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00:01While a passenger live streams an approach into Pokhara airport in Nepal
00:06The plan is to go paragliding with my buddies
00:14Add power
00:15Yeti flight 691 falls from the sky
00:23What's happening?
00:2972 people are killed
00:33This was the deadliest crash involving Nepali airlines ever
00:42Eyewitness video gives investigators their first lead
00:45That's at least an 80 degree left bank
00:52When they analyze the flight data
00:55Wow
00:56They're shocked to discover the engines weren't generating power
01:01No power torque indication zero
01:03There should have been warning lights
01:06Why didn't they figure it out?
01:08You start to question what was going on in the cockpit
01:36Yeti Airlines Flight 691
01:40Flies south of the Himalayan mountains in Nepal
01:48There are 68 passengers on board
01:51Including Sonu Jaiswal
01:53A tourist from India
01:54Heading to Pokhara to paraglide with friends
02:02Pokhara tower
02:03Yeti 691
02:05Descending through 12,500 feet
02:09Captain Kamal KC is the senior officer and the pilot monitoring instruments on today's flight
02:16Roger
02:17Yeti 691
02:1812,500 feet
02:21He's also a veteran of more than 21,000 flying hours
02:28We had absolutely the utmost respect for Captain Kamal KC
02:34As he was a veteran in the Nepalese skies
02:37And he was quite a humble and knowledgeable guy
02:40As well
02:43It's very clear
02:45We'll be good for visual landing
02:48Flying the plane from the left-hand seat is Captain Anju Katawada
02:52She's flown more than 6,000 hours
02:58Captain Katawada has a very special history
03:01Her husband
03:02He was a pilot with the same company
03:04He was a first officer on the twin order
03:07And it crashed
03:08And he died some years earlier
03:10Katawada decided to take up flying
03:14To honor his spirit
03:16So she become a pilot
03:198,500 feet
03:21While Captain Katawada is an experienced commercial pilot
03:25She has only 186 hours on the ATR-72
03:39The ATR-72 is a turboprop twin-engine aircraft
03:44It's a high-wing aircraft
03:48It's a very stable, predictable and logical aircraft
03:52And it's very good to fly here in the mountains and hilly regions of Nepal
04:00Today's flight is a short 25-minute hop from Kathmandu
04:05To the tourist city of Pokhara
04:12Yeti 691, expect to land on 12
04:16Broadway 12, Yeti 691
04:2015 miles from the airport
04:22Yeti flight 691 is cleared for the approach
04:28Hey everyone, exciting times as we're headed to Pokhara's new airport
04:32Sonu Jaiswal is live streaming from the cabin
04:35The plan is to go paragliding in the Himalayan foothills
04:38With my buddies
04:45310
04:47Captain Katawada programs a heading for the approach to runway 12
04:56You are in between the runway and the mountains
05:00So you need to be very, very precise with your handling skills of the aircraft
05:09Okay, visual, visual
05:11Okay, visual
05:13The pilots monitor their position carefully
05:16Keeping the plane clear of the mountains
05:22Yeti Airlines 691 in sight
05:24Report final
05:25Runway 12
05:27Call you on final for runway 12
05:29Yeti Airlines 691
05:35Ear down
05:39Less than two minutes from the airport
05:41The pilots configure the plane for landing
05:45Okay, from here you can go manual
05:47Okay, stand by
05:52Disconnect
05:55Captain Katawada disconnects the autopilot
05:57Then begins the first of two crucial turns
06:01To line up with the runway
06:11Okay, flaps 30
06:14Flaps 30
06:17Continue descent
06:18Okay
06:23One minute from touchdown
06:25The pilots run through the pre-landing checklist
06:28Okay, landing gear
06:30Down three green
06:31Flaps?
