The videos on this channel are related to the topic of airplane crashes and their investigations. The texts, images, videos or audio recordings are obtained from public sources of the World Wide Web. If there are any problems (copyright, etc.), send me a message at the following e-mail address: g e n o a v i a t o r @ g m a i l . c o m
There should be an engine cut off when takeoff is attempted without correct configuration. Not just an alarm. Fuel cut off or something, or automatic full brake.
On August 9, 2024, Voepass Flight 2283, an ATR 72-500, was flying from Cascavel Airport to Guarulhos International Airport with 61 people on board. The flight encountered severe icing conditions along its route. Although the aircraft was equipped for icing conditions, the situation quickly deteriorated. Initially, the aircraft was flying at 180 knots with anti-icing systems likely engaged. However, as ice accumulated on the aircraft, drag increased, and speed started to decrease. By the time the speed dropped to 170 knots, the engines were still not producing full power, as the throttles were set at mid-range. Despite multiple low-speed warnings, the crew did not significantly increase power. Ten seconds after the final low-speed warning, the autopilot disengaged. The aircraft began to roll steeply to the right, and the descent rate increased dramatically. The airspeed indicator failed due to icing, leaving the crew without reliable speed data. The aircraft then entered a flat spin, rotating several times before crashing. Throughout the situation, the propellers were spinning at full RPM, but the engines were not delivering maximum torque. The throttle levers remained in the mid-range, and the crew failed to advance them to maximum power. This insufficient power output, combined with severe icing, led to the rapid loss of control. The aircraft’s final moments involved a rapid, uncontrolled descent and multiple rotations in a flat spin. All 61 people on board were killed when the aircraft crashed near Vinhedo, São Paulo. The failure to increase power, loss of airspeed data, severe icing, and possible issues with the de-icing system were all major contributing factors to the crash. The investigation continues to examine these factors to understand the precise cause.
No, according to the German speaker, they were talking about how the flight instruments work. They say “if one side (the F/O or captain's instruments) fails, they can still fly with the other side”. Pretty bizarre, because that was part of the accident.
The big light in the right is the moon, collision is At 0.03 and the 2 balls (or lights) are from the tupolev, the dhl stay 2 minutes on air and then go down too
That must have been so eerie walking around that wreckage 10 years later that cockpit wreckage is just so fucking creepy like something from the Shining
@@GeNoAviation im gonna say every "red flag" about it, if theres more im gonna edit this comment - at around 0:50 the background noise suddenly changes, what i think is that someone was recording the background noise playing from another phone using a microphone and then moved their hand away or something similar - im 99% sure i heard the final scream on freesound, even if i didnt heard from there it still sounds like stock scream - the captain's voice sounds very unnatural on the final seconds - if u download the original recording from the original source (without any editing and with background music) and throw in some audio editing software that contains the "spectogram" option u will notice the looped background noise, it looks like it got copy and pasted several times - the ATC communications doesnt have the "popping" noises when starting or ending - it doesnt make sense to censor the impact sound but not the horrible scream (maybe because the impact sound is hard to recreate) - the aircraft stalled and the speed increased so the background noise should have increased in the final seconds which didnt happend (this is noticeable on Aero Caribbean 883 CVR, as soon the aircraft stalled the background noise immediately increases) - even with people saying that it matches the transcript i wasnt able to find the transcript on the final nor preliminary report, the only video i found that transcript was from the same person who posted the CVR so im not very confident about this - the alarms sounds more Airbus-like than ATR-like (unsure about that) - theres no confirmation from CAAN if this recording is real or not - i also wasnt able to find any news from trusted source about the CVR being leaked i said those things a lot of times in other videos (not yours but its really nice to see u asking about it) but no one wants to hear me so im just gonna let everyone believe on it then
