Why: Midair Blackhawk & Philadelphia Crash Details

in this video I'm going to provide facts

and data around what we know regarding

the patomic crash now days after it has

occurred uh the crash between the

American Airlines slight 5342 and the

Blackhawk helicopter I'll provide you

the latest updates on this and we'll

also go through the Philadelphia crash

to provide updates that we now have on

the crash we will also give you my

opinion as well as facts and data on

where there are problems in aviation I

want to be really clear about this and I

think it gives me a unique perspective

I'm a new newer pilot I began my flight

training in November of 2024 I am a

licensed pilot and I'm going through my

instrument ratings and my multi-engine

ratings to soon get typed to fly uh a

small

jet now the reason I say I have a unique

perspective here is because I've gone

through training in 2024 and 2025 and I

see the holes in our training that I

think everybody involved in the aviation

Community should be aware of because as

a more experienced pilot you might not

be aware of the problems that are

happening at the training level which I

think are really likely to compound into

more Aviation accidents in the long term

and so therefore my goal in making this

video is to try to provide facts where

they're available but then also some

opinion on where I see problems that I

think could manifest into larger issues

so I'll be clear I've got a about 500

Landings under my belt so 500 takeoffs

and lands uh in about 150 hours of

flight time so relatively new pilot but

again I think that provides me an

interesting perspective so let's get

started first by talking about what

happened with this American Airlines

versus Blackhawk crash or Blackhawk

crashing into the American Airlines

flight uh and the first thing that I

want to say is most folks think that

takeoff is the most dangerous phase of

flight and I know that when I was uh not

a pilot I'd always freak out during

takeoff I'm like oh my gosh takeoff

takeoff this is scary like we're going

higher as a pilot I've actually found

that takeoff is generally relatively

easy and this becomes very important as

you'll see in just a moment regarding

the pic crash and DC see

statistically 53% of Aviation accidents

that occur occur during Landing only

88.5% of Aviation accidents

occur during takeoff which makes takeoff

six times less risky than Landing or put

another way Landing is six times more

risky now there are many factors for

this Landing is quite frankly let's

start with this way you're setting up

for a landing in the air whereas you're

setting up for a takeoff on the ground

if you need more time you just sit on

the ground a little bit more that

already changes the workload

substantially because you're getting

your weather briefing and your

clearances and your uh you know uh

flight plates for your approaches or

departures you're getting all of that on

the ground you're able to prepare and

stay ahead of the aircraft on the ground

The Landing phase of flight most of that

work is done in the air and if you

started a little late on that and you

got a little bit behind the aircraft

things compound very very quickly during

the landing phase it is probably the

most important phase to have a sterile

cockpit to not talk about anything else

or Focus about focus on anything other

than getting that Landing done and

that's usually because you're dealing

with a new environment new weather

briefing new air traffic controllers new

traffic uh it's you know one thing when

you're taking off and you're looking at

traffic on your iPad or or your glass

cockpit and you're like all right I see

where traffic is you take off and you

know what to pay attention to when

you're Landing everything is new and

fresh and that's probably why Landings

are indeed much more risky uh but take a

look at this this is a helicopter uh

route sheet uh or you know it's

basically the sectional four uh

sectional plate for helicopters a shout

out to Bronco Li for pointing out that

the helicopter appeared to be on Route

One uh to Route four likely route four

here and uh you'll see that this

intersects with Route Six right here at

the Ronald Reagan Washington

International Airport DCA

now something to know is you'll actually

see Route Six for the helicopter route

goes right over the center of the

airport now a lot of people I know me

before I was a pilot I'd looked it out

I'm like oh my gosh you want me to fly

over the airport what interestingly

flying over the airport is relatively

safe if you do it at the correct

altitude because if you think about it

at an airport uh aircraft are either

Landing or they're departing so they are

at their lowest elevation and I think

that's why over here you have a

helicopter route that's like look 1,500

that's where you have to be no lower no

higher Now understand when you look at

these these charts here these bars above

and below the numbers those are your

ceilings or your floors those become

