... I'd bet that if the situation didn't "sound" as in-control as it did over the radio, and sounded like the pilot was doing everything he could just to control the plane, the tower controller wouldn't have bothered the pilot further with any requests of the kind.
That makes some sense.
However, I've been sitting here listening to a fairly busy tower for an hour now and have yet to hear tower give a post-landing instruction to an aircraft that it has cleared for the approach and landing. But, I'll keep listening on my computer for a while to see if that changes.
Is there any reason, since this appears to be an edited comms track, that you didn't remove the comms that didn't apply? Such as the Flight Watch comms?
I don't have the software, or more importantly the equipment for that. Besides, the track is not stereo, it is mono. So, what you hear is literally one track with multiple voices. If the voices were coming through across multiple tracks, isolating them would be somewhat easier with the right equipment/set-up.
When I said "track," I was referring to the fact that I had to take an .mp3 file and create a video file that was acceptable to YouTube. Doing that meant creating a Video and Audio track. The only thing relevant in the "video" that I posted, was the "audio" track portion. You only get a 10 minute window on YouTube with a standard account - so I edited to capture just the relevant portions related to the incident itself.
Ask Doug, to allow the uploading of .mp3 files and that way no video would we necessary and you can listen to the entire stream. You can also visit ATC Live, and download your own copy after creating an account on their server.
You have to understand too, that the NTSB does use transcriptions of communications in it's reports, where available and applicable.
After making my post I thought to myself that it would be very odd, if the NTSB did not do everything it could to understand what happened in any accident. So, I figured they would go after the audio tracks relentlessly in almost any accident they investigate.
What I was suggesting is that they also post the audio of the comms along with their "factual" report, for the purpose of aiding the GA community and possibly furthering its education. I learn some things when I watch those AOPA Real Pilot Stories videos, where you can "see and hear" what's going on and how the pilot got into trouble in the first place. In those cases, there are no casualties and rarely any injuries, so the subject is less sensitive and more educational.
I guess what I'm saying is that maybe the entire community should adopt the attitude that it is "ok" (acceptable) to learn from anything that has the power to teach, one way or the other.
It's a touchy subject for some, to listen to actual voice(s) of people they knew who were in the particular accident, especially if there was a fatality involved with same person.
You are right - that makes sense. I could have weighed that more before making the post. You are right about that point, so I'll go ahead and change the video from "Public" to "Private" on YouTube, and no one will be able to see it without requesting a password from me. That way, only those who want to view it will see it.
Cockpit Voice Recorders aren't released for that reason as well as for other reasons, hence only transcriptions are. Even though ATC comms are now something anyone can get access to, I don't know if that policy will change. Neither do I know if it should.
You have a valid point for private flights and it does make sense.
For commercial flights, I would certainly want the public to have access to CVR, FDR (Data Frame Layout & Data) and any on-board Video that might be available. Commercial Aircraft of various kinds (121 and 135) are being equipped with on-board video (security and surveillance) systems more frequently subsequent to 911.
I'm hoping to own a VLJ/LJ in the next couple of years when I'm ready for it and can handle it by myself (single pilot) and I do plan to install 24/7 security & surveillance in and around that aircraft, for in-flight as well as hanger and ramp conditions when my back is turned. So, before I even get to the airport, I'll know who and what came in contact with the airframe at anytime via notebook or notepad.