06:3330
06:37In the cabin, Sonu J-Swell continues live streaming
06:42We're getting pretty close now
06:47As the flight gets closer to the ground
06:49The landing seems trouble-free
06:58But seconds from the runway
07:00Captain Casey realizes there's a critical problem with the engines
07:04There's no power
07:07There's no power
07:11When there's no power
07:12That means they have very limited time at that altitude
07:16They need to react quickly
07:20Add power
07:22Captain Katawada tries to power up
07:25But the engines aren't producing any thrust
07:30400 feet above the ground
07:32The pilots face a critical situation
07:38In the tower
07:40The controller doesn't know that flight 691 is in any trouble
07:44Yeti 691, runway 12
07:47Clear to land
07:50There's no power
07:51No power
07:51Add power
07:57Captain Katawada pushes the throttles to the limit
08:04There's no torque
08:05Okay, give it to me
08:08The more senior captain takes control
08:1780 691
08:25Flight 691 is stalling
08:34While Sonu Jaiswal live streams the unfolding disaster
08:43What's happening?
08:46What's happening?
08:54Captain Katawada is still in no time
08:55No power
08:55No
08:59We can't
09:00We can see
09:05We can see
09:06We can do
09:06We can do
09:06We can do
09:07We can do
09:07We can do
09:08We can do
09:19Yeti Flight 691 has crashed in one of the worst possible places.
09:26The Shethi River runs near to the airport through a huge gorge.
09:32That's where the plane crashed.
09:37The plane was completely destroyed in the impact.
09:42There was a huge flame burning.
09:47There was no possibility to find any survivor.
09:54The bodies of 71 of the 72 passengers and crew are eventually found and identified, including both pilots.
10:06This was the deadliest crash involving Nepali airlines ever.
10:14What could have caused a commercial airliner to drop out of the sky just seconds before landing?
10:29When investigators arrive at the crash site of Yeti Flight 691, they face a devastating scene.
10:40The wreckage was scattered all over the place.
10:44The first impact was before the river, where the parts of the left wing was detached.
10:50Some parts were located on the bottom of the river gorge.
11:02Under the supervision of Nepali investigators, the wreckage, along with the black boxes and
11:09and central processing card from the plane's computer, are sent for analysis to labs in France and Singapore.
11:18It's really not uncommon in an accident investigation to have to send something out for closer investigation.
11:34Nepali investigators wonder about Flight 691's orientation when it hit the ground.
11:41Looks like this is from the first point of impact.
11:45That's a flap from the left wing and an aileron tip.
11:52So the left wing must have hit the ground first.
11:58The plane crash is winged down.
12:00What that suggests to investigators is that the plane crashed out of control.
12:06You would never intend to have it be that way.
12:09You'd always try and level it out and crash as close to a regular attitude as you can.
12:15Maybe the plane stalled.
12:18You may be right.
12:21Check this out.
12:29It's gone viral.
12:36A witness had filmed the plane during the final moment of the flight.
12:42It appears that the left wing lost lift and dipped severely.
12:49That's at least an 80-degree left bank.
12:57It sure looks like a stall to me.
13:00No.
13:04When you see evidence that looks like a stall, you immediately start questioning what could have led to that.
13:10And you go back to what's going on during that approach.
13:21This is not an easy approach.
13:25They'd have to fly between the runway and the mountain and make two left turns before lining up with runway
13:31one-two.
13:33And this is where the plane crashed.
13:36And just before the crash, they were beginning their final left turn.
13:42Did the pilots bank too far during one of the turns and stall?
13:49They would have had to go from zero to an 80-degree bank in a few seconds.
13:54Yeah.
13:57It suggests there was a problem with the plane.
14:01Yeah.
14:03You might want to focus and see if there's any smoking guns in the maintenance records.
14:08If there was anything wrong that somebody knew about, maybe they tried to fix it and it didn't get fixed.
14:16I've got maintenance records.
14:23Investigators go through the plane's records in search of any gaps in maintenance or inspections.
14:32I'm not seeing anything.
14:35Everything checks out.
14:39Maybe the controller knows something.
14:42Yeah.
14:44The air traffic controller may have heard something in their conversation with the pilots,
14:49picked up something that isn't really evident from the tape.