very very important but they could be

very confusing look how many of them

there are here on this route you're

going to go from 700 as a ceiling so no

higher than 700 as a helicopter to 500

to 300 over here I see a 200 which looks

like it's part of one over here on Route

4 I see a 200 all the way down here but

I see A500 over here and a 300 there are

a lot of numbers going on here uh so to

keep up to date with this in Flight is

is very complicated uh and I'm not

trying to provide excuses I'm simply

trying to say it's it's overwhelming you

have to be very very familiar with these

routes look at the description for Route

One at the American Legion Bri Bridge

you need to be at or below 1300 mean sea

level at another Bridge you need to be

at 700 at another Bridge you need to be

below 300 at the Memorial Bridge you

need to be at or below 200 at James

Creek you have to be at or below 300

like holy smokes you need to know the

names of all these Bridges you need to

know exactly what altitude you need to

be at these various different points and

this is the point of training here's

that route four which basically says

you're going to start at 1,000 ft at

Ford Washington then you're going to

descend to 1,600 uh then once you're you

have you know off to your side they call

this a beam uh the Broad Creek Inlet

well good luck seeing this at night uh

you need to uh descend to 600 ft once

you're a beam this and then you're going

to descend from 600 ft to 300 ft over

the Wilson Bridge and then north of the

Wilson Bridge you need to be at or below

200 ft so you know and then you'll

intercept route one so basically route

four intercepts route one which is just

a way of saying as as you're traveling

up here you need to go from 1,000 to 600

so you can see this here like with more

familiar you see there's the fort you

can see the picture of it see there's

the creek the inlet okay from 1,000 to

600 okay got it we're going this way

going to go down to 300 and when you're

north of this you need to be under uh

200 okay well now remember they came

down this way on the one portion so

they're traveling south towards Route 4

this is where you see you got to be

under 300 here you got to be under 200

but what we now know from the data is

that it appears the accident occurred

around 300 ft now why do I say it

appears around 300t it's because radar

data shows the impact happening when

both the aircraft the airplane the

American Airlines flly 5342 and the

helicopter showed their radar at 300 ft

now that clearly indicates that the

helicopter was too hot now what we know

is radar rounds off to the 100 ft which

is really not a problem when you're an

aircraft flying you know over 600t uh

but when when you're trying to stay

below 300 or below 200 rounding to the

tune of 100 ft is massive that's like 50

to 30 you know 33 to 50% of your

altitude is a rounding error that's a

problem radar should be much more

sensitive at these lower altitudes

especially close to an airport but

unfortunately our airports are not in

the greatest shape in fact this is going

to be one of my complaints in my opinion

section is where I talk about you know

why is it that Landing equipment is so

variable at different airports a lot of

it is is either out of service or broken

or runways or in in poor condition the

funding for our airports hasn't been

great and this is where I I you know I

understand why people say oh my gosh

we're spending so much money in foreign

aid we need to fix our own freaking

airports well yeah we do need to fix our

own airports and this is not to make a

political opinion but there's a lot of

fixing to do at our own airports but

anyway this rounding of radar data is

very very bad

when the difference of 100 feet which is

a rounding error is literally the

difference between life or death because

if it is true that the helicopter indeed

busted the ceiling right here of 200 ft

which it appears it did then yes it

appears that the helicopter is likely

responsible uh for the crash yes we

already believe and and that's

speculation I want to be clear about

that uh you know I'm not trying to point

fingers here um we've got a lot to talk

about this here's I think

AI Telly did a nice um sort of uh 3D

animation of this I will say the first

part of their animation I disagree with

so because it it it doesn't line it up

like this I think this is a good

alignment uh of what likely happened

except it doesn't show you the vertical

as well uh because I really think this

plane essentially descended uh and the

helicopter was ascending right so you've

got I'll picture that as the descending

plane the ascending helicopter and and

that's how you get that sort of impact

it's a little hard but this is probably

one of the better 3D renderings I've

seen of it uh and busting that that 200

is what created this now these routes

have since been cancelled because

they're just too close too tight

probably because of the limitations of

uh what we have over here and there are

