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[music playing]
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NARRATOR: January 2008, the
Boeing 777 is the gold standard
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for commercial aviation.
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For more than 10
years, the plane
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has logged 2 million flights
without a single major
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accident, but less than 1,000
feet above London's Heathrow
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Airport, all that changed.
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Hey, I can't get
power on the engines.
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What do you mean?
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It's not giving me power.
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This can't be happening.
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I thought if I
don't do anything,
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then everybody will die.
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Mayday.
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Mayday.
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Speed bird, speed bird.
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NARRATOR: Whatever brought
down one of the world's most
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technologically
advanced airplanes
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can't be found at
the crash site.
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And they had the pilots.
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They had the passengers.
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They had the aircraft.
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They had everything there
except the thing that caused it.
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That had disappeared
as if by magic.
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WOMAN: Ladies and gentlemen
we are starting on our coach--
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We lost both engines.
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WOMAN: Put the mask
over your nose.
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Emergency dispatch.
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Mayday, mayday.
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WOMAN: Brace for impact!
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MAN: [inaudible]
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MAN: He's gonna crash!
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[music playing]
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NARRATOR: British Airways
Flight 38, a 10 and 1/2 hour
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journey from Beijing to London.
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Captain Peter Burkill has made
this trip many times before.
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I was operating
that really a lot.
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It was one of my
favorite flights
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because it was daylight.
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You could see the views the
whole way along the route.
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NARRATOR: Burkill and
first officer John
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Coward both have
thousands of hours flying
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the 777 under their belts.
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PETER BURKILL:
It's a joy to fly.
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She handles really well.
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She's got modern equipment.
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The computers are easy to use.
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She's got the range, the
ability to do short haul
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as efficiently as long haul.
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NARRATOR: For these two as for
many pilots, a day in the job
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consists of sitting in
the cockpit for long hours
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as computers fly the plane.
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Powered by two massive
Rolls Royce engines,
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the Boeing 777 is one of the
safest planes in the industry.
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Nick Harris is flying back to
London after a business trip
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to China.
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The good thing was that
it seemed to me that we were
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coming in early into Heathrow.
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I was looking forward
getting home to the family.
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NARRATOR: Flight
38's destination
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is Heathrow Airport, one of the
busiest international airports
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in the world.
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Nestled in the southwest
corner of London,
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it's bordered by
the A30 motorway.
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People who live in the nearby
neighborhood of Hounslow
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are well accustomed to the sound
of jets taking off and landing.
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The area is tightly packed
houses come into distant view
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for British Airways Flight 38.
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The autopilot is in
control as the crew
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lines up with runway 2-7 left.
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As it nears the
ground, the plane
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is buffeted by some high winds.
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Just a little turbulence.
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NARRATOR: It's the first wrinkle
in an otherwise smooth journey.
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It's not me.
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That's the auto throttles
doing their thing.
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PETER BURKILL: We were picking
up wind gusts for about 20
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to 30 knots, and we were fully
aware that the auto throttles
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would be able to cope
with that so they'd be
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moving up and down quite a lot.
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You might want to
keep the autopilot on
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a little longer than usual
to let the wind calm down.
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Will do.
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NARRATOR: In turbulent
weather, the autopilot
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can make faster
adjustments than the pilots
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to keep a plane level.
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1,200 feet above the ground--
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You have to turn
that off for now, sir.
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Sure.
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Thank you.
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NARRATOR: Two minutes
before landing, Coward
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takes over flying the plane.
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You have control.
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NARRATOR: Just as the
two pilots had planned.
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I have control.
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PETER BURKILL: I had
a few seconds to spare
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before clearance to
landing, and I was
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just tidying up my map charts.
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Speedbird 38, prepare
to land 27 left.
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Clear to land 2-7
left, speed bird 38.
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PETER BURKILL: I remember
looking out to see
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if our gate was available.
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500 feet.
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500 feet.
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Stable.
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Well, sort of--
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NARRATOR: Suddenly,
there's a problem.
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Hey, I can't get
power on the engines.
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It's not giving me power.
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What's going on?
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What do you mean?
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PETER BURKILL: I was looking
at the engine instruments,
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and they didn't make sense
to me because we were asking
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for full power but the
engine instruments were
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not giving us any power at all.
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What's going on?
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NARRATOR: Flight 38 is crippled
in the worst way imaginable.
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It looks like we have
double engine failure.
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NARRATOR: With neither engine
providing enough power,
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the jet won't make
it to the airport.
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With 152 people on
board, Flight 38
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is falling toward
London with only seconds
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until it hits the ground.
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PETER BURKILL: This
can't be happening.
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This is one of the most
modern jets in the world.
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NARRATOR: In the cabin
there's no indication
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that anything's gone wrong.
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NICHOLAS HARRIS: On
approach to land,
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everybody seemed
relaxed in the cabin.
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We're just looking
forward to landing.
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Airspeed low.
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Airspeed low.
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Airspeed low.
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Airspeed low.
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PETER BURKILL: And now I
was looking at impact point.
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I could see a set of buildings
around the hat and cross
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area and a petrol station.
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I just knew if we
were hitting those,
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then it was certain
100% fatalities.
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That point I felt the weight
of my four bars on my shoulder.
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I am the captain, if
I don't do anything,
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then everybody will die.
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NARRATOR: This
close to the ground,
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Burkill doesn't
have many options.
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He could take back control
of the plane from Coward
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but doesn't think
that's the right move.
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First decision really
was to not take control.
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I remember looking over at John.
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He was still flying
the plane well.
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Good.
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He's doing a good job.
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He's doing what
I need him to do.
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NARRATOR: Burkill knows that
even if they manage to clear
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Hounslow, the jet
could still smash
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into the busy A30
motorway or the antennas
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at the edge of the airport.
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PETER BURKILL: I thought
about raising the gear.
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That's the biggest drag
on on a commercial jet,
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but I needed the
gear to crash on.
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We were going to impact,
and that was going to take
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the brunt of the impact.
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So I had to leave the gear down.
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NARRATOR: With a crash imminent,
Burkill has only one move left,
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but it comes with enormous risk.
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PETER BURKILL: I knew who
I had about 15 seconds
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to make a huge decision.
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I needed to get past
those buildings.
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It was obvious to me that I
needed to raise the flaps.
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NARRATOR: Retracting the flaps
will reduce drag but also lift.
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The plane will fly
further but drop faster.
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Burkill must determine
which is more important.
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I want her to discuss
it with the crew,
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but this was all in
a matter of seconds.
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I remember holding that lever
for a fraction of a second.
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NARRATOR: He hopes
this move will help
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his plane avoid catastrophe.
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The effect was immediate.
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NARRATOR: Now Burkill
makes the announcement
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every pilot dreads.
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Mayday.