14:56Did you have visual contact with the aircraft?
15:04Did you see or hear anything suggesting a problem with the plane?
15:08No.
15:09I was flying normally when I had visuals with it.
15:12It was just out of sight right before the crash.
15:17Then I heard it.
15:20The explosion.
15:24The explosion.
15:39Did the pilots say anything suggesting a problem with the plane?
15:44Nope.
15:45Not much more.
15:47Okay, thank you.
15:51So, do you know what happened?
15:59Not yet.
16:07In the early stages, you'd want to look at anything witnesses might have to say,
16:12anybody who might have seen, heard, or otherwise noticed the crash.
16:17The controller offers little insight into why the plane stole.
16:21Then a witness to the accident comes forward.
16:24There, that's where you saw the plane?
16:30He had the credibility because he was an engineer.
16:34And you said that you saw the propeller spitting just before the crash?
16:42When you see a propeller rotating, it means it moves very slow.
16:46Otherwise, you cannot see it moving.
16:49Okay.
16:49Thank you.
16:52The slow rotation of the propellers could indicate there was a problem with the engines that drive them.
17:01Quick update.
17:02Sounds like engine failure.
17:06We need to talk to the French about their engine analysis.
17:14Hello?
17:19Nepali investigators now join the team from France to examine the wreckage of Yeti Flight 691.
17:26Engines are badly damaged.
17:29Can't tell if they failed in flight.
17:35Most of the engines were consumed by fire, so they couldn't learn definitively whether they were producing power.
17:45Look at that prop.
17:50Investigators notice something telling on a propeller hub.
17:57Looks feathered.
18:07When propellers are feathered, their edges face forward and cannot produce thrust.
18:15It's like putting your car in neutral position.
18:18You can push on the gas as much as you want, but nothing is going to happen.
18:27It's actually stuck in a feathered position.
18:31Okay.
18:38This one moves freely, but it could have moved on impact.
18:48This one is stuck, too.
18:52So, two of them were in the feathered position when they hit the ground.
19:00Normally, propellers are feathered on the ground after shutdown.
19:03That prevents them from spinning in the wind and damaging the engine.
19:09There is, however, one exception.
19:12An automatic feathering unit will feather that propeller immediately as soon as an engine failure is detected.
19:18Perhaps faster than the pilot can do it.
19:23Were the props feathered automatically in flight due to engine failure?
19:28Investigators download the data from Flight 691's multifunction computer to find out.
19:34The multifunction computer stores information about the automatic feathering unit in its memory.
19:42They're going to be able to learn whether the auto-feather unit feathered one engine or both engines.
19:59It never activated.
20:02If you learn that the auto-feather system didn't feather the propellers,
20:07that immediately raises the question, who or what did?
20:13Were the propellers feathered manually?
20:16Investigators consider a crucial piece of wreckage recovered from the scene,
20:21the central control pedestal.
20:24The central pedestal is located between the pilots.
20:28And here you have the power levers, you have the flaps lever,
20:32and you have the condition levers, which controls the propellers.
20:37The flaps are stuck at 30.
20:40That's where they should be for landing.
20:45Condition levers are moving freely.
20:49It doesn't tell us much.
20:53Hmm.
20:54Look at this.
21:02Witness mark.
21:05You're looking for witness marks,
21:07the marks that one aircraft component makes against another at the time of impact.
21:13And those marks will suggest, in the case of the central control pedestal,
21:18where the controls were positioned at impact.
21:23The witness mark suggests that the pilots could have put the left lever in the feathered position.
21:31Maybe some other debris caused the witness mark.
21:34There's no witness mark for the right condition lever.
21:41Were the propellers feathered by the pilots?
21:44Or did the witness marks occur on impact?
21:48We're going to need the flight data recorder download to settle this.
21:55The flight data recorder doesn't record the propeller blade angle,
22:00but it does record certain parameters that let investigators infer
22:04whether the propellers were feathered, and if so, when.
22:17Wow.
22:19The torque and propeller speed drop at the same moment,
22:24putting the engines at idle.