other factors at play as well the New

York Times had a piece on this and it

essentially overlays what it sort of

looked like to see the other uh plane uh

now I I don't 100% agree with this

because the plane would have had some

form of positioning and strobe lights on

in this angle likely the landing light

as well uh but that would have Blended

in with City Lights in the background so

this is not the best representation I

believe but it's still decent to show

you the windows and the positioning of

you know how small objects look

especially when they're moving towards

each other especially if you're wearing

night vision go

and you only have you know a 40% sort of

reduced field of view I believe that at

the point of impact the plane was

essentially off to the left here uh of

the cockpit view

and if they were wearing night vision

goggles uh it's not an excuse but it is

likely that they just didn't see the

plane that was Landing over them uh and

yes there was a likely misidentification

that appears to be the mainstream thesis

right now is that there was a

misidentification that they looked at

the wrong American Airlines flight a

flight that was taking off to verify

that they were going to maintain verbal

uh sep or visual separation uh as the

air traffic controller requested uh and

they requested from the air traffic

controller and the uh air traffic

controller confirmed they likely had the

wrong plane in sight and that's why this

accident

occurred now that part is speculation we

believe that is a possible or plausible

explanation but it's speculation just

like all of these diagrams are really

just speculation what all we know is

that radar data rounds to 100 and it

rounded to 100 in a place where

100 made a life or death impact and

that's what pisses me off is why do we

not have the technology to bring that

tighter now another thing I will say is

that a lot of military aircraft and this

is my opinion uh a lot of military

aircraft I see do not transpond on

adsb uh now they could still show up as

a data point on uh your uh you know your

map so to speak for example I'll show

you a my iPad right here this is a

screenshot I took just the other day

over the Camaro airport this is what air

traffic looks like for Pilots when they

use an app like foreflight I could

clearly see the November numbers for

each of the aircraft uh I could see

their trajectory extended via these

these trend lines I can click on them

and see their recent path that's sort of

the green path that you could see there

uh there's a lot of data you could get

and so if I'm coming in for a landing I

could see which aircraft are in front of

me now something that bugs me uh is if

you're not transponding on uh you know

your your adsb out then you don't

actually show up as an arrow or a

triangle which is ridiculous in fact

over the camio airspace we have a Point

meu Air Force Base uh a facility where

where we regularly have Flight Training

f16s we have radar planes c130s they're

all taking off over

there A lot of them are not actually

on this map because they're they're

flying dark I saw a radar plane probably

about 1,800 ft uh just south east of the

airport maybe 3 miles Southeast of the

airport under the grade and I I'm

watching it I see it right in front of

me as I'm in uh the the left downwind

for 26 over

here and they don't show up at all on my

map I think that's wrong I think if

military aircraft are going to fly in

America on training missions they should

absolutely be required to show up uh and

and transmit adsb out

data so that way other aircraft could

see their positioning now I do not know

if that was a fact here there is another

way you could show up as an arrow and

that's when an airport radar or radar

station picks up the

aircraft uh and then transmits that

radar signal to aircraft which then we

can receive and then it'll show up as an

unknown type aircraft and we'll still

get an arrow of it but often times I see

these military aircraft and they're just

invisible and I'm like this is

ridiculous how am I supposed to feel

safe flying when I'm looking at this for

my traffic

and then military aircraft are Flying

Blind I think as a newer pilot that is

very bad I don't know if that uh played

a role in this accident here but I think

there's a chance it could have if that

heli did not show up on this sort of

traffic map for the American Airlines

flight they were scammed they were

scammed out of the data that could have

saved 67 Liv now it's worth noting that

according to the flight data recorder

uh the NTSB indicated that there was uh

some form of uh audible indication 1

second before impact it was probably

something like holy

sh and they immediately pulled up so the

American Airlines flight saw the

helicopter last second literally the

last second and began he pull up but it

was too

late so clearly the American Airlines

flight had no idea the helicopter was

there now maybe they weren't looking at

the the the uh uh you know this

transponder data but my guess is that

