Atlas Air 3591 CRASH outside Houston - NTSB animation explained.

hi everybody very welcome to mentor in general video podcast as always I hope you're doing absolutely fantastic before we start this video I want to issue a warning if you are sensitive viewer or someone who gets triggered or feel very bad about watching images or video sequences including air crashes then you should stop watching right now for the rest of you we are going to be talking about the National Transportation Safety Board and the SBS animation of the crash that happened to atlas air flight three five nine one who crashed into the Trinity Bay in Texas on February 23rd 2019 and killed both pilot and a passive crew member so stay tuned [Applause] [Music] okay guys so the way that I'm gonna do this is that we're gonna watch through this animation it will also include some surveillance footage of the actual crash and then I'm going to at regular intervals stop the animation to tell you some important facts that it's good for you to know and to understand and then towards the end I will read a direct quote from the NTSB about the cause of the crash together with some thoughts from myself about the role of type rating instructors and type rating examiner's out there so let's have a look at it we will show a short animation depicting the sequence of events note that the depictions are not necessarily identical to the airplane displays in this still frame you can see a simulated external view of the airplane the analog airspeed indicator with digits to aid clarity the main attitude director indicator including an airspeed tape display and artificial horizon here is a representation of the flight mode annunciator display an analog altimeter also with digits added for clarity control yoke position thrust levers speed brake lever position a profile graph and select cockpit voice recorder transcript items okay so just to start off here on this is the kind of information and data that the air crash investigators would need to look at in order to understand how an aircraft happened in the first place and work to note here is that they haven't shown the position of the flaps and that's actually important to understand this the kind of what's happening later on but we'll get to that in a second and the other thing that I wanted to point out is the flight mode annunciator that says go around up here basically does an instrument that pilots have straight in front of them on the primary flight display to indicate what the outer pilot is doing so it's extreme important to keep that in the scan in order to understand what the aircraft is doing now let's continue the crew was setting up the approach procedure when the airplane encountered light turbulence shortly afterward the autopilot and auto throttles entered go-around mode as the airplane was passing about 6,300 feet okay so at this point the aircraft is being set up and prepared for the approach okay the first officer is the pilot flying and the captain is Pollak monitoring the captain is involved in the discussion with our traffic control about radar headings what they're trying to avoid some some heavy precipitation enroute and he is trying to confirm if they want him on the radar heading on a direct routing so there's a little bit of distraction on behalf of the captain when this all happens and it goes quite quickly there were no flight crew call-outs consistent with the activation of the go-around mode the airplane arrested the descent and began a slight pitch up and the thrust levers advanced okay so this is where I was talking about some of you will be and asking how come the aircraft can go into an automatic go-around when they're at 6,200 feet and that's actually a very good question because the the way that the autopilot system is set up is that even if you push the toggle button which is on the truss levers it won't do anything unless the aircraft thinks that it's on an approach okay and the only way that the aircraft would feel that it's on an approach is if either you're coupled to glideslope for example or you have selected flaps and in this case even though they're very far out and still at a fairly high altitude for some reason the crew has elected to select flaps one and that's why when the first officer inadvertent it pushes the go-around button it activates now how he pushes the gorram button it's on something that we'll never really know the NTSB is thinks that he might have been reaching over for the for the speed brake selector and when he was doing so inadvertently kind of pushed the toggle button with his arm I don't really see how that can happen but we will never really know how that happened the speed brakes were retracted which could only be done manually the captain responded to a routine radio call while the first officer pushed forward on the column and made an expression about speed and exclaimed we're stalling so here when the aircraft went in to that initial pitch they had a little bit of turbulence before we went to a little bit of a picture up because it was in go-around mode and now for some inexplicable reason the first officer thinks that that was indicative of stall right they still have all of the instrumentation available to them including the airspeed and as you can see the airspeed is now already over speeding okay the reason that it all the speeds already at 260 knots is because they have flaps extended like I was mentioning before but there's nothing here in indicative of a stall okay there is however something called a somewhat graphic illusion that we'll get to in a second but right now the aircraft is in a very very dangerous position they have a pitch down of 27 degrees or so they're only at just below 6,000 feet and they would have an extremely high vertical speed at this point the captain at this point should definitely understand that something is going on and take control because it's always the responsibility of the captain to make sure that the aircraft is safe and any given moment and if he or she doesn't understand what's going on he's better to take over to control sort things out and then try to figure out what was happening there was no indication that the airplane actually stalled it was likely that the first officer was experiencing disorientation due to the somatic graphic illusion in which airplane acceleration results in a false nose high feeling some of the graphic illusion it's something that generally happens to people with very low experience with instrument flying when they're flying in and get themselves into cloud into an IMC condition and basically what it is is that human balance system which is situated in the inner ear are not really built to be in a situation like that we're built to be running around on the Savannah maybe jumping from a tree or two but we're not built to be sitting in a flying machine either pitching up or accelerating so that means that an acceleration actually feels the same for our inner ear as a pitch up so if you are in a situation with very low visual cues and the you know you can't see what's going on then a slight pitch up together with us with an acceleration will