22:27They find evidence that the pilots feathered the props one minute before the crash.
22:34When the propellers are feathered,
22:36the torque drops,
22:37and the propeller's RPM speed drops.
22:41That's what the witness was able to see
22:44when he reported spotting the individual propeller blades.
22:48How did they make that mistake?
22:56What was going on in the pilot's mind?
23:00What was going on in the cockpit?
23:03What's happening?
23:07What's happening?
23:16Pick it up 24 minutes into the flight,
23:19right before the propellers were feathered.
23:23Investigators listen to the cockpit voice recording
23:26from Yeti Airlines Flight 691
23:29to understand why the pilots feathered their propellers when they did.
23:33Okay, from here you can go manual.
23:36Okay, stand by.
23:41Disconnect.
23:43Okay, flaps 30.
23:46Flaps 30.
23:49Continue descents.
23:51Okay.
23:53Stop, Johnson.
23:54Where are we at here?
23:57Time is 10.5635.
24:04According to the FDR,
24:07the flaps did not move to 30 at this point.
24:11But this is when the props were feathered.
24:17The FDR shows that when the pilot flying commanded flaps 30,
24:22the flaps didn't move.
24:24But at the same moment,
24:26the prop RPM decreased and torque went to zero.
24:30The pilot has pretty obviously feathered the engines
24:35instead of moving the flaps.
24:43They must have mixed up the flap levers
24:46with the condition levers.
24:48And Captain Casey was the pilot monitoring.
24:54How could a captain make that mistake?
25:02In most airline accidents,
25:05pilot error is a factor.
25:07That can be because of inadequate training,
25:11experience.
25:12It can be because of too little rest.
25:17But there can also be other factors
25:19impairing their decisions.
25:26The team reviews results
25:29from the pilot's toxicology tests.
25:35Nothing on Captain Katiwata.
25:42Same with Captain Casey.
25:47Maybe they weren't adequately rested.
25:52According to the airline's records,
25:54both pilot schedules were within guidelines,
25:57suggesting adequate rest.
25:59And their medical certificates are current.
26:03They conclude that something other than impaired judgment
26:06caused the pilots to feather the props by mistake.
26:11At this point, you'd have to wonder
26:12what might have been going on in the cockpit
26:14that would lead him to be distracted
26:17into setting the propellers to feather
26:19instead of setting the flaps for landing.
26:23Did the location of the condition levers on the pedestal
26:27play a part in the captain's error?
26:30They examine an ATR-72 pedestal.
26:35I reach over for the flaps,
26:39but I put my hand on the condition lever instead.
26:46The flap lever and the condition lever
26:49are very close together on the pedestal.
26:53I want to move the flaps to the 30-degree position,
26:58but instead,
27:01I move the condition lever
27:04to feathered.
27:08The flap and condition levers
27:10have the same range of motion
27:12and stop in similar positions.
27:16It's not a stretch
27:17that they could have mixed up the levers.
27:20And don't forget,
27:22Captain Casey was where I'm sitting.
27:26Right.
27:31Motion memory is very important for a pilot
27:34because you can do sequences
27:36without being conscious about it.
27:38but when you move
27:40to another seat on the other side,
27:42certainly that flow is disturbed
27:45because now you have to use the opposite hand.
27:50Oh, that feels a lot less natural.
27:55And much easier to mix up.
28:01Okay, flaps 30.
28:04Flaps 30.
28:07Continued descent.
28:11The pilot monitoring move
28:13the condition levers
28:14instead of the flap lever.
28:16That should be impossible,
28:18but it has happened before.
28:21I once asked for flaps
28:23and the pilot monitoring
28:26selected the gear down.
28:27And those levers are far apart.
28:32Still, it's hard to imagine
28:34looking at these levers
28:36that you'd get them confused.
28:39True.
28:46Maybe he wasn't looking at them.
28:52Why would an experienced captain
28:54not check which levers he was moving?
29:03Okay, visual, visual.
29:05Okay, visual.