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Mayday.
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Speed bird, speed bird.
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It was hard, very hard.
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I remember the couple of
impacts and the noise.
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Good God.
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The landing was hard.
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Just a huge bang.
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The noise, bits falling
off the ceiling.
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Then I also became a
passenger because we were now
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in an uncontrolled aeroplane.
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We were sliding
along the ground,
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and I didn't know what we
were going to hit next.
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And then I thought
about my wife and kids,
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and I said goodbye to them.
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The lights went out.
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I could hear the
wreckage breaking up.
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And then we stopped.
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When we actually
stopped, I was surprised
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that I was still there.
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00:09:33,706 --> 00:09:35,141
And then I look around
the flight deck,
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and I was more surprised
to see that all three of us
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were unscarred.
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Everybody stay seated with
your seatbelts fastened.
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PETER BURKILL: And I quickly
became the captain again.
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NARRATOR: The crew
switches off the fuel--
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00:09:53,326 --> 00:09:54,593
APU fire switch.
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00:09:54,593 --> 00:09:57,263
NARRATOR: Hydraulic and
electrical systems--
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00:09:57,263 --> 00:09:58,831
Control switches, cut.
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00:09:58,831 --> 00:10:00,766
Checklist complete.
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00:10:00,766 --> 00:10:03,436
PETER BURKILL: I then had
to look after my survivors.
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And I thought 20% were dead
because this aircraft was
212
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broken up.
213
00:10:09,241 --> 00:10:10,676
This is an emergency.
214
00:10:10,676 --> 00:10:11,744
Evacuate.
215
00:10:11,744 --> 00:10:12,845
Evacuate.
216
00:10:12,845 --> 00:10:14,613
NICHOLAS HARRIS:
The air stewardess
217
00:10:14,613 --> 00:10:16,849
then took control completely.
218
00:10:16,849 --> 00:10:18,417
Everybody unfasten your--
219
00:10:18,417 --> 00:10:21,087
NICHOLAS HARRIS: As she opened
the door, I smelt the fuel--
220
00:10:23,689 --> 00:10:25,024
We should hurry.
221
00:10:25,024 --> 00:10:26,926
NICHOLAS HARRIS:
And realize that we
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00:10:26,926 --> 00:10:28,694
need to get off this aircraft.
223
00:10:28,694 --> 00:10:30,963
NARRATOR: The big
danger now is fire.
224
00:10:30,963 --> 00:10:33,199
Having survived the
landing, passengers
225
00:10:33,199 --> 00:10:35,968
could be killed if flames
sweep through the jet.
226
00:10:35,968 --> 00:10:37,103
Jump.
227
00:10:37,103 --> 00:10:38,437
Jump.
228
00:10:38,437 --> 00:10:40,306
I left all my luggage and
just got myself down the slide.
229
00:10:40,306 --> 00:10:41,807
Jump.
230
00:10:41,807 --> 00:10:43,476
Let's get out of here.
231
00:10:43,476 --> 00:10:47,646
I went through the galley and
checked the right hand aisle,
232
00:10:47,646 --> 00:10:52,418
and I was surprised
to see nobody there.
233
00:10:52,418 --> 00:10:58,391
NARRATOR: Despite Burkhill's
fears, there are no casualties.
234
00:10:58,391 --> 00:11:01,260
[sirens]
235
00:11:04,296 --> 00:11:08,267
Outside in the cool January
air, the scale of the disaster
236
00:11:08,267 --> 00:11:09,502
is clear.
237
00:11:09,502 --> 00:11:11,670
The right wheel
had actually been
238
00:11:11,670 --> 00:11:13,639
ripped off during the impact.
239
00:11:13,639 --> 00:11:16,242
The engines were--
were just sad.
240
00:11:16,242 --> 00:11:17,243
They were ripped apart.
241
00:11:17,243 --> 00:11:19,512
The cowlings were--
were ripped off,
242
00:11:19,512 --> 00:11:21,647
and the engines
were half buried.
243
00:11:21,647 --> 00:11:23,682
It wasn't an aircraft anymore.
244
00:11:23,682 --> 00:11:26,452
I now start to
realize that we've been
245
00:11:26,452 --> 00:11:28,020
involved in a major accident.
246
00:11:28,020 --> 00:11:31,657
I saw the damage to the
undercarriage and to the wing.
247
00:11:31,657 --> 00:11:35,594
NARRATOR: The plane narrowly
missed the A30 and the antennas
248
00:11:35,594 --> 00:11:37,029
at the foot of the runway.
249
00:11:37,029 --> 00:11:41,200
It could have been
total devastation.
250
00:11:41,200 --> 00:11:47,640
The impact had been on anything
other than soft mud and grass,
251
00:11:47,640 --> 00:11:50,342
the likelihood of
a fire was immense.
252
00:11:50,342 --> 00:11:52,211
NARRATOR: Given the
amount of damage,
253
00:11:52,211 --> 00:11:56,015
it's incredible that only
47 people were injured.
254
00:11:56,015 --> 00:11:59,018
I felt quite lucky
that I was still alive.
255
00:11:59,018 --> 00:12:03,055
It was quite a surreal feeling.
256
00:12:03,055 --> 00:12:06,125
NARRATOR: Investigators have
some early hunches about what
257
00:12:06,125 --> 00:12:08,394
caused the engines to fail.
258
00:12:08,394 --> 00:12:12,031
They also have plenty of clues,
but a key piece of evidence
259
00:12:12,031 --> 00:12:13,232
is already missing.
260
00:12:17,536 --> 00:12:20,339
NARRATOR: The crash of
British Airways Flight 38
261
00:12:20,339 --> 00:12:21,607
dominates the news.
262
00:12:21,607 --> 00:12:25,344
It's the most serious accident
at Heathrow in 30 years.
263
00:12:25,344 --> 00:12:30,082
Heathrow Airport is
a very busy airport.
264
00:12:30,082 --> 00:12:32,084
It is the main
airport in the UK,
265
00:12:32,084 --> 00:12:35,187
so anything that happens
in Heathrow Airport
266
00:12:35,187 --> 00:12:37,523
immediately hits the media.
267
00:12:37,523 --> 00:12:40,926
NARRATOR: More significantly,
the 777 is one of the world's
268
00:12:40,926 --> 00:12:43,896
most modern and reliable jets.
269
00:12:43,896 --> 00:12:48,267
The accident unsettles
the airline industry.
270
00:12:48,267 --> 00:12:52,938
The 777 is as safe
as an aeroplane can be.
271
00:12:52,938 --> 00:12:56,742
It had such a superb
safety record.
272
00:12:56,742 --> 00:12:58,377
What on Earth happened?
273
00:12:58,377 --> 00:13:01,580
You don't like not knowing
whether it might happen
274
00:13:01,580 --> 00:13:04,950
to the rest of your fleet.
