zakuivcustom wrote:

That video (and the picture of the crash site) does not look good at all...

They're going to the new Pokhara Airport (the one that just open 2 weeks ago), correct? But the crash site is directly in the southern approach path into the old airport (and runway)?

aviatorcraig wrote:

Although hard to see, in the video the aircraft wing looks clean, i.e. no flaps deployed as would be expected at this stage of the flight.

Aseem747 wrote:

https://youtube.com/shorts/jGtAzhd1_8A?feature=share
Video showing the aircraft a few moments before the crash occured

FlyingElvii wrote:

Flaps down or not, how could they not notice the nose high attitude? As Bob Hoover always said, the best chance of survival is to fly it all of the way to the scene of the crash, meaning maintain control all the way down. Easier to say than do under stress, but still.

sergegva wrote:

Third flight of the day, previously KTR-PKR (Pokhara)-KTR. Rather high utilisation (8 segments yesterday).

SkyEye350 wrote:

Yes flaps looks like are down. Just out of curiosity what is the stall procedure for the ATR?

Standard like nose down, gain airspeed, flaps up?

Blankbarcode wrote:

Something to notice IMO is that we have footage at all, I wonder if something stuck out to this person to film this exact aircraft at this moment. Maybe something seemed amiss that compelled them to start filming from their balcony(?)?

You could say it was a spotter or enthusiast, but their location seems hardly adequate for good footage, it seems like something caught their attention. An engine failure might do that, especially considering the spool up sound starting right before/as the aircraft spins. Purely an observation based on the footage though.

cedarjet wrote:

SkyEye350 wrote:

Yes flaps looks like are down. Just out of curiosity what is the stall procedure for the ATR?

Standard like nose down, gain airspeed, flaps up?

I wouldn’t touch the flaps, for one thing they reduce the stall speed so having them out would help. In any case and on any aircraft regardless of type or size, on the precipice of loss of control, the last thing you want to add to your woes is a configuration and trim change. Nose down, wings level, full power, get the speed back. Once it’s flying you can take a look at the rest.

bhxdtw wrote:

English translation:

"Stéphanie Courvelaire commented: January 15, 2023 - 11 h 43 min
Christian was on board this flight. He sent us a text telling us that he saw the very young and only pilot who seemed busy looking at his phone during the landing phase"


Only pilot??

December17 wrote:

cedarjet wrote:

SkyEye350 wrote:

Yes flaps looks like are down. Just out of curiosity what is the stall procedure for the ATR?

Standard like nose down, gain airspeed, flaps up?

I wouldn’t touch the flaps, for one thing they reduce the stall speed so having them out would help. In any case and on any aircraft regardless of type or size, on the precipice of loss of control, the last thing you want to add to your woes is a configuration and trim change. Nose down, wings level, full power, get the speed back. Once it’s flying you can take a look at the rest.

The new philosophy for stall recovery no longer includes full power. Depending on type, that could lead to nose up forces. Just reduce angle of attack. Power when speed is recovered.

northstardc4m wrote:

Warning… NSFL

Someone was live-streaming from the plane…




https://reddit.com/r/CrazyFuckingVideos ... _from_the/

ikolkyo wrote:

Live streaming from the accident aircraft? Wow.

SuseJ772 wrote:

December17 wrote:

cedarjet wrote:

I wouldn’t touch the flaps, for one thing they reduce the stall speed so having them out would help. In any case and on any aircraft regardless of type or size, on the precipice of loss of control, the last thing you want to add to your woes is a configuration and trim change. Nose down, wings level, full power, get the speed back. Once it’s flying you can take a look at the rest.

The new philosophy for stall recovery no longer includes full power. Depending on type, that could lead to nose up forces. Just reduce angle of attack. Power when speed is recovered.

Of course there are a lot of different aircraft, and different trainings, but I have always heard apply and have applied full power. Cedarjet’s description is my procedure as well. Even if I had a nose up tendency (never had in any stall I have done on), I’d just compensate it with further downward pressure or downward trim.

ikolkyo wrote:

Live streaming from the accident aircraft? Wow.

smokeybandit wrote:

Blankbarcode wrote:

Something to notice IMO is that we have footage at all, I wonder if something stuck out to this person to film this exact aircraft at this moment. Maybe something seemed amiss that compelled them to start filming from their balcony(?)?

You could say it was a spotter or enthusiast, but their location seems hardly adequate for good footage, it seems like something caught their attention. An engine failure might do that, especially considering the spool up sound starting right before/as the aircraft spins. Purely an observation based on the footage though.

Maybe the person just isn't used to aircraft flying that low right there.

December17 wrote:

SuseJ772 wrote:

December17 wrote:

The new philosophy for stall recovery no longer includes full power. Depending on type, that could lead to nose up forces. Just reduce angle of attack. Power when speed is recovered.

Of course there are a lot of different aircraft, and different trainings, but I have always heard apply and have applied full power. Cedarjet’s description is my procedure as well. Even if I had a nose up tendency (never had in any stall I have done on), I’d just compensate it with further downward pressure or downward trim.

FAA guidance changed airlines’ training to focus on lowering the angle of attack and only use power when needed, and rarely is full power needed. It’s the same at every airline in the US now, but maybe not globally. I don’t know.

SuseJ772 wrote:

December17 wrote:

SuseJ772 wrote:

Of course there are a lot of different aircraft, and different trainings, but I have always heard apply and have applied full power. Cedarjet’s description is my procedure as well. Even if I had a nose up tendency (never had in any stall I have done on), I’d just compensate it with further downward pressure or downward trim.

FAA guidance changed airlines’ training to focus on lowering the angle of attack and only use power when needed, and rarely is full power needed. It’s the same at every airline in the US now, but maybe not globally. I don’t know.

Interesting. I am sure they all know more than I do, but most stalls (and particularly dangerous stalls) happen closer to the ground where you don’t have a lot of altitude to lose. You’d think gaining airspeed as quickly as possible so you can stop losing altitude and level off (or eventually climb) would seem logical.

northstardc4m wrote:

Warning… NSFL

Someone was live-streaming from the plane…




https://reddit.com/r/CrazyFuckingVideos ... _from_the/