u/Japan_Air_Lines_123

>"A scene of devastation, in a remote region of Venezuela, confirms the fate of a missing passenger jet."

August 16th, 2005, At Tocumen International Airport in Panama, West Carribean Airways flight 708 begins boarding, two hours behind schedule. Flight 708 took off from Tocumen International Airport at 00:58 local time (05:58 UTC). It climbed initially to flight level 310 (31,000 feet or 9,400 metres). At 01:39, the pilots were cleared to climb from 31,000 to 33,000 feet. The aircraft reached FL 330 (nominally 33,000 feet or 10,000 metres) at 01:44. Five minutes later, the crew turned the aircraft's anti-icing systems back on (having turned them off during the final part of the climb). The system uses bleed air from the engines, and this reduces the thrust they can produce. With the anti-ice system on, the highest altitude at which the aircraft could maintain level flight was reduced to 31,900 ft (9,700 m). The aircraft was being flown too high for its weight and the icing conditions it faced. The captain noticed the reduction in engine output, but he did not realize the source of the problem, so he started a rapid descent as a precaution. At that time, the airspeed was already near stall speed, and the autopilot had already compensated with a nose-up attitude (angle of attack, or AOA) of 5.8° in an effort to maintain a constant altitude. West Caribbean, like all owners of the MD-82, had received an operation bulletin from the plane's manufacturer three years earlier, warning that the autopilot could try to compensate for inadequate speed, even allowing the speed to continue to drop towards a stall situation, without sending a warning or disconnecting; the bulletin advised pilots simply to monitor airspeed during autopilot level flight, but West Caribbean had not shared this bulletin with its pilots. Already approaching a stall condition, the airliner was pummeled by sudden turbulence, reducing the airflow into the intakes of the engines, which reduced thrust even more and the aircraft stalled. Although the first officer correctly diagnosed the situation as a stall and attempted twice to communicate this to the captain, the captain was likely confused by the unusual behavior of the engines due to the anti-ice system and probably the airflow disruption. The captain instead believed they were dealing with an engine flameout and told the first officer to communicate to the ground controller, therefore did not recognize the stall situation. The stall was further exacerbated when the captain increased the nose-up attitude to an AOA of 10.6°, which compounded the drop in airflow to the engines. In less than three minutes, the aircraft plunged from over 33,000 ft (10,000 m), reaching a maximum rate of descent of over 18,000 fpm, or 300 ft/s (90 m/s), crashing belly-first and exploding at 2:00:31 local time (07:00:31 UTC). The crash site was in a field on a cattle ranch near Machiques, in the western Zulia State, Venezuela (about 30 kilometres or 19 miles or 16 nautical miles from the Colombian border).

Mine is probably the one at the start of S26E10

The Beechcraft was banking left right before the collision and the Cessna was approaching from the right. That and the fact that the pilot monitoring was the captain (a.k.a. pilot monitoring was in the left seat) made the Cessna impossible to see from the Beechcraft. From the Cessna, the Beechcraft was also almost impossible to see, because it was in a blind spot for most of the time. After the collision, the Beechcraft's tail was cut off by the Cessna and both planes came crashing down into Quiberon Bay. There were no survivors.