275
00:13:04,950 --> 00:13:08,287
NARRATOR: Investigators
quickly arrive on the scene.
276
00:13:08,287 --> 00:13:10,289
Phil Sleight is
the lead engineer
277
00:13:10,289 --> 00:13:14,293
for Britain's AAIB, the Air
Accidents Investigation Branch.
278
00:13:14,293 --> 00:13:16,262
PHILIP SLEIGHT: When you
first approach an accident
279
00:13:16,262 --> 00:13:19,131
site like this, the
first thought you've got
280
00:13:19,131 --> 00:13:20,633
is, where do I start?
281
00:13:20,633 --> 00:13:26,472
The plane landed about 1,000
feet short of the runway.
282
00:13:26,472 --> 00:13:29,141
The landing gear is pushed
up through the wings.
283
00:13:29,141 --> 00:13:31,477
The nose landing gear collapsed.
284
00:13:31,477 --> 00:13:35,414
NARRATOR: Just hours after the
crash, investigators interview
285
00:13:35,414 --> 00:13:36,549
the crew.
286
00:13:36,549 --> 00:13:38,818
Captain Peter Burkill
has a firsthand account
287
00:13:38,818 --> 00:13:40,152
of what happened.
288
00:13:40,152 --> 00:13:42,154
I think I wanted
to talk about it
289
00:13:42,154 --> 00:13:45,324
because I knew of the
innocence of the whole crew.
290
00:13:45,324 --> 00:13:49,095
This isn't our fault. We
didn't do anything wrong.
291
00:13:49,095 --> 00:13:50,996
But the engines weren't
giving us any more power.
292
00:13:50,996 --> 00:13:53,132
Well, it looks like we
have double engine failure.
293
00:13:53,132 --> 00:13:55,434
We tried to give them
more power manually,
294
00:13:55,434 --> 00:13:57,169
but there was nothing.
295
00:13:57,169 --> 00:14:00,172
NARRATOR: Burkill explains
that something had caused both
296
00:14:00,172 --> 00:14:04,009
of the jet's Rolls Royce engines
to roll back at the same time,
297
00:14:04,009 --> 00:14:06,078
robbing the aircraft of power.
298
00:14:06,078 --> 00:14:07,680
PHILIP SLEIGHT: When
you hear something
299
00:14:07,680 --> 00:14:12,184
of a double engine failure, you
start looking at what's common.
300
00:14:12,184 --> 00:14:16,355
What could cause both engines
to fail at the same time?
301
00:14:16,355 --> 00:14:19,925
So our first thoughts were that
it may have run out of fuel.
302
00:14:19,925 --> 00:14:22,027
NARRATOR: A fuel
shortage is rare,
303
00:14:22,027 --> 00:14:25,030
but it has happened before.
304
00:14:25,030 --> 00:14:29,168
In 1983, a Boeing
767 ran out of fuel
305
00:14:29,168 --> 00:14:32,037
flying over central Canada.
306
00:14:32,037 --> 00:14:35,541
A mistake in converting between
and imperial measurements
307
00:14:35,541 --> 00:14:39,145
left the plane with much less
fuel than the crew thought.
308
00:14:39,145 --> 00:14:43,716
At 26,000 feet, they lost
power to both engines.
309
00:14:43,716 --> 00:14:46,719
The captain was able to glide
the plane to a safe landing
310
00:14:46,719 --> 00:14:48,120
at an abandoned airbase.
311
00:14:52,825 --> 00:14:55,194
In the case of Flight
38, this theory
312
00:14:55,194 --> 00:14:57,496
is immediately questioned.
313
00:14:57,496 --> 00:15:00,232
PHILIP SLEIGHT: Jet
fuel has a certain odor.
314
00:15:00,232 --> 00:15:02,001
Anyone who has worked
with an aircraft
315
00:15:02,001 --> 00:15:05,304
will know the distinctive
smell of jet A1 fuel.
316
00:15:05,304 --> 00:15:08,574
There was certainly a lot of
fuel leaking from the aircraft
317
00:15:08,574 --> 00:15:11,076
from the rupture to the
bottom of the engines
318
00:15:11,076 --> 00:15:13,379
when we arrived on site.
319
00:15:13,379 --> 00:15:15,314
NARRATOR: A check of
the plane's dipsticks
320
00:15:15,314 --> 00:15:18,350
confirms two of the tanks
did in fact have fuel.
321
00:15:18,350 --> 00:15:19,919
PHILIP SLEIGHT: So
we knew that there
322
00:15:19,919 --> 00:15:21,821
was plenty of fuel on
board this aircraft
323
00:15:21,821 --> 00:15:23,389
to complete the flight.
324
00:15:23,389 --> 00:15:26,091
NARRATOR: There remain several
other possible explanations
325
00:15:26,091 --> 00:15:28,694
for such a loss of
power, and investigators
326
00:15:28,694 --> 00:15:31,764
must tackle them all.
327
00:15:31,764 --> 00:15:35,100
There is great confidence
that the mystery can be solved
328
00:15:35,100 --> 00:15:37,937
as any and every piece
of evidence investigators
329
00:15:37,937 --> 00:15:40,773
could ever want is
readily available.
330
00:15:40,773 --> 00:15:43,609
They have access to the pilot--
331
00:15:43,609 --> 00:15:45,177
I have control.
332
00:15:45,177 --> 00:15:48,948
NARRATOR: The crew and most
importantly the entire plane.
333
00:15:48,948 --> 00:15:51,784
PHILIP SLEIGHT: We were quite
fortunate to have the amount
334
00:15:51,784 --> 00:15:53,953
of data that we had
on this aircraft
335
00:15:53,953 --> 00:15:56,055
because the aircraft
remained intact.
336
00:15:56,055 --> 00:15:58,390
We were able to interrogate
lots of computers
337
00:15:58,390 --> 00:16:00,759
and also get lots of
data from the recorders.
338
00:16:00,759 --> 00:16:03,529
Additionally, we had data
external to the aircraft
339
00:16:03,529 --> 00:16:08,133
such as radar data and also the
radio transmissions as well.
340
00:16:08,133 --> 00:16:10,769
NARRATOR: Mark Ford retrieves
the plane's flight data
341
00:16:10,769 --> 00:16:15,641
recorders which promise to give
Investigators important clues.
342
00:16:15,641 --> 00:16:20,579
He has another resource, the
QAR or quick access recorder.
343
00:16:20,579 --> 00:16:23,148
While the black boxes are
in the rear of the plane,
344
00:16:23,148 --> 00:16:25,885
the QAR is a data
recorder in the front
345
00:16:25,885 --> 00:16:29,321
used mainly for diagnostics.