29:07Investigators return
29:08to the voice recording
29:09of Yeti Airlines Flight 691
29:12to determine
29:13if the captain's attention
29:14was elsewhere
29:15when he selected the wrong levers.
29:17Okay, make sure you stay
29:18between the mountains
29:19and the runway.
29:21They revisit the moment
29:22just before the propellers
29:24were feathered.
29:25Keep your power nose up.
29:28Keep visual with the tower.
29:29Don't go too far.
29:31Okay, copy that.
29:35Okay, stop for a second.
29:39He's giving her
29:40a lot of instructions.
29:43Maybe that's the distraction.
29:46But she's a very experienced pilot,
29:49so why is he doing that?
29:53When you're giving instruction,
29:54that's an added mental stress.
29:56it's an added cognitive load.
29:59It's very distracting.
30:01Let's start from the top.
30:04Poker Tower,
30:06Yeti Airlines 691.
30:08Yeti Airlines 691.
30:12Tower, Yeti 691.
30:14Descending through 12,500 feet.
30:18Roger, Yeti 691.
30:2012,500 feet.
30:23Expect to land on runway 30.
30:26Runway 30, Yeti 691.
30:31They discover that flight 691
30:34was initially cleared to land
30:36on a different runway,
30:37runway 30.
30:39but eight minutes later,
30:41there's a change of plan.
30:43If traffic permits,
30:45let's land on runway 12.
30:47Then you'll be approved for runway 12
30:49without any instructor pilot supervision.
30:51Okay, runway 12.
30:55Not only is he monitoring the flight,
30:58he's approving her to land at Pohra's new airport.
31:03Investigators discover Captain Casey
31:06was instructing pilots on how to land
31:08on both runways at the new airport.
31:12I flew with Captain Kamal Casey
31:15just two days before
31:16for my route qualification
31:17into Pohra International Airport.
31:21But why runway 12?
31:26You'll be approved to land in both directions.
31:29Copy that.
31:36Okay, stop it.
31:37So Captain Katiwada
31:40is cleared for runway 30.
31:43And Captain Casey decides
31:45much later in the game
31:47he's approving her for runway 12.
31:51Captain Katiwada
31:52had landed on runway 30
31:54but never 12.
31:57Runway 30 is a straight-in approach.
32:03In runway 12,
32:05you follow a narrow track
32:07next to the mountains
32:08and you turn left twice
32:10to line up with the runway.
32:12So Captain Casey put Captain Katiwada
32:15on a more difficult landing.
32:23Runway 12 was a challenging approach
32:25for a pilot
32:26with just 185 hours on the air.
32:30Did Captain Casey
32:32properly prepare Captain Katiwada
32:34for the difficult approach
32:36for the difficult approach
32:36to runway 12?
32:40The best way to prepare a pilot
32:42for such an approach
32:43would be to do a proper briefing.
32:46Maybe they have photos, videos,
32:49simulator training if available.
32:54Investigators examine Captain Katiwada's
32:56training records.
33:00She spent no time in the simulator
33:02training on runway 12.
33:04What about a formal briefing?
33:07There's no documentation
33:08related to training on 12.
33:11I've got Captain Casey's flight history.
33:15Was Captain Casey even qualified
33:17to train others
33:19for landing on runway 12?
33:21Turns out he had only landed
33:23on 12 twice.
33:26A bit of experience,
33:28but not enough.
33:33Because of his low experience
33:35and also Katiwada's low experience
33:37on the aircraft,
33:38I find that a bit strange.
33:43I wonder if it's even possible
33:45to do a stabilized visual landing
33:47using that approach.
33:57A stabilized visual approach
33:59is one that's conducted
34:01with the runway in sight
34:03at a normal rate of descent
34:05with landing flaps
34:06and landing gear down
34:08at the proper airspeed
34:10and with all checklists completed
34:12by a certain point.
34:15There's just over one mile
34:17between the completion
34:18of the last turn
34:20and the runway.
