06:22, Samara Control cleared the flight to descend to 5400 meters. At 6:30 the wind direction changed from 270°-290° to 120° degrees. At 06:35 the crew received further clearances in preparation for an approach to runway 23 and the controller reported pressure at Samara being 745 mm Hg. The visibility dropped to 800 meters by 06:37. The meteorological station officer did not inform ATC, although he was aware of this significant drop in visibility. Shortly afterward a visibility of 608 meters was registered (which was below airport landing minima).At 06:40, UCT air traffic control contacted the met station to inquire about the cloud base and horizontal visibility. The met officer reported fog with 800 meters visibility but did not mention the cloud base, according to the latest ATIS information the cloudbase was 490 meters. The actual cloud base measured at the time of the approach was about 30 meters.The aircraft passed the outer marker at 06:41 with a height of 200 meters, the navigator failed to inform the crew that they passed the marker. Landing clearance was obtained at 06:41:55, the aircrafts l rate of descent was 6 m/s, which exceeded the recommended rate of descent. The inner marker was passed with an altitude of 60 meters, a veritcal speed of 5.5 m/s and a lateral deviation from the runway axis to the right (no less than 40 meters).At decision height the crew had not established positive visual contact with the approach lights, the approach continued until the airplane contacted the ground. At 06:42:33, 300 meters short of the runway and 100 meters to the right of the extended centreline, the left wing separated from the fuselage and the plane rolled on its back. 6 passengers were killed while a further 20 were injured.The final report stated the cause of the crash was the approach at Kurumoch Airport with weather conditions significantly below minima for the airport which lead to a hard touchdown. The accident resulted from organizational, technical and procedural deficiencies in the work and interaction of the weather and air traffic control services, as well as from crew errors. At decision height, in absence of reliable visual contact with the approach lights and airport environment, the flight crew did not make a timely decision to execute a missed approach.Following the incident, captain Zubkov and first officer Lapanow were both tried at a regional court in Samara on charges of negligence, causing the deaths of two or more people. The captain was sentenced to six years imprisonment and the co-pilot to two years imprisonment, their sentences were later suspended.
FDR - UTair Aviation Flight 471 Alex Hoe 2022-10-31 | Photo of RA-65021 is dated June 23rd, 2006. No photo of the flight engineer or the navigator could be found.Aircraft Photo: • airliners.net/photo/UTair-Aviation/Tupolev-Tu-134A/1075286/L?qsp=eJwtjEEKwkAMRe%2BStUKr2EV39QKKeIEw%2BWixOkMmUIfSu5sO7h7vwVsoxI/ha/eSQD1lsIYn7Six8jtTv9ALZY4qznQb9t2pObTec1Q7F3fChiEEJIP8/UUFuiXkUFcPX7cO0GtlOnbuZcxp4vqA8TjRuv4ARbsuWQ%3D%3DAccident Details:• aviation-safety.net/database/record.php?id=20070317-0• en.wikipedia.org/wiki/UTair_Flight_471• http://reporter63.ru/content/view/371961/uslovnye-piloty-tu134• https://smotrim.ru/article/2031718• https://www.ntv.ru/novosti/187151On March 17th, 2007 a Tu-134A of UTair Aviation conducted a regular flight from Surgut - Samara - Belgorod. The flight crew consisted of:• Captain: Oleg Zubkov• First Officer: Andrew Lapanow• Flight Engineer: Alexander Muratov• Navigator: Sergei ScherbanDeparture at Surgut Airport occurred at 04:08 UTC with no incident. The weather at Samara was reporting visibility of 200 meters, an improvement in visibility (3000 meters) was expected upon arrival. While en route to Samara, weather reports stated visibility of 1500 meters.At 6:18 UTC the captain briefed the crew about the arrival procedures for Samara. During the briefing, he incorrectly stated that the altitude at which they would capture the glide slope was 500 meters (the actual height is 400 meters according to the approach charts). At 06:22, Samara Control cleared the flight to descend to 5400 meters. At 6:30 the wind direction changed from 270°-290° to 120° degrees. At 06:35 the crew received further clearances in preparation for an approach to runway 23 and the controller reported pressure at Samara being 745 mm Hg. The visibility dropped to 800 meters by 06:37. The meteorological station officer did not inform ATC, although he was aware of this significant drop in visibility. Shortly afterward a visibility of 608 meters was registered (which was below airport landing minima).At 06:40, UCT air traffic control contacted the met station to inquire about the cloud base and horizontal visibility. The met officer reported fog with 800 meters visibility but did not mention the cloud base, according to the latest ATIS information the cloudbase was 490 meters. The actual cloud base measured at the time of the approach was about 30 meters.The aircraft passed the outer marker at 06:41 with a height of 200 meters, the navigator failed to inform the crew that they passed the marker. Landing clearance was obtained at 06:41:55, the aircrafts l rate of descent was 6 m/s, which exceeded the recommended rate of descent. The inner marker was passed with an altitude of 60 meters, a veritcal speed of 5.5 m/s and a lateral deviation from the runway axis to the right (no less than 40 meters).At decision height the crew had not established positive visual contact with the approach lights, the approach continued until the airplane contacted the ground. At 06:42:33, 300 meters short of the runway and 100 meters to the right of the extended centreline, the left wing separated from the fuselage and the plane rolled on its back. 6 passengers were killed while a further 20 were injured.The final report stated the cause of the crash was the approach at Kurumoch Airport with weather conditions significantly below minima for the airport which lead to a hard touchdown. The accident resulted from organizational, technical and procedural deficiencies in the work and interaction of the weather and air traffic control services, as well as from crew errors. At decision height, in absence of reliable visual contact with the approach lights and airport environment, the flight crew did not make a timely decision to execute a missed approach.Following the incident, captain Zubkov and first officer Lapanow were both tried at a regional court in Samara on charges of negligence, causing the deaths of two or more people. The captain was sentenced to six years imprisonment and the co-pilot to two years imprisonment, their sentences were later suspended.