346
00:16:29,321 --> 00:16:31,790
MARK FORD: It does have an
advantage over the flight
347
00:16:31,790 --> 00:16:34,426
recorder though in that it
has a greater memory capacity
348
00:16:34,426 --> 00:16:36,161
and can record
additional parameters
349
00:16:36,161 --> 00:16:39,098
over and above those available
on the flight recorder.
350
00:16:39,098 --> 00:16:40,766
You can recover the
data from a quick access
351
00:16:40,766 --> 00:16:44,503
recorder within a matter
of minutes in some cases.
352
00:16:44,503 --> 00:16:47,306
NARRATOR: Speed, altitude,
control settings,
353
00:16:47,306 --> 00:16:49,174
cockpit conversations.
354
00:16:49,174 --> 00:16:51,577
In all the various
recorders have preserved
355
00:16:51,577 --> 00:16:54,446
1,400 different
pieces of data, which
356
00:16:54,446 --> 00:16:57,316
should help the
investigators close the case.
357
00:16:57,316 --> 00:17:01,320
But when they study the QAR
what they find is chilling.
358
00:17:01,320 --> 00:17:02,922
MARK FORD: The quick
access recorder
359
00:17:02,922 --> 00:17:05,991
data stopped about 45 seconds
prior to the accident itself.
360
00:17:05,991 --> 00:17:08,861
Initial thoughts were that
there was an electrical problem
361
00:17:08,861 --> 00:17:12,298
possibly that had affected
not only the QAR but possibly
362
00:17:12,298 --> 00:17:14,266
the engines as well.
363
00:17:14,266 --> 00:17:19,004
NARRATOR: Pilots don't
directly control the 777.
364
00:17:19,004 --> 00:17:21,607
Instead their inputs
are sent to a computer.
365
00:17:25,544 --> 00:17:28,814
Those signals are then relayed
to the engine's flaps and
366
00:17:28,814 --> 00:17:31,350
other systems on the aircraft.
367
00:17:31,350 --> 00:17:35,721
Pete, I can't get
power on the engines.
368
00:17:35,721 --> 00:17:39,291
NARRATOR: A massive failure of
a plane's information systems
369
00:17:39,291 --> 00:17:41,794
could explain why the
engine stopped working.
370
00:17:41,794 --> 00:17:45,064
Perhaps the computers
that control them froze.
371
00:17:48,334 --> 00:17:51,570
Farnborough is home to the AAIB.
372
00:17:51,570 --> 00:17:55,908
The flight data recorder has
been sent here for analysis.
373
00:17:55,908 --> 00:17:59,845
An electrical problem would
be recorded on this device,
374
00:17:59,845 --> 00:18:03,048
but interpreting the
information will take some time,
375
00:18:03,048 --> 00:18:05,317
time investigators don't have.
376
00:18:08,253 --> 00:18:11,557
There are hundreds of
777s landing every day.
377
00:18:11,557 --> 00:18:14,360
They need to find answers
before whatever brought
378
00:18:14,360 --> 00:18:16,595
down Flight 38 strikes again.
379
00:18:16,595 --> 00:18:19,331
[music playing]
380
00:18:20,699 --> 00:18:23,936
While they wait authorities
turn their attention to the fuel
381
00:18:23,936 --> 00:18:25,938
recovered from the ruined plane.
382
00:18:25,938 --> 00:18:29,441
A bad batch of fuel could have
deprived the aircraft of power
383
00:18:29,441 --> 00:18:31,677
just when it needed it most.
384
00:18:31,677 --> 00:18:33,379
BRIAN MCDERMID: A fuel
can be contaminated
385
00:18:33,379 --> 00:18:34,513
in many different ways.
386
00:18:34,513 --> 00:18:36,448
It can be particle
contamination.
387
00:18:36,448 --> 00:18:38,784
It can be biological
contamination,
388
00:18:38,784 --> 00:18:41,920
and they can get into
filters to restrict the flow.
389
00:18:41,920 --> 00:18:45,958
PHILIP SLEIGHT: We took several
samples from various points
390
00:18:45,958 --> 00:18:48,927
within the fuel system so
not only from the fuel tank
391
00:18:48,927 --> 00:18:52,598
itself but also from
remnants within fuel lines
392
00:18:52,598 --> 00:18:54,967
and also within various
fuel components.
393
00:18:54,967 --> 00:18:56,935
BRIAN MCDERMID: We managed
to trace the fuel back
394
00:18:56,935 --> 00:19:00,973
through the documentation to a
shipment of jet A1, which came
395
00:19:00,973 --> 00:19:04,476
from South Korea, and that
was shipped across in a tanker
396
00:19:04,476 --> 00:19:06,478
to China and was
then transported
397
00:19:06,478 --> 00:19:09,982
by pipeline to Beijing airport.
398
00:19:09,982 --> 00:19:13,652
We compared it with over
1,200 other batches of fuel
399
00:19:13,652 --> 00:19:17,790
in the UK, and it came
out to be very good.
400
00:19:23,962 --> 00:19:27,232
NARRATOR: Investigators next
consider the possibility of
401
00:19:27,232 --> 00:19:30,769
a blockage in the fuel tanks.
402
00:19:30,769 --> 00:19:32,438
BRIAN MCDERMID: When
we're in the fuel tanks,
403
00:19:32,438 --> 00:19:35,908
we did find a few
small articles.
404
00:19:35,908 --> 00:19:39,511
One of them was a red scraper.
405
00:19:39,511 --> 00:19:42,481
NARRATOR: The items were likely
left over from when the plane
406
00:19:42,481 --> 00:19:44,283
was built seven years ago.
407
00:19:48,487 --> 00:19:50,456
Obviously it's
not ideal to find
408
00:19:50,456 --> 00:19:52,357
anything within a fuel tank.
409
00:19:52,357 --> 00:19:53,959
We obviously looked
at to see whether this
410
00:19:53,959 --> 00:19:57,496
would have had an effect on
the fuel flows of the engines.
411
00:19:57,496 --> 00:19:59,164
The items were so
small, they would
412
00:19:59,164 --> 00:20:00,866
not have caused a restriction.
413
00:20:03,469 --> 00:20:06,438
NARRATOR: As the search
for answers continues,
414
00:20:06,438 --> 00:20:08,974
a puzzling find surfaces.
415
00:20:08,974 --> 00:20:11,777
Less than three years
before the Heathrow crash,
416
00:20:11,777 --> 00:20:16,548
another 777 suffered a
serious mid-air problem.
417
00:20:16,548 --> 00:20:18,851
After taking off in
Perth, Australia,
418
00:20:18,851 --> 00:20:22,888
a Malaysian passenger jet was
climbing through 38,000 feet
419
00:20:22,888 --> 00:20:26,391
when suddenly the plane's
autopilot pitched the nose up
420
00:20:26,391 --> 00:20:29,394
and climbed steeply.