34:23That's going to give you
34:24just over 30 seconds
34:26from lining up to landing.
34:27It's very tight.
34:34A visual landing
34:36can increase the workload
34:37because they have to make
34:38tiny adjustments
34:39all the way
34:40through the pattern.
34:43Let's see how they handle
34:44the workload.
34:47Okay, make sure you stay
34:48between the mountains
34:49and the runway.
34:50To understand
34:51how the pilots dealt
34:53with the final approach
34:54to runway 12,
34:56investigators return
34:57to the CVR.
34:58Keep your power nose up.
35:01Keep visual with the tower.
35:04Don't go too far.
35:06Okay, copy that.
35:08Remember, you need to make
35:09an early turn here.
35:11Okay, a beam tower.
35:14Gear down.
35:16Gear down.
35:22Can I fly it manually?
35:24Wait.
35:25Wait, not yet.
35:26Keep going straight.
35:28After flaps 30,
35:30then you're good
35:31to go manual.
35:32Hold on.
35:34Captain Casey
35:35is so focused
35:36on pointing out landmarks
35:37outside the cockpit,
35:38he's not paying attention
35:40to what's happening
35:41inside the cockpit.
35:45It's normal
35:46to let the less experienced
35:48pilot fly the aircraft
35:49and the most experienced
35:50pilot do the analysis.
35:54Okay, flaps 30.
35:56Flaps 30.
36:01Continue descent.
36:09You probably didn't even look down
36:11to see what lever
36:11he was moving.
36:14But there was still
36:15an opportunity
36:15to catch the mistake
36:16when they do
36:17the landing checklist.
36:23The before landing checklist
36:25was an opportunity
36:26for him to look down
36:27at that control pedestal
36:29and see
36:30that he had moved
36:31the condition levers
36:32into feather.
36:33I'm almost certain
36:35they could have recovered
36:36right up until
36:37the last few seconds.
36:40Did the pilot's failure
36:41to follow their checklist
36:43ultimately determine
36:44their fate?
36:50Nepali investigators
36:52continue listening
36:53to the CVR
36:54of Flight 691
36:56to learn whether
36:57the pilots followed
36:58the proper procedures
36:59before landing.
37:01Before landing checklist.
37:06Okay.
37:08Landing gear.
37:09Down three green.
37:11Flaps?
37:1230.
37:13Wait.
37:15Captain Kariwata said
37:16the flaps are at 30
37:17but according to the FDR
37:18they're still set at 15.
37:22Neither pilot
37:23checked the flap settings.
37:27If Captain Casey
37:29saw that the flaps
37:30were not at 30
37:31he may have realized
37:32he had moved
37:33the wrong lever.
37:35Power management?
37:36Take off.
37:37TLU?
37:38Low speed.
37:40Icing.
37:40AOA?
37:42Check.
37:42External lights on?
37:44On.
37:45Complete.
37:48They rushed it.
37:51The before landing checklist
37:52was done very fast
37:54like bam bam bam bam bam
37:56and I don't any of them
37:58looked at the flap setting.
38:00They just answered by memory.
38:02Oh.
38:03And with the props feathered
38:06there should have been
38:07warning lights.
38:08Why didn't they figure it out?
38:20When the propellers are feathered
38:22they're no longer
38:24providing power
38:25to the generators.
38:27An aural and visual
38:29ELEC warning
38:30alerts the pilots
38:31that they're losing
38:32electrical power.
38:33What is this?
38:35Huh?
38:36ELEC is on cap.
38:40The ELEC light comes on
38:41to warn the pilots
38:42hey you've got
38:43a big electrical problem.
38:46Checked.
38:47Check.
38:48Someone clicked off
38:49the warning.
38:50They clicked off
38:51the warning
38:52without figuring out
38:53why it even came on.
38:57It's hard to tell
38:59why Captain Kamal KC
39:00responded checked
39:01to the electrical light.
39:03Check.