CVR - 1996 Russian Air Force RA-78804 Crash Alex Hoe 2022-10-29 | Photo of RA-78804 is dated September 1996.Accident Details:• aviation-safety.net/database/record.php?id=19961127-0• baaa-acro.com/crash/crash-ilyushin-ii-76md-abakan-23-killedAircraft Photo:• russianplanes.net/reginfo/48656In 1996, the Russian government assigned military transport aviation the task of making 120 flights to the northern regions, which required the delivery of national economic goods, including food and clothing.On November 27th, 1996, RA-78804 an IL-76MD performed one of these flights. The flight crew consisted of:• Captain: Andrei Vitalievich Berezhnoy• First Officer: Kirill Vladimirovich Lyapushkin• Flight Engineer: Andrei Georgievich Uskov • Navigator: Dmitry Alexandrovich Kachura • Flight Operator: Vadim Vasilievich Belikov• (Captain) Flight Instructor: Andrei Olegovich YakovlevThe following crew members were not in the cockpit:• Reserve Captain: Victor Nickolaevich Sivokoz• Reserve First Officer: Alexander Nikolaevich Rybak• Secondary Flight Operator: Alexander Vitalievich Smirnov• (Tail Turret Operator) Air Gunner: Vladimir Alexandrovich HrapakAt 23:45 the plane took off from the runway, there were 23 occupants and 30 tons of cargo worth more than $40,000,000 on board. The aircraft barely lifted from the runway due to it being overloaded.According to the airport exit plan, the first turn was to be performed at a distance of 4 kilometers from the runway at an altitude of at least 200 meters. However, the turn began at 13 kilometers from the runway, this was due to the aircraft being unable to climb sufficiently (as it was overweight). When the aircraft reached 200 meters, it began to turn with a heading of 074, but it was too late - the plane crashed into the mountainside 14km from Abakan Airport.English Subtitles have been added. Huge thanks to my colleague: Алексей Паленков.
ATC - Petropavlovsk-Kamchatsky Air Flight 251 (2021) Alex Hoe 2022-10-22 | Photo of RA-26085 is dated June 12th 2017.Aircraft Photo:• flickr.com/photos/zhur-nik/25927471417Accident Details:• en.wikipedia.org/wiki/Petropavlovsk-Kamchatsky_Air_Flight_251_(2021)• aviation-safety.net/database/record.php?id=20210706-0On July 6th, 2021, an An-26 airlines of Petropavlovsk-Kamchatsky Air Enterprise operated a flight from Petropavlovsk-Kamchatsky to Palana (Russia) with 28 people on board. The flight crew consisted of:• Captain: Dmitry Alexandrovich Nikiforov• First Officer: Dmitry Alexandrovich Anisimov• Flight Engineer: Ryustem Dulkynovich Zavgarov• Navigator: Vladimir Karimovich Sadiev• Flight Operator: Ivan Vladimirovich NeverovAt 14:39 the aircraft began to descend. By 14:49 the aircraft was approaching strong fog while flying over the sea, at an altitude of 1300 meters, the autopilot was turned off. The flight started the left turn. ATC advised the crew not to descend over the sea, but they did regardless.(this was done as they were wanting to land quickly - information from the CVR)At 14:49, the pilots continued their descent from 400 meters to 250; which led to a collision with a moutain at a speed of 350 km/h (220 mph).The cause of the crash was called too early descent and lack of response to the GPWS.