military flight was invisible because I

have with my own eyes seen planes that

are invisible on my traffic map and I

think that is a disgrace as a newer

pilot it makes me nervous to fly where

the military flies Okay and we're going

to leave that at that and we're going to

move on to more updates because there's

a lot to talk about here all right so

that's our Potomic crash now I want to

talk about the hours that uh these these

Pilots were flying because a lot of

folks were like oh you know was was this

I see these comments on social media

people were like oh was was the pilot

like uh uh uh you know flying part-time

or why do they only have 500 hours of

flight

time first of all it takes a long time

to get hours in

aviation you're lucky if you fly like 2

or 3 hours every day first of all there

there's weather uh second of all there's

ground that you have to learn so you

have to respect weather there's uh

ground schooling that you have to do uh

there is a lot that goes into prep and

charting and plating so you could

literally spend a 10-hour day of

studying Aviation ground plates your

pre-flight checklist fueling uh sumping

fuel you know verifying uh your your

systems are functioning on the aircraft

and you spent 10 hours and you only end

up logging 2 and 1 half hours of flight

time it's happened to me many times so

when I say have 150 hours you know

that's probably like 500 or more hours

of actual Aviation related work could be

even substantially more than that so the

hours are a little bit

misleading uh but it shows you when

somebody has thousands of hours they've

been doing it for a while because it

like there's probably a you're probably

putting in about 3 to four hours for

every actual hour of flight time you

have kind of

crazy according to

uh according to what we could see online

it appears that the female pilot had

here it says more than 450 hours of

flight time I've seen other sources that

have indicated uh that uh she had 450

hours here it says more than 500

hours either way it it is on the lower

side now realize I have fewer hours than

that I understand I've only been flying

since

November but I will say the most

experienced Pilots usually have in

excess of 5,000

hours certainly 2,000 hours in an

aircraft and usually what happens and

this is a big downside in aviation as

well is that as soon as you get to

around 1,500 hours you sort of graduate

from training and being a trainer and

you start going on to flying jets or you

know a fighter pilot you're getting out

of the training environment it's almost

like once you get to 250 hours you start

training other people you're still a

total newbie but you're training other

people and now instead of you paying as

like a Private Pilot instead of you

paying to fly to get those 250 hours

somebody else is paying you to train

them and you're getting hours because

you're sitting in the plane collecting

hours right training to go from 250 to

1,000 so it's possible that this

instructor with more than a th000 hours

of flight time it's possible maybe they

only had 500 hours themselves of

actually flying and 500 hours of sitting

in the chair next to the you know person

learning I think that is a critical

downside and and really it's it's

frankly a fatal flaw in the training

environment in aviation for example uh I

have been in situations where uh I'm

doing instrument training and like

imagine this we're flying in the

clouds you know you if you're wondering

about this you're like wait instrument

train you probably should be flying in

the clouds right oh yeah you should be

but most people who get their instrument

ratings they get their instrument rating

with almost no actual flight time in

clouds instead they wear these things

called a hood or foggles these are the

greatest scam ever these are a total

ripoff for the AV ation Community I

absolutely despise these see they're

just supposed to like block the upper

part of your vision so that way you

could only look at the console in front

of you it's total fugazi now why is it

total

fugazi because you could still see out

of the corners of the glasses with your

peripheral vision or you lift your head

a little bit and you could see

everything in front of you in visual

flight rolls I've worn fogles during the

day at night I've worn them probably for

somewhere around 40 hours they're a scam

I've been in actual clouds for maybe

about 90 minutes and I'll tell you when

you're in actual clouds like flying the

playe yourself in the actual clouds it

is a completely different ball game the

first time I went into the clouds you

know it's like oh okay I've done fogles

should be similar right no it's like oh

whoa okay I literally can't see anything

I can't like take off the glasses and go

oh I can see everything now it it is a

freaky feeling

now this will be important when we talk

about the Philadelphia crash because it

could be something that contributed to

the Philadelphia crash speculation we'll

talk about that in just a moment but I