Longer Transcript: Moncton controller (9:58:20.4): Swissair one-eleven heavy, Moncton Centre, good evening. Reports of occasional light turbulence at all levels. Swissair 111 (9:58:26.1): Moncton, Swissair. (Extensive communications between Moncton Centre and other aircraft. Unintelligible squelch covered by United Flight 920.) Moncton controller (10:14:12.0): United nine-two-zero heavy, Moncton Centre. Good evening, occasional light turbulence reported at all levels. Other aircraft calling, say again. Swissair 111 (10:14:18.0): Swissair one-eleven heavy is declaring Pan Pan Pan. We have, uh, smoke in the cockpit. Uh, request immediate return, uh, to a convenient place, I guess, uh, Boston. Moncton controller (10:14:33.2): Swissair one-eleven, roger … turn right proceed … uh … you say to Boston you want to go. Swissair 111 (10:14:33.2): I guess Boston … we need first the weather so, uh, we start a right turn here. Swissair one-one-one heavy. ARTICLE CONTINUES BELOW Moncton controller (10:14:45.2): Swissair one-eleven, roger, and a descent to flight level three-one-zero. Is that OK? Swissair 111 (10:14:50.3): Three-one-zero. (Unintelligible words obscured by a noise. Possibly the noise associated with donning oxygen masks.) Three-one-zero … one-one heavy. Moncton controller (10:15:03.1): Swissair one-eleven, Centre. Swissair 111 (10:15:06.6): Swissair one-eleven heavy, go ahead. Moncton controller (10:15:08.6): Uh, would you prefer to go into Halifax? Swissair 111 (10:15:11.6): Uh, standby. Virgin 12 (10:15:15.9): Moncton, Virgin twelve will be standing by. Moncton controller (10:15:17.3): Virgin twelve, roger, standby. Swissair 111 (10:15:38.4): Affirmative for Swissair one-eleven heavy. We prefer Halifax from our position. Moncton controller (10:15:43.8): Swissair one-eleven, roger. Proceed direct to Halifax. Descend now to flight level two-niner-zero. Swissair 111 (10:15:48.7): Level two-niner-zero to Halifax, Swissair one-eleven heavy. ARTICLE CONTINUES BELOW BAW Speedbird 214 (10:15:58.3): And, uh, Swissair one-eleven heavy, from Speedbird two-one-four, I can give you the Halifax weather if you like. Swissair 111 (10:16:04.1): Swissair one-eleven heavy, we have the, uh, the oxygen mask on. Go ahead with the weather. BAW Speedbird 214 (10:16:10.4): OK, it’s the three hundred zulu weather was one-zero-zero at niner knots, one-five miles, scattered at one-two-zero, broken at two-five-zero, plus seventeen, plus twelve, two-niner-eight-zero, over. Swissair 111 (10:16:29.8): Roger, Swissair one-eleven heavy. We copy the, ah, altimeter is two-niner-eight-zero. Moncton controller (10:16:38.6): Swissair one-eleven, you’re cleared to ten thousand feet and the Hal ... altimeter is two-nine-eight-zero. ARTICLE CONTINUES BELOW Swissair 111 (10:16:41.7): Two-niner-eight zero, ten thousand feet, Swissair one-eleven heavy. Moncton controller (10:16:52.5): And Swissair one-eleven, uh, can you tell me what your fuel on board is and the number of passengers? Swissair 111 (10:16:58.3): Uh, roger, standby for this. BAW Speedbird 1506 (10:17:15.5): Speedbird one-five-zero six is at Tusky listening out. Moncton controller (10:17:19.3): Speedbird one-five-zero-six, roger. Moncton controller (10:18:19.3): Swissair one-eleven, you can contact Moncton Centre now one-one-niner-point-two. Swissair 111 (10:18:24.4): One-one-niner-point-two for the Swissair one-one-one heavy. Moncton controller (10:18:31.0): Roger. Swissair 111 (10:18:34.3): Moncton Centre, good evening. Swissair one-eleven heavy, flight level two-five-four descending flight level two-five-zero on course Halifax. We are flying at the time on track zero-five-zero.