feel like a huge pit shop okay and this is actually caused accidents before when if the pilots are not looking at our instrumentation they only act on what they feel they will suddenly just pitch forward very very rapidly in order to get rid of that feeling of pitching up which can put the aircraft in a very dangerous situation some of the graphic illusion is actually what we are using in the simulator to simulate acceleration deceleration you probably seen our simulator that's just standing on its head like this inside of the simulator when we're watching the screens the only thing we feel is a very very quick deceleration as in when we're breaking when we do a reject to take or for example an outside what the simulator is doing is it pitching heavily forward so it's using the some of the graphic illusion to fool the pilots inside that other things are happening to the aircraft that can happen in the real aircraft as well and it's extremely extremely dangerous the airplane reached a steep attitude in high speed below about 3,000 feet the airplane broke out of the clouds the controls move to full nose up but it was too late before they impacted the bay and that last footage was what I was warning people about okay so what I'm about to read now is an exact quote from the NTSB the NTSB determines that a problem cause of this accident was the inappropriate response by the first officer as the pilot flying to an inadvertent activation of the go-around mode which led to his spatial disorientation and nose town control inputs that place the airplane in a steep descend from which the crew did not recover contributing to the accident was the captain's failure to adequately monitor the airplanes flight path and assume positive control of the airplane to effectively intervene also contributing were systemic deficiencies in the aviation industry selection and performance measurement practices would fail to address the first officers aptitude related deficiencies and maladaptive stress response also contributing to the accident was the federal admin Federal Aviation Administration failure to implement the pilot Records database in sufficiently robust and timely manner unquote so what does this mean done well it's actually fairly unusual to see this kind of strong language from the NTSB towards the Federal Aviation Administration and what we're talking about is the fact that the first officer who clearly was the one that caused this accident they were flying perfectly working aircraft straight into this Trinity Bay this was not the first time that this first officer had reacted in a strange way on the pressure in fact this first officer had been in a total of six different airlines in some of those airlines he had busted both line checks and simulated check rides and the if you look through the training records which I have done which they are available and I'll link to them down here you will see that many different instructors so many different examiner's have written very similar things namely very poor situational awareness the student is very well prepared but when put into situations which he has not prepared for acts erratically pushes buttons without thinking about what those buttons will do and generally does not take pressure well okay so this means that throughout his career this pilot has shown signs of not having the aptitude needed in order to be a safe airline pilot and what the NTSB is saying is that if the FAA would have implemented something they had already planned which was this this database or pilots which the airlines would be able to access and see if a pilot have had these kind of problems before they're being employed well in that case this pilot was likely not going to be an employed and this wouldn't have happened so it's very strong language from behalf of the NTSB to watch the FAA in this in this scenario and something that I really wanted to push her here good because I am a type rating instructor and interpreting examiner's that when I read these these training transcripts the hair stands up on my arm as in it is so scary reading because you realize how important a role or the type rating both instructor and examiner actually is it's a very very bad feeling to fail someone all right the two to end up at the end of simulator session having to tell the student that they have failed that they can't continue to work that they have to do retraining is a really bad day at the office however this is exactly why we have examiner's this is why that fail is so important I have never ever regretted a fail in my life because what you really don't want is for someone like this to kind of sneak through the net because someone wants to be nice to them or something like that and then they end up in an aircraft doing something like this the role of the instructor is to to put on very accurate observations of the kind of training performance of the students and if they see deficiencies or aptitude deficiencies whatever it might be make sure that is written down because it will be dug up in case of an investigation that's very clear here and if you are an examiner out there and you the whole thing that the pilot in front of you is going to be safe online then just picture yourself putting your own family in this aircraft and have that pilot in the front that's what I always do and say it's this pilots safe enough to carry your family to their destination if the answer to that is not really sure then you put a fail down you've motivated clearly you show exactly what needs to improve and then this pilot can go for more training to try to improved a bit stronger in those areas and if that cannot be achieved we'll then their careers an airline pilot is over that's very sad but it's less sad than this that's all I have guys if your questions about this has always put them in in the description of the video I'll see if I can answer them there otherwise you can come in and talk to me and other airline pilots in the mentor aviation app which is absolutely free to download you have links to it downloaded here there's loads of pilots that you can discuss these kind of things with technical forums and things like this so take care of yourself and I'll see you next time bye bye right guys I really hope that you like that if you want more content like that more radiation content well then check this out I hope that you have subscribed to the channel and that you've highlights little notification valve see you inside of the mentor aviation app and have an absolutely fantastic day bye-bye you [Music]

Channel: Mentour Pilot

Views: 376,984

Keywords: Boeing 767, Atlas Air, NTSB, Boeing 747, Atlas Air 3591, Mentour pilot, Mentour pilot Atlas Air, Mentour Pilot Boeing 737, Mentour Pilot 737MAX, Pilot life, Aviation facts, Breaking news, Breaking aviation news, Bitcoin, Financial news, Landing, takeoff, Houston, Texas, crash, Aviation investigation, NTSB animation, aviation explained, Flight training, How to become a pilot, pilot training, fear of flying, nervous flyer, Passenger, cargo aircraft, Aviation incident

Id: OwsuV5aOy1Q

Length: 14min 55sec (895 seconds)

Published: Wed Jul 22 2020