find that the vast majority of

instrument training that is conducted is

conducted in these sort of hoods or

fogles and they do not give a realistic

impression of what it is like to be an

instrument rated pilot I think that

could be a contributor to why

Pilots aren't really good when it comes

to clouds unless they have a lot of

experience flying in the clouds and I

I'm also of the opinion and mindset that

people shouldn't become a pilot at all

unless they're instrument rated now that

adds extra barriers and that's probably

why we're not in this case but it's very

easy to take off in visual conditions

and then before you know it you're in M

or a cloud and that Panic sets in of oh

my gosh I can't see anything anymore now

as an instrument rated pilot you know no

problem I got my instruments I'm going

to trust my instruments but that

adjustment does not actually get trained

in most people's training and I think

that is bad I don't know if that

contributed at all to the Philadelphia

crash we'll talk about that in just a

moment uh but this idea that she had 500

hours and the instructor had 1,000 hours

yeah they're both newer uh there are

some people like this website arguing

that this was a very experienced

group I don't think a th000 hours of

flight time is very experienced I've

been in instrument conditions with

pilots who have a th hours and they've

never been in an icing

condition and then I I I think to myself

I'm like how am I supposed to learn from

somebody and I don't blame them I blame

sort of like the schooling process the

way the aviation processes how am I

supposed to learn how to deal with icing

if almost none of the instructors you

fly with have ever been in icing

themselves because they do their

instrument training with fogles and

they're not actually in clouds where

they're dealing with icing you know so

like that way if I'm in a situation

where I'm like okay I know I need to

turn on our anti- I uh 15 minutes before

entering icing and we enter icing and

the system's not on yet

because the instructors haven't been

taught and they say no no no no we're

going to preserve our icing fluid until

we're actually in the clouds I'm like

it's not going to work and then that's

what happens that is unsafe

and that's not any one person's fault I

think it's just the nature of Aviation

is that you're training people in a way

that does not line up with

reality and that's probably and again

this is speculation that could be a

contributor to what you have over here

when you go through and you read these

these FAA

plates and the FAA plates are okay you

know we're going to we're going to be at

this altitude at this level this how are

often have the pilots trained at night

to be at those various different

altitudes my guess is not too often

because most training is also done

during the day I go out of my way to

find training at night because I think

it's so important to train at night

everything is different Illusions are

different especially if you're wearing

night vision everything is different at

night I've never worn night vision I'll

say that but that's another potential

contributor here again it all comes back

back to training and I just want to be

clear with where my opinion is and where

the factual updates

are

so we know as a fact ceilings are 200 in

the ptoi crash we know that radar data

rounds to 100 the ceiling was 200 let me

make sure I said that right and radar

rounds to 100 we know there are cases as

a fact that the military does not

broadcast their location and we know as

a fact that often times the people

training

don't have a lot of Real World

Experience themselves those are

facts all of those facts are problems we

also know as a fact that Landing is six

times more dangerous than takeoff I have

flown a helicopter as well and I'll tell

you it's really easy without even

realizing it to add a tiny little bit of

pressure to that lever that's on the

floor they call it the collective it

should be uh using my left hand uh just

the camera's on the right I think but

it's really easy to pull up on

that without even noticing it and start

climbing very easy to bust ceilings in a

helicopter now at this point uh here you

could see some indications of the 450

hours of

experience we see uh Captain

Rebecca as uh clearly an Enthusiast

Outdoors she worked in the Biden

Administration there were rumors

circulating that oh she was

lgbtq these these sort of comments are

just

disgusting

uh I I feel terrible that this happened

and again I'm making this video because

I feel so bad for these folks they're

literally my age you know I just turned

33 and uh it's so

sad uh anyway so so this is why I want

to add uh this insight to this now going

out to Philadelphia

the black box was

recovered uh the daughter was 11 who

died which is absolutely terrible it's

honestly it's so unfair it's almost

Final Destination esque where it's like

you literally got life saving

surgery uh and uh you know to survive to