421
00:20:29,394 --> 00:20:31,497
Calamity was only
averted when the pilot
422
00:20:31,497 --> 00:20:34,800
took manual control of the jet.
423
00:20:34,800 --> 00:20:37,503
They did manage to get
it safely back to base.
424
00:20:37,503 --> 00:20:39,404
The investigators
established that this
425
00:20:39,404 --> 00:20:42,374
was a computer problem.
426
00:20:42,374 --> 00:20:44,409
NARRATOR: British
aviation authorities
427
00:20:44,409 --> 00:20:46,411
consider that the
electronic brain
428
00:20:46,411 --> 00:20:49,748
of one of the world's most
reliable jets might be faulty.
429
00:20:53,152 --> 00:20:56,155
The Malaysian
Airlines aircraft was
430
00:20:56,155 --> 00:20:59,091
really quite an unnerving one.
431
00:20:59,091 --> 00:21:01,860
The investigators sort of
pulled out the files on it
432
00:21:01,860 --> 00:21:04,496
and started looking over it
to try and get some clues.
433
00:21:04,496 --> 00:21:05,931
PHILIP SLEIGHT: Did
we have a problem
434
00:21:05,931 --> 00:21:08,934
with the electronic
control system causing
435
00:21:08,934 --> 00:21:10,536
the engines to roll back?
436
00:21:10,536 --> 00:21:14,106
NARRATOR: If flaws are found
with Flight 38's computers,
437
00:21:14,106 --> 00:21:16,542
it means 777s around
the world could
438
00:21:16,542 --> 00:21:20,012
all be disasters in the making.
439
00:21:20,012 --> 00:21:22,514
This thought hangs
heavily over the industry.
440
00:21:25,584 --> 00:21:28,253
When the readout of the
plane's flight data recorder
441
00:21:28,253 --> 00:21:31,423
is conducted in
Farnborough, investigators
442
00:21:31,423 --> 00:21:36,128
learn that the crash could
have been much worse.
443
00:21:36,128 --> 00:21:38,564
There was very little I
could actually have done.
444
00:21:38,564 --> 00:21:41,700
It looks like we have
double engine failure.
445
00:21:41,700 --> 00:21:44,636
There was only 30 seconds
between when they were fully
446
00:21:44,636 --> 00:21:46,104
aware of what was going on--
447
00:21:46,104 --> 00:21:47,439
Air speed low.
448
00:21:47,439 --> 00:21:48,974
PHILIP SLEIGHT: And the
accident was inevitable.
449
00:21:48,974 --> 00:21:51,977
NARRATOR: Records show that
soon after the engines failed,
450
00:21:51,977 --> 00:21:55,981
the plane started falling
faster than 1800 feet a minute,
451
00:21:55,981 --> 00:21:57,716
a very steep descent.
452
00:21:57,716 --> 00:22:00,152
But lack of power
was only one factor
453
00:22:00,152 --> 00:22:01,787
working against the crew.
454
00:22:01,787 --> 00:22:04,456
They had extended
their flaps on descent.
455
00:22:04,456 --> 00:22:06,792
It helps control the
plane at lower speeds
456
00:22:06,792 --> 00:22:10,596
by increasing lift, but the
extended flaps create drag,
457
00:22:10,596 --> 00:22:12,331
which slows the plane down.
458
00:22:12,331 --> 00:22:16,134
It takes more power to keep the
plane flying with a wider wing.
459
00:22:16,134 --> 00:22:18,403
Air speed low.
460
00:22:18,403 --> 00:22:22,107
PETER BURKILL: I needed
to raise the flaps.
461
00:22:22,107 --> 00:22:25,177
I knew that by raising
it one notch to flap 25
462
00:22:25,177 --> 00:22:28,113
would be the right thing
to do to reduce the drag.
463
00:22:28,113 --> 00:22:29,114
That's what I had to do.
464
00:22:33,018 --> 00:22:38,690
And what he did here
gave them a few extra feet.
465
00:22:38,690 --> 00:22:42,127
Had the flaps been
left at flaps 30,
466
00:22:42,127 --> 00:22:44,196
the aircraft would have
struck the ground just
467
00:22:44,196 --> 00:22:47,132
before a set of ILS antennas.
468
00:22:47,132 --> 00:22:50,135
NARRATOR: The plane then would
have slammed into the antennas,
469
00:22:50,135 --> 00:22:53,438
sustaining even more damage
and increasing the chances
470
00:22:53,438 --> 00:22:54,673
of serious injuries.
471
00:22:58,043 --> 00:23:01,813
For their efforts, Burkill and
his team are considered heroes.
472
00:23:01,813 --> 00:23:03,548
PETER BURKILL: Flying
is about teamwork,
473
00:23:03,548 --> 00:23:05,050
and we had an outstanding team.
474
00:23:05,050 --> 00:23:07,386
NARRATOR: There is no
doubt without the flight
475
00:23:07,386 --> 00:23:09,688
crew's actions,
Flight 38 landing
476
00:23:09,688 --> 00:23:11,456
would have been a catastrophe.
477
00:23:12,800 --> 00:23:13,467
[music playing]
478
00:23:13,467 --> 00:23:14,968
Now the recordings--
479
00:23:14,968 --> 00:23:17,871
NARRATOR: As they continue
examining data from the flight
480
00:23:17,871 --> 00:23:18,972
data recorders--
481
00:23:18,972 --> 00:23:21,341
Continue right until
the moment of impact.
482
00:23:21,341 --> 00:23:25,078
NARRATOR: Investigators are
no closer to solving the case.
483
00:23:25,078 --> 00:23:27,147
MARK FORD: Analysis
of the flight recorder
484
00:23:27,147 --> 00:23:30,651
didn't identify any particular
fault with the aircraft
485
00:23:30,651 --> 00:23:32,419
electrical system that
would have resulted
486
00:23:32,419 --> 00:23:34,154
in both engines rolling back.
487
00:23:34,154 --> 00:23:37,724
NARRATOR: They are at least able
to determine why no data was
488
00:23:37,724 --> 00:23:40,727
found on the quick access
recorder for the last 45
489
00:23:40,727 --> 00:23:42,162
seconds of the flight.
490
00:23:42,162 --> 00:23:44,998
It's not an electrical
fault as they first feared.
491
00:23:44,998 --> 00:23:47,901
MARK FORD: The 45-second
delay in the QAR recording
492
00:23:47,901 --> 00:23:50,370
was a result of the
fact that the QAR
493
00:23:50,370 --> 00:23:52,372
doesn't record in real time.
494
00:23:52,372 --> 00:23:55,242
It buffers the data
and then will record
495
00:23:55,242 --> 00:23:57,110
approximately 45 seconds later.
