Posted on 09/09/2026 11:58:36 AM PDT by dynachrome
After an Amazon cargo plane crashed at Miami International Airport, killing five people, one of the pilots reportedly told his wife over the phone that his "career was over," according to a new report.
Abraham Altamar told CBS News that he had witnessed the fiery wreck on Sunday while he was working in a nearby building. He did not identify which of the two pilots he spoke with.
Altamar was on FaceTime with his wife when he said the pilot approached him.
"He was, like, shaking and, and a little injured in his forehead and his hand," Altamar said. "I was like, 'Hey, you want me to call 911?' He's like, 'No, we already called them.'"
(Excerpt) Read more at foxnews.com ...
Rated for that type of plane.
Look up Matt Walsh’s video on this. It is exactly what you think it will be.
So obviously they should have gone around. But I heard their careers are on the line for any missed approach or go around. Even if it’s not their fault.
Which may explain the futile and deadly decision to try and land despite coming in too fast.
The cleaning company has some openings available skippy.
Lands long, then begins a TOGA procedure too late, shuts that down and...
Yup, better call Century 21.
I read that Joseph Carroll, 55 was rated for the 767 starting in June, and was at the controls. I didn't see anything about Jaime Felipe Silva Molina, 37.
....and from one website has published, coming in way too high as well....I believe a caravan of ambulance-chaser lawyers has been seen heading to that part of Florida....
That's a redundant statement. It's illegal to fly any turbojet you're NOT type-rated in.
Only if you trust the outfit that handed out the rating. See the Matt Walsh youtube link I posted upstream for some info on 21 air.
Legal immigrants from Spain, no doubt.
I Miami it would unusual to find a group of people that did not have all Latino names.
Go-arounds are uncommon for individual pilots but routine at the national level. Industry-wide, they occur at a rate of 1 to 3 per 1,000 approaches, meaning most airline pilots experience only one or two per year.
Emphasis mine. I have a little trouble believing the average pilot experiences having their careers on the line that frequently* for just one of many similar or greater magnitude potential causes. At this point, most are no longer fighter pilots.
*I'd be looking for a different career!
Additionally:
At the 30 busiest U.S. airports, go-arounds account for approximately 0.39% of arrivals (roughly 1 in 250). This translates to an average of 23,000 go-arounds annually across these major hubs, or about 40 per day nationwide. Rates vary significantly by airport, ranging from 0.2% at Los Angeles (LAX) to over 0.8% at Washington National (DCA).
The primary causes are insufficient separation between landing aircraft (often due to air traffic control spacing) and unstabilized approaches. Poor weather is rarely the cause, as commercial operations typically require visibility above minimums before starting an approach.
Based on FAA data for the **Core 30** (the 30 busiest U.S. airports), here's what's known about go-around rates:
**Highest:** Ronald Reagan Washington National Airport (DCA) consistently leads with a rate of **~0.8%** — roughly **twice the Core 30 average** of 0.39%. Its high rate is driven by extreme traffic density, a small footprint with only two parallel runways, and the constrained airspace over the D.C. area.
**Notably high** (above the 0.39% average, based on pilot reports and operational factors):
**San Diego International (SAN)** — steep approach path and single-runway operations
**Denver International (DEN)** — frequent wind shear alerts
**Harry Reid International (LAS)** — crossing runways
**San Francisco International (SFO)** — fog and non-standard runway configurations in bad weather (runs ~0.3–0.4%)
**Lowest:** Los Angeles International (LAX) sits at the bottom at **~0.2%**, despite being the #2 busiest airport, largely because its four parallel runways allow smooth, predictable arrival flows.
The FAA's published data only breaks out individual airport rates in aggregate reports, so a complete ranked list of all 30 isn't widely published. But the pattern is clear: **small airports with few runways, complex terrain, or challenging weather** (DCA, SAN, DEN) skew highest, while **large multi-runway hubs** with straightforward approaches (LAX, DFW, PHX) skew lowest.
The search didn't turn up a specific number for Miami Intl Airport, but estimated:
MIA had ~461,792 total operations in 2023 (~228,142 arrivals), so at the core-30 average you'd expect roughly ~890 go-arounds/year there — but the actual MIA-specific figure wasn't surfaced in search results.
Well, perhaps he can drive a bus for a living. Maybe that’s not such a good idea.
turns out, amazon hires garbage here-to-day-gone-tomorrow cargo carriers that reputable pilots refuse to work for, leaving only DEI/incompetent pilots:
https://www.dailywire.com/news/pilots-saw-this-disaster-coming-no-one-listened
amazon needs to lose a billion dollar lawsuit to the people it kills this way before amazon will clean up their act ...
[does no good to sue the garbage contractors because they lease everything and have no assets, probably no insurance either]
"...And the cargo plane was being flown by Conrad Asca, who's a DEI hire, who had no idea what he was doing in the cockpit. He constantly failed his simulator training at other airlines, but he wound up getting hired by Atlas Air anyway...."
If Asca repeatedly failed training that should have triggered what's called a "709 ride." That means your ATP privileges are suspended until you've demonstrated competency to the satisfaction of an FAA examiner. Not an airline instructor, an FAA examiner. It's about the roughest checkride you'll ever take.
https://www.govinfo.gov/content/pkg/USCODE-2020-title49/pdf/USCODE-2020-title49-subtitleVII-partA-subpartiii-chap447-sec44709.pdf
I'm not arguing the pilots didn't screw the pooch. I'm arguing that there's WAAAAAY too much hyperbole in Walsh's "facts" to take him seriously. Which isn't unusual coming from someone who's never been a professional pilot.
It also bears mention that no one is yet addressing something Captain Steeeve brought up at the outset, the possibility of one of those Miami microbursts giving the plane a kick in the pants when it was on short final.
That would account for the plane being 30-35 knots too fast coming "over the fence," but that doesn't address the question of they why didn't initiate a go-around after failing to touch down in the first third of the runway (as is required by the FARs).
That again doesn't make it a certainty that the crew did anything wrong, it just highlights the fact that there still are a lot of unknown unknowns that will have to come to light before the complete story is revealed.
As for the pilot's statement to his wife, if you'd just crushed five people to death, even through no wrongdoing of your own, you might make some irrational statements, too.
A pilot’s career won’t “be on the line” for executing a “go around” if conditions warrant...quite the opposite...it indicates good judgment and a safety mindset. Several conditions (wind shear, crosswind component, equipment issues, another aircraft near/on the runway, etc. can cause a “go around”.
The Miami “21 Air” pilots displayed bad judgement by NOT doing a go around when their approach was not “stabilized” (lined up with runway, on glideslope and at the correct airspeed).
The Japanese might be able to put him to work should they revive the Kamakase Corps.
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