have a chance at

life and then the plane that's going to

take you home after your life-saving

surgery crashes this is the black box

it's terrible it's absolutely terrible

now uh I froze I I didn't like a lot of

the animations on the from AI here

either uh so I I I froze at an image

that I did

like which is and I've sort of been

leading up to this I believe that the

pilots and this is my speculation okay

fact I want to be clear the fact is the

girl was 11 the fact is one person died

on the ground uh I think they were in a

car let's see here blackbox was

recovered the photo was released some of

the cops are dealing with breathing

problems uh and here we go one

37-year-old was found dead inside a

vehicle after the plane

crashed six people inside of the plane

including her mother and four crew

members were all killed all from Mexico

they had a fuel stop uh

scheduled uh but they were heading to it

looked like Tijana Mexico

now the reason I froze on this image is

because when we looked at the trajectory

of this flight which I didn't love the

drawing of the trajectory here mostly

because uh how how they're depicting

this plane taking off from this plane I

think is a little or taking off from the

airport is a little funny like at least

put the flight path of the line on where

the airport is but anyway uh the the

point is they show a little bit of a

right turn starting which some of the

adsb data did indicate a little bit of a

right turn starting but they were

supposed to turn substantially to the

right 290 degrees was their supposed

heading which would have been about

halfway through the screen over here

where this mouth Mouse is so for some

reason they never completed this turn

now we know that uh in the takeoff data

we hear them acknowledge their switch to

the partner frequency and then the pilot

says good day which implies that there's

no real stress at the point of of that

ATC transition which is probably around

the time that they entered the

clouds now again that is speculation it

is speculation that they were not

distressed because the pilot said good

day or the co-pilot said good day uh but

what we know is they never fully

completed their right

turn now pilot debrief suggests that uh

and Bronco ly both suggest that this was

unlikely a stall but that this was

potentially

uh a result of spatial

disorientation I agree uh that there

were there were two speculations I

originally had one was that this was

either a stall uh or that this was

spatial

disorientation spatial

disorientation uh it appears more likely

after looking at more of the data that

uh because of the way the plane crashed

spatial disorientation is what happened

which what I mentioned in my first video

uh is that when you are taking

off if you're not fully prepped there's

a lot that's going on you in my opinion

should have the autopilot set before

your takeoff because when you get into

the clouds like this things change very

very rapidly and this is where as a

newer pilot I'd like to also mention

that pilot first of all every plane

should have an autopilot the a lot of

trainer planes do not have autopilot

which is insanely stupid in my opinion

and again I'm giving that to you as

perspective fact many trainer planes

don't have

autopilot now if you drive a Tesla you

think how hard is it to use autopilot

well I'll tell you in a plane very hard

because if you get into a

plane and you just turn on the autopilot

uh on your takeoff the first mode it

goes into is called roll

mode roll mode is like what it sounds

the plan's just going to start rolling

into a constant bank that's not what you

want not that's like terrible uh what

you generally want on takeoff is your

plane to follow a flight plan which

means the flight plan has to be

programmed or a

heading so what I like to do when I take

off on a plane when I take off assume

this little radio here as a plane when I

take off on a plane uh I like to have my

autopilot set before I ever enter the

runway so I set my autopilot and I'll

program in do the same thing every time

what is my initial heading going to be

okay I'm taking off runway 2 six I want

my initial heading to be 300 so I want

to turn right 30 or

40° I rotate my heading knob to 300 set

that heading what altitude do I want to

climb to set my altitude knob move the

altitude to 4,000 or whatever my initial

climb altitude is and then I got to set

my flight level change okay so I go to

flight level change and then I scroll

the Little Wheel and I program in at

what speed do I want to climb all right

want to climb at 110 knots or 120 knots

whatever now if you programmed that all

and then you went to test your flight

controls as Pilots usually do you could

have actually overridden the autopilot

and cleared all of those settings so now

all of a sudden you get up in the air

you hit the autopilot and oh no it's

back on Roll mode it never actually

saved all of the autopilot settings you

input so now you have to reprogram all

of that and if you're doing that as