496
00:23:59,680 --> 00:24:02,082
NARRATOR: With all the
information from the plane's
497
00:24:02,082 --> 00:24:04,885
various data recorders
now collected,
498
00:24:04,885 --> 00:24:08,589
investigators have a precise
picture of what happened.
499
00:24:08,589 --> 00:24:10,724
The jet was on the
proper course as it
500
00:24:10,724 --> 00:24:14,127
made its approach to land when
things went horribly wrong.
501
00:24:14,127 --> 00:24:18,565
PHILIP SLEIGHT: At 720 feet,
the right engine rolled back.
502
00:24:18,565 --> 00:24:21,735
7 seconds later the,
left engine rolled back.
503
00:24:21,735 --> 00:24:25,439
The autothrottle attempted
to command greater thrust.
504
00:24:25,439 --> 00:24:27,274
It's not me, that's
the auto throttle.
505
00:24:27,274 --> 00:24:28,408
But the engines
didn't respond.
506
00:24:28,408 --> 00:24:32,246
I can't get power
on the engines.
507
00:24:32,246 --> 00:24:35,782
NARRATOR: Well, electrical and
computer problems are ruled out
508
00:24:35,782 --> 00:24:37,818
as causes of the crash.
509
00:24:37,818 --> 00:24:40,654
The flight data recorders
do point investigators
510
00:24:40,654 --> 00:24:42,322
to the likely source
of the problem.
511
00:24:42,322 --> 00:24:43,991
Two most
significant parameters
512
00:24:43,991 --> 00:24:46,827
from the quick exit recorder
with the fuel metering valves.
513
00:24:46,827 --> 00:24:48,929
Both those valves
indicated that they had
514
00:24:48,929 --> 00:24:51,098
opened the fully open position.
515
00:24:51,098 --> 00:24:54,434
NARRATOR: The plane's computers
were calling for as much fuel
516
00:24:54,434 --> 00:24:56,837
from the tanks as possible.
517
00:24:56,837 --> 00:25:00,641
The valves were fully open,
but not nearly enough fuel
518
00:25:00,641 --> 00:25:03,310
was reaching the engines.
519
00:25:03,310 --> 00:25:06,013
A plane with plenty of
fuel and a working computer
520
00:25:06,013 --> 00:25:09,449
system still crash
landed, and investigators
521
00:25:09,449 --> 00:25:10,851
can't determine why.
522
00:25:13,420 --> 00:25:16,189
They focus on the weather
on the day of the accident.
523
00:25:19,259 --> 00:25:22,629
PETER BURKILL: It was a very
cold air mass over Siberia,
524
00:25:22,629 --> 00:25:24,698
so we were aware of
the cold conditions.
525
00:25:24,698 --> 00:25:27,834
But the flight was expected
to be smooth and also quick.
526
00:25:27,834 --> 00:25:30,103
NARRATOR: The plane's path
took them high over Russia.
527
00:25:30,103 --> 00:25:33,373
The outside temperature
went as low as -74 degrees
528
00:25:33,373 --> 00:25:35,876
Celsius, -101 Fahrenheit.
529
00:25:35,876 --> 00:25:38,178
It's a potentially
dangerous temperature
530
00:25:38,178 --> 00:25:39,279
if not monitored closely.
531
00:25:39,279 --> 00:25:41,782
With cold air masses,
you have to be very
532
00:25:41,782 --> 00:25:44,351
aware of the fuel temperatures.
533
00:25:44,351 --> 00:25:48,055
PHILIP SLEIGHT: When fuel starts
to freeze, it produces wax.
534
00:25:48,055 --> 00:25:50,057
As the fuel temperature
drops, the wax
535
00:25:50,057 --> 00:25:52,726
becomes greater
within the fuel itself
536
00:25:52,726 --> 00:25:56,997
until it comes to a point
where it can no longer flow.
537
00:25:56,997 --> 00:25:59,199
PETER BURKILL: We have
a fuel temperature gauge
538
00:25:59,199 --> 00:26:02,502
on on the flight deck, which
is monitored at all times,
539
00:26:02,502 --> 00:26:06,239
and I personally look at that
every time I do a fuel check
540
00:26:06,239 --> 00:26:08,008
which minimum is once an hour.
541
00:26:08,008 --> 00:26:10,410
Basically you don't
want to get it
542
00:26:10,410 --> 00:26:13,347
below -34 degrees centigrade.
543
00:26:13,347 --> 00:26:16,216
NARRATOR: While they were
cold, the temperatures never
544
00:26:16,216 --> 00:26:19,052
dipped into the danger zone
where the fuel could wax
545
00:26:19,052 --> 00:26:21,488
and clog the
system, and the fuel
546
00:26:21,488 --> 00:26:23,256
temperature increased
significantly
547
00:26:23,256 --> 00:26:26,426
as the jet approached London.
548
00:26:26,426 --> 00:26:29,062
PETER BURKILL: We were
coming through 20,000 feet,
549
00:26:29,062 --> 00:26:31,932
and I remember seeing
-20 degrees centigrade.
550
00:26:31,932 --> 00:26:34,768
So it had already
started to warm up.
551
00:26:34,768 --> 00:26:37,270
NARRATOR: Another potential
cause of the crash
552
00:26:37,270 --> 00:26:38,905
is ruled out.
553
00:26:38,905 --> 00:26:43,110
Investigators are now running
out of possible explanations.
554
00:26:43,110 --> 00:26:45,846
And the expectation
from the media
555
00:26:45,846 --> 00:26:48,415
and also from aviation
experts was that we would
556
00:26:48,415 --> 00:26:49,916
have the answer within days.
557
00:26:49,916 --> 00:26:52,386
REPORTER: But there
was no comment today
558
00:26:52,386 --> 00:26:54,021
about the ongoing investigation.
559
00:26:54,021 --> 00:26:56,456
PHILIP SLEIGHT: It very quickly
became apparent that that
560
00:26:56,456 --> 00:26:57,624
would not be the case.
561
00:26:57,624 --> 00:26:58,759
DAVID LEARMOUNT:
They had the pilots.
562
00:26:58,759 --> 00:26:59,960
They had the passengers.
563
00:26:59,960 --> 00:27:01,461
They had the aircraft.
564
00:27:01,461 --> 00:27:05,132
They had everything there
except the thing that caused it.
565
00:27:05,132 --> 00:27:08,135
That had disappeared
as if by magic.
566
00:27:12,973 --> 00:27:15,542
NARRATOR: They turned
to a failure of the fuel
567
00:27:15,542 --> 00:27:17,577
delivery system as a culprit.
568
00:27:17,577 --> 00:27:21,381
To prove it was responsible,
they need to pinpoint anything
569
00:27:21,381 --> 00:27:27,988
out of the ordinary about Flight
38 journey on January 17, 2008.
