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This is the story of kish air flight 7170. On the 10th of february 2004 a fokker 50 was flying from kish island in iran to sharjah airport. The short flight was uneventful and the within 35 minutes flight 7170 was approaching sharjah. At 11:24 am local time dubai arrivals cleared the fokker down from 9000 feet to 5000 feet. 5 minutes later it was cleared all the way down to 2500 feet and cleared for the approach to runway 12 at sharjah. This was for all intents and purposes a very boring flight but that was all about to change. They had excellent visibility that day and very little wind as the pilots flew the VOR approach to runway 12. In the cockpit the capatin handed the plane over to the first officer, the first officer had a very simple landing ahead of him in visual conditions and the best weather that you could ask for. But the first officer put the plane into a position where it was a bit too high for the landing on runway 12 at sharjah. Ontop of that on the approach to runway 12 the plane was a bit too fast it should be configured for the landing at this point but it wasn't. The captain decided to takeover control from the first officer. Another plane had been asked to line up behind flight 7170 and the pilot of that plane watched on as flight 7170 flew its approach. Then suddenly out of nowhere the fokker 50 turned sharply to the left and started to dive to the ground. The plane spiraled to the left as it lost altitude very quickly. The pilots in the cockpit were trying their best to recover from the dive but it was of no use. Within a few seconds it was getting close to the ground and it was running out of altitude to recover. The plane impacted a vacant area and exploded into flames. The airport sent the fire trucks as soon as they could and the locals helped to with the rescue but despite their best efforts of the 46 people onboard only 3 people survived the crash.

The case of kish air flight 7170 is very strange. You had a beautiful day with great visibility, very little wind and barely any weather phenomenon and all of a sudden the plane just literally falls out of the sky for no apparent reason. The reason for the crash was locked in the cockpit voice recorder of the Fokker 50. The recorders were packed up and sent to France where they were downloaded by the BEA and what they had to tell was very interesting. The audio that they got from the recorder was great but the recorder gave rise to more questions than answers to be honest. The recording shed light on a few things that raised a few eyebrows, for example the captain set the minimum descent height to 410 and not 500 feet as published and he asked the first officer to fly 118 degrees instead of the published 117 degrees. These things were minor and in no way should have endangered the plane. They had amazing weather so things like these would have gotten adjusted for as the approach went on. But the really strange thing that was happening was in the cockpit. The captain wanted the first officer to take over the plane. This is nothing unusual captains do that all the time but in this case the first officer was hesitant. The first officer felt like he was not upto the task of flying the fokker 50 into sharjah under almost perfect weather conditions. He explicitly states that he doesn't have the experience that the captain does but the captain insists on the first officer flying. The captain goes so far as to coach the first officer on how to fly the approach. This makes no sense whatsoever. The first officer had more than 4000 hours in the cockpit, of which 600 were in the fokker, on top of that he was even a captain on a c130 for a while. Why this pilot was hesitant to fly a near perfect VOR approach to a runway is beyond me and the investigators. This is why the plane was poorly configured for the landing the first officer ended up putting the plane way too high way too fast and the captain had to intervene to get the plane into the correct configuration for landing.

Then when the captain took control of the plane something strange started to happened the sound of the engines changed in a way that they did not expect it to. The BEA studied the audio from the cockpit to try and piece together what was happening in the cockpit during those final moments. To get a clearer picture of what was happening they took another plane and recorded audio from its cockpit to see how the

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