you're entering the clouds

good luck

man I I say this because as a as a newer

pilot I see a lot of training

failures nobody has trained me how to

set the autopilot before takeoff that is

something that I studied and started

doing myself and then when I do it

people that I fly with trainers are like

oh that's a good idea

like

bro this should always be done uh you

know if you are fortunate enough to

actually have a plane that has autopilot

that you're training in you know I'm

fortunate I've done most of my training

hours in a Cirrus SR22 G7 but it's very

expensive to do that uh some of my

training hours have been in Cessnas in

Pipers uh or diamonds like a

da42 and there's no

autopilot but when you go out into the

real world and you start flying a plane

with autopilot and you never had

training on it well then you don't have

the habits built to actually have your

autopilot preset see in my opinion and

this is speculation okay so I want to

give you the fact autopilot training

sucks in

aviation and like nobody actually does

preset this stuff or they don't realize

that their autopilot settings get

cleared when they go through their

checklist so you have to set it at the

correct time but in addition to

that uh when you transition from Train

into the real world and now you're

expected to use autopilot you're going

in with sort of empty bags of training

and so when you go into the clouds in my

opinion you want to be at a point where

you're at 400 ft boom autopilot on like

as soon as you've cleared your obstacles

and you're off the end of that Runway

the departure end of the runway

autopilot I want that sucker on ASAP

because there's enough going on now you

have to dial in your departure frequency

if you didn't preset that up you got to

put in your heading if you didn't preset

that up all of that could be on

autopilot

in my opinion and this is based on the

data autopilot was not used unless there

was some kind of catastrophic failure

which I don't think there necessarily

was there was a lot of comments around

this this plane potentially being on

fire prior to Landing I didn't see that

in any of the images uh what it looked

like was a very bright Landing light

that would show up in some of the

imagery or just the reflection of the

side of the plane is very very common

when you fly a plane at night you start

seeing the reflections that pop up of of

other planes it becomes that makes more

sense or the landing lights of planes

they're very bright uh in my opinion

autopilot was not used otherwise that

heading would have been used unless

there was some other inflight

catastrophic failure so again I want to

be clear there is a form of speculation

here but I want to use this as a

learning opportunity to say here is how

that speculation could potentially if

it's not the cause of this crash it

could potentially be the cause of other

crashes and I'm bringing it up as a

learning lesson because I see this as a

big problem

so if autopilot was used they would have

had their heading and they probably

wouldn't have gotten spatially

disoriented because the autopilot would

have flown them to their heading and to

their altitude and they could have taken

their time to get their bearings now

here's the other thing when you end up

without autopilot on and you're stick

flying in the clouds yes Pilots are

supposedly trained to be comfortable

with this but most of them are trained

wearing

fogles when you actually hit the clouds

it's

like I can't see anything I have been in

that situation where I hit the clouds I

look down and I'm go switch to

instruments you look down and you feel

your adrenaline be because you're like

okay I only have the instruments now and

you look down got to hold that heading

hold that altitude how's my angle how's

my pitch you you know everything attack

for climbs and this is also important

because I also mentioned that I think a

contributor to this crash my opinion is

a weight issue very easy if you're full

fueled to overweight here I don't know

if they were full fuel given that they

had a fuel stop not too terribly far

away it is possible that they actually

didn't have full fuel but you know based

on the explosion at the end it seemed

like there's a chance they could have

been Fu full fuel we'll see the

investigation will reveal but it's very

very easy if you are aft heavy and then

you get into the clouds and you get

disoriented you're accidentally pitching

too high uh you become disoriented you

lose directional control of the aircraft

and you start rolling to the left which

as we saw in the data is what happened

the role to the left we don't know why

that role to the left happened but it

could be a

contributor

so to me the these are all issues but in

addition to this there are issues of uh

ATC or air traffic control just being

overwhelmed uh this is another issue

that I see a lot uh in aviation uh and I

hate to say it but I think a lot of air

traffic controllers are

overwhelmed they are they're probably