570
00:27:27,988 --> 00:27:30,424
PHILIP SLEIGHT: It's a
daily flight operating
571
00:27:30,424 --> 00:27:32,325
from Beijing to Heathrow.
572
00:27:32,325 --> 00:27:36,997
We wanted to work out what
was unique about this flight.
573
00:27:36,997 --> 00:27:40,300
Why this flight in particular?
574
00:27:40,300 --> 00:27:45,472
If you've got a very puzzling
incident like the 777 accident
575
00:27:45,472 --> 00:27:49,176
at Heathrow, you're going to
mine all the data you can.
576
00:27:49,176 --> 00:27:53,914
Just put them
over there for now.
577
00:27:53,914 --> 00:27:56,316
PHILIP SLEIGHT: So we
approached many operators
578
00:27:56,316 --> 00:28:00,754
to obtain some data
of previous flights
579
00:28:00,754 --> 00:28:04,858
so that we could
then do a comparison.
580
00:28:04,858 --> 00:28:07,527
NARRATOR: Flight data is
collected from companies
581
00:28:07,527 --> 00:28:08,962
around the world.
582
00:28:08,962 --> 00:28:10,497
PHILIP SLEIGHT: And
we had something
583
00:28:10,497 --> 00:28:13,266
like 144,000 flights in all.
584
00:28:13,266 --> 00:28:15,102
NARRATOR: But it will
take months of work
585
00:28:15,102 --> 00:28:18,205
to analyze this enormous
volume of information.
586
00:28:20,974 --> 00:28:25,045
To study Flight 38's
fuel system more closely,
587
00:28:25,045 --> 00:28:28,515
huge sections of it are
brought to the AAIB hangar
588
00:28:28,515 --> 00:28:30,050
and reassembled.
589
00:28:30,050 --> 00:28:32,185
BRIAN MCDERMID: It allowed us
to basically just sit there
590
00:28:32,185 --> 00:28:34,788
and look at it and to
brainstorm and come up
591
00:28:34,788 --> 00:28:36,556
with ideas as to what
might have caused it.
592
00:28:36,556 --> 00:28:40,293
NARRATOR: McDermid and his
team consider all possibilities
593
00:28:40,293 --> 00:28:43,563
from design flaws to
a malfunction specific
594
00:28:43,563 --> 00:28:44,898
to this aircraft.
595
00:28:44,898 --> 00:28:47,167
The examination comes up empty.
596
00:28:47,167 --> 00:28:49,569
We carried out an
exhaustive and very
597
00:28:49,569 --> 00:28:52,472
thorough inspection and
testing of the fuel system,
598
00:28:52,472 --> 00:28:54,040
and we find nothing wrong.
599
00:28:54,040 --> 00:28:56,409
NARRATOR: Frustrated,
investigators
600
00:28:56,409 --> 00:28:58,311
are at a dead end.
601
00:28:58,311 --> 00:29:00,247
PHILIP SLEIGHT: We kept
going through this cycle.
602
00:29:00,247 --> 00:29:03,016
We kept going back over
what we'd done before.
603
00:29:03,016 --> 00:29:04,851
Had we'd missed something?
604
00:29:04,851 --> 00:29:07,420
And every time we
went back over,
605
00:29:07,420 --> 00:29:08,922
we kept coming back to no.
606
00:29:08,922 --> 00:29:10,524
[music playing]
607
00:29:10,524 --> 00:29:13,426
NARRATOR: There was no trouble
with the plane's computers,
608
00:29:13,426 --> 00:29:19,332
it had plenty of fuel and no
problems with the fuel itself,
609
00:29:19,332 --> 00:29:21,668
but somehow when
it was most vital--
610
00:29:21,668 --> 00:29:23,170
Mayday, mayday--
611
00:29:23,170 --> 00:29:25,105
NARRATOR: The engines didn't
get the fuel they needed.
612
00:29:28,775 --> 00:29:33,113
The AAIB detectives have
run out of suspects.
613
00:29:33,113 --> 00:29:38,785
DAVID LEARMOUNT: There
was no clear explanation.
614
00:29:38,785 --> 00:29:40,620
Nothing that you'd seen before--
615
00:29:40,620 --> 00:29:42,222
It's not giving me power.
616
00:29:42,222 --> 00:29:48,795
In any airplane, let alone a
777, could have explained this.
617
00:29:48,795 --> 00:29:51,231
NARRATOR: Now they turn
away from the clues
618
00:29:51,231 --> 00:29:53,366
they have to those they don't.
619
00:29:56,136 --> 00:29:58,939
Phil started coming out
of a mantra, which was
620
00:29:58,939 --> 00:30:00,440
a quote from Sherlock Holmes.
621
00:30:00,440 --> 00:30:05,712
PHILIP SLEIGHT: Whatever is
left, however improbable,
622
00:30:05,712 --> 00:30:06,546
must be the cause.
623
00:30:12,319 --> 00:30:13,653
Has to be.
624
00:30:13,653 --> 00:30:15,789
PHILIP SLEIGHT: In this case,
we always keep coming back
625
00:30:15,789 --> 00:30:17,757
to what's there,
what could have been
626
00:30:17,757 --> 00:30:19,793
there, that's not there now.
627
00:30:19,793 --> 00:30:21,895
And we come back to ice.
628
00:30:21,895 --> 00:30:24,931
Suspicion that the cause
of the accident was ice
629
00:30:24,931 --> 00:30:26,132
grew stronger and stronger.
630
00:30:26,132 --> 00:30:27,634
NARRATOR: But
investigators are faced
631
00:30:27,634 --> 00:30:29,502
with a nearly impossible task.
632
00:30:29,502 --> 00:30:32,939
How can they prove that ice
had brought down the plane when
633
00:30:32,939 --> 00:30:34,975
the evidence they
need would have melted
634
00:30:34,975 --> 00:30:36,309
by the time they arrived?
635
00:30:38,496 --> 00:30:42,066
Three months after the crash,
Brian McDermid flies to Seattle
636
00:30:42,066 --> 00:30:43,934
to work with
engineers at Boeing,
637
00:30:43,934 --> 00:30:46,737
the company that built the 777.
638
00:30:46,737 --> 00:30:52,510
If ice brought down Flight 38,
they need to prove how and why.
639
00:30:52,510 --> 00:30:55,646
PHILIP SLEIGHT: We took the
pipes from the right side
640
00:30:55,646 --> 00:30:59,417
of the fuel system, and those
pipes and those couplings
641
00:30:59,417 --> 00:31:02,353
were used on the
test rig at Boeing.