39:05Would you pull out
39:06a quick reference handbook
39:07and start working
39:08a long electrical
39:09failure procedure
39:10or would you recognize
39:12hey I'm landing
39:13in less than 60 seconds
39:14let's just bring
39:15the plane in
39:16and deal with the problem
39:17on the ground.
39:19We just continue right?
39:21Yes.
39:22Continue turn.
39:27What's that click about?
39:34FDR data shows
39:35this is where
39:36the flaps
39:36goes to 30.
39:38So he notices
39:39the flap is not set
39:40at 30
39:40and corrects it.
39:49And with so much workload
39:50all he sees
39:51is the flap lever
39:52and doesn't notice
39:53that the propellers
39:54are feathered.
39:57when your workload
39:58increases
39:59you get tunnel vision
40:00and you see less.
40:03That makes it
40:03very difficult
40:04because now
40:05you only focus
40:06on one thing.
40:09Okay,
40:09but why doesn't
40:10he figure it out
40:11when the engines
40:11have dropped to idle?
40:19Seconds from the runway
40:21Captain KC
40:22realizes there's
40:23an issue
40:23with the engines.
40:25There's no power.
40:26There's no power.
40:29Add power.
40:32Even though
40:33the pilots
40:34see the engines
40:35are at idle
40:35they are still
40:36unaware
40:37that the propellers
40:38are feathered.
40:39There's no power.
40:40No power.
40:41Add power.
40:44There's no torque.
40:46Okay,
40:46give it to me.
40:49In desperation
40:50Captain KC
40:51takes control
40:52of the plane.
40:53You're landing,
40:54sir.
40:55No power.
40:56Torque indication
40:56zero.
40:59200.
41:018691.
41:04What's happening?
41:17What's happening?
41:18he decided
41:19to fly the plane
41:21rather than
41:22try to diagnose
41:22the problem.
41:32One single glance
41:34around the cockpit
41:35could have told him
41:37that he had feathered
41:38the propellers.
41:45was the accident.
41:46The final report
41:47of the Nepali
41:48Accident Investigation
41:49Commission
41:49concludes that
41:51the most probable
41:51cause of the accident
41:53was the inadvertent
41:54movement of both
41:55condition levers
41:56to the feathered
41:58position in flight.
42:01What strikes me about
42:03this is that
42:03it was a very
42:04normal situation.
42:06The only thing
42:07that went between
42:08success and failure
42:10was the slip
42:11of a hand.
42:16The proximity
42:17to terrain
42:18and sharp turn
42:19required to land
42:20on runway 12
42:21before landing
42:23checklist
42:24combined with
42:25a high workload
42:26and a lack
42:27of appropriate
42:28training
42:28all contributed
42:30to the crash.
42:33After the accident
42:35Yeti Airlines
42:36tests the approach
42:37in the simulator
42:38with their pilots.
42:40Most of our pilots
42:42were not able
42:42to land
42:43on runway 12.
42:45Either they were
42:46high on approach
42:47or they were
42:48fast on speed.
42:52Yeti Airlines
42:53stops flying
42:54into runway 12
42:56until they are able
42:57to establish
42:58a safe visual procedure
43:00and retrain
43:01their pilots.
43:03The commission
43:04recommends that
43:05the Civil Aviation
43:06Authority of Nepal
43:07ensures that
43:08a stabilized
43:09flight path
43:10is approved
43:11before a
43:12allowing commercial
43:12operations
43:13at a new airport.
43:18After the accident
43:19the victims
43:20of Yeti Air
43:21Flight 691
43:22are mourned
43:23by a nation
43:24and fellow pilots
43:26remember their colleagues.
43:30for Captain Kamal Casey
43:32I just want to
43:33remember him
43:34when he was alive
43:36and he was
43:38there with us.
43:42Captain Khatiboda
43:43I respected her
43:45a lot.
43:47She will be remembered
43:49as an elder sister
43:51and there is going to be
43:53always a void
43:54in the airlines
43:56that she is not
43:58there
43:59anymore.
44:00and there is going to be
44:00more.
44:02The End
44:02is going to be
44:03Obrigado.
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