too few of them but I've seen air

traffic controllers uh be unable to

handle traffic call outs to where planes

are taking off into other planes and

they're not even noticing each other and

air traffic control says

nothing not trying to make excuses but

I've been in situations where where I

just see air traffic control where you

expect them to give a traffic advisory

and they don't or uh and it's probably

because they're overwhelmed with other

other work I've also seen very

inconsistent airport AIDS Landing AIDS

out of service uh you know Precision

approach Landing lights uh out of

service a pathway indicators like a papy

uh inconsistent weather briefings you

know we we still rely on these like Adis

reports that only update every hour but

weather changes way faster than

that manual wind checks the fact that we

have to like sometimes get on the radio

and manually request a wind update is

crazy since the wind data is generally

collected in an automated manner anyway

they should be just broadcast via an

automated AIS every minute as some

airports have but not all airports

military should never have adsb disabled

in America uh you know especially around

active civilian flight areas we've

talked about some of the training area

issues or autopilot issues I do think

that air traffic control should verify

that you're actually on your departure

heading before transitioning you to the

next controller I mean maybe that's just

a responsibility division

but this aircraft the Philadelphia

aircraft was clearly not on it's 290

heading and they just handed him off to

the next controller oh let the next guy

deal with it sort of the K the can down

the road

mentality maybe that's what the

procedure is for ATC I don't think it's

great so these are thoughts that I have

uh in addition to you know i' I also had

a comment about how if an aircraft says

hey I have another aircraft in sight

they should be reading back the tail

number now then I got when I said that I

got comments from people like but Kevin

how are you supposed to see the tiny

number on the T

plan sorry

bro it's right here it's right there

okay it's not that hard so so so let's

just say as an example I am November 53

Lima

Eko and air traffic control tells me uh

you are not number three to land which

means that's number one that's number

two and that's number three it's not

that hard for me to

say a affirmative number three to land

following November 66

215 three to land November 53 Lima Eko

something like that obviously you could

probably clean that up a little bit

people like it's too much congestion on

the radio bro I have been in situations

mapped just like this where I am in the

Lima Echo position and air traffic

control says you're number three to land

and I go got it you want me to follow

215 and they say no there's actually

another aircraft you know off the map

over here to the right I want you to

follow that one I'm like ah well good

thing I checked it's right there it's

not that hard so uh sorry I'm frustrated

because

again as a newer pilot I see this stuff

and it drives me nuts I I'll give you

another example just to show you this is

sort of like a bonus here that parachute

jump area you could seen at the top

there literally

seen uh this kind of stuff I'll leave

you with the little clip of the audio of

it and some silly janky uh you know

video editing around it that I did but

anyway if you found this Insight helpful

consider subscribing to the channel good

luck out there I really appreciate you

all watching and subscribing to the

channel and we'll see you in the next

one goodbye and good luck approach Al my

uh 10:00 there's a parachute guy getting

close to me 291 Alp are you up frequency

where are you right now he's on my 9:00

I I am over T Valley uh well this guy is

uh having fun I just want to let you

know there's a parachute going on area

this guy is just jumping from somewhere

I don't know from where but it's he's

very close to probably few miles how

long have you been on our frequency I've

called you about 5 minutes ago for fly

following to Van oh excellent you

probably heard our jum call we said

there are parachute activities 5 mil

Northeast next 5 minutes 8,000 ft below

so you probably heard that call and that

jump zone is deped on all VFR Maps yes

sir I've been flying for six years and

never witnessed something like this I

just wanted to let you know thank you

for six years you should know that that

jump zone is in C just Northeast of C

sure thank you one apple thanks for the

heads up I'm sure they had a nice

[Applause]

view can I get slot following to Van by

any chance help you right now keep you

Northeast and we'll help you in a moment

why not advertise these things that you

told us here I feel like nobody else

knows about this we'll we'll try a

little advertising and see how go

congratulations man you have done so

much people love you people look up to

you Kevin PA there financial analyst and

YouTuber meet Kevin always great to get

your take