642
00:31:02,353 --> 00:31:05,656
NARRATOR: Ice in the fuel
lines has long been a concern
643
00:31:05,656 --> 00:31:09,126
for jets of all kinds,
but decades ago, engineers
644
00:31:09,126 --> 00:31:12,029
found an ingenious way to
deal with the ice forming
645
00:31:12,029 --> 00:31:15,800
in the fuel of passenger jets.
646
00:31:15,800 --> 00:31:17,635
The heart of the
system is the fuel
647
00:31:17,635 --> 00:31:20,171
oil heat exchanger or FOAG.
648
00:31:20,171 --> 00:31:22,707
Cold fuel runs
through thin tubes
649
00:31:22,707 --> 00:31:24,642
which are surrounded
by the hot oil
650
00:31:24,642 --> 00:31:26,043
used to lubricate the engines.
651
00:31:26,043 --> 00:31:28,713
The purpose of
a fuel heater is
652
00:31:28,713 --> 00:31:33,017
to heat the fuel up to prevent
icing of the delicate fuel
653
00:31:33,017 --> 00:31:34,618
control system.
654
00:31:34,618 --> 00:31:38,556
The FOAG is designed to
prevent exactly the problem
655
00:31:38,556 --> 00:31:42,026
Investigators suspect
crippled Flight 38,
656
00:31:42,026 --> 00:31:45,229
but it's also a potential
bottleneck in the system.
657
00:31:45,229 --> 00:31:47,498
BRIAN MCDERMID: During
the fuel testing,
658
00:31:47,498 --> 00:31:49,734
we were looking to
establish where we could get
659
00:31:49,734 --> 00:31:54,071
a restriction that would
restrict the fuel flow to 6,000
660
00:31:54,071 --> 00:31:57,742
per hour, and the only
place that we could get such
661
00:31:57,742 --> 00:31:59,744
a restriction occurring
was on the face
662
00:31:59,744 --> 00:32:01,545
of the fuel oil heat exchanger.
663
00:32:01,545 --> 00:32:04,882
NARRATOR: Investigators
have to prove three things.
664
00:32:04,882 --> 00:32:07,084
First, that substantial
amounts of ice
665
00:32:07,084 --> 00:32:10,421
can accumulate inside
the fuel pipes.
666
00:32:10,421 --> 00:32:13,758
Second, that the ice can
suddenly be released.
667
00:32:13,758 --> 00:32:17,695
And finally prove that it can
block a device specifically
668
00:32:17,695 --> 00:32:19,764
designed to melt it.
669
00:32:19,764 --> 00:32:22,233
BRIAN MCDERMID: We use
different methods of controlling
670
00:32:22,233 --> 00:32:26,403
the environment around the
pipes that range from dry ice
671
00:32:26,403 --> 00:32:31,075
to cold fuel and to hot air
to simulate the environment
672
00:32:31,075 --> 00:32:32,943
around the pipes
that the aircraft
673
00:32:32,943 --> 00:32:35,379
experienced during the flight.
674
00:32:35,379 --> 00:32:37,948
NARRATOR: After each
fuel cooling test,
675
00:32:37,948 --> 00:32:41,185
investigators look
inside the pipes for ice,
676
00:32:41,185 --> 00:32:43,420
but they can never
get much ice to form,
677
00:32:43,420 --> 00:32:46,757
let alone block the fuel lines.
678
00:32:46,757 --> 00:32:49,894
And the fuel temperature
was -30 degrees centigrade.
679
00:32:49,894 --> 00:32:53,464
Very little ice would stick to
the inside of the fuel pipes.
680
00:32:53,464 --> 00:32:55,633
NARRATOR: Investigators
know the temperature
681
00:32:55,633 --> 00:32:58,302
on the accident flight
didn't get much colder,
682
00:32:58,302 --> 00:33:00,237
so how had the ice formed?
683
00:33:02,540 --> 00:33:05,242
PHILIP SLEIGHT: We still hadn't
answered the question of where
684
00:33:05,242 --> 00:33:08,078
does the ice come from in
the first place and indeed
685
00:33:08,078 --> 00:33:10,247
was it ice or was
there something
686
00:33:10,247 --> 00:33:11,816
else that we've missed.
687
00:33:11,816 --> 00:33:14,985
NARRATOR: Surprisingly, when the
fuel temperatures are warmer,
688
00:33:14,985 --> 00:33:16,654
the breakthrough arrives.
689
00:33:16,654 --> 00:33:19,824
If you have water in the
fuel, then that water will
690
00:33:19,824 --> 00:33:21,325
freeze and form ice crystals.
691
00:33:21,325 --> 00:33:24,295
And then when the temperature
gets to about -20 degrees
692
00:33:24,295 --> 00:33:26,330
centigrade, then
those ice crystals
693
00:33:26,330 --> 00:33:28,299
will start to stick together--
694
00:33:28,299 --> 00:33:32,269
would also stick to the
inside of the pipes.
695
00:33:32,269 --> 00:33:36,340
NARRATOR: Below -20 degrees
Celsius, minus 4 Fahrenheit,
696
00:33:36,340 --> 00:33:39,243
any ice crystals in the
fuel are too cool to attach
697
00:33:39,243 --> 00:33:41,178
to the pipes, but
in the sticky range
698
00:33:41,178 --> 00:33:45,749
20 to -8 degrees Celsius,
minus 4 to plus 17 Fahrenheit,
699
00:33:45,749 --> 00:33:49,086
slushy ice forms and sticks to
the sides of the fuel pipes.
700
00:33:49,086 --> 00:33:51,856
So when we demonstrated
that ice could actually
701
00:33:51,856 --> 00:33:55,326
build up and grow onto the
walls of the fuel pipes,
702
00:33:55,326 --> 00:33:57,528
there was a certain
amount of surprise
703
00:33:57,528 --> 00:33:59,496
as to how much
could actually grow.
704
00:33:59,496 --> 00:34:01,031
And now we're
getting somewhere.
705
00:34:01,031 --> 00:34:03,200
Well, the question
for us at this stage
706
00:34:03,200 --> 00:34:06,437
was how could the ice
come off the pipes.
707
00:34:06,437 --> 00:34:09,540
NARRATOR: Investigators think
they have the smoking gun.
708
00:34:09,540 --> 00:34:10,941
All right.
709
00:34:10,941 --> 00:34:13,210
NARRATOR: But they still can't
prove how a small bit of ice
710
00:34:13,210 --> 00:34:16,981
could bring down a
$200 million plane.
711
00:34:16,981 --> 00:34:18,782
They continue
analyzing thousands
712
00:34:18,782 --> 00:34:22,987
of comparative flights to see
what made Flight 38 unique,
713
00:34:22,987 --> 00:34:26,290
but after seven months, they
still can't crack the case.
714
00:34:26,290 --> 00:34:29,059
MARK FORD: From 35,000
Rolls Royce powered flights,
715
00:34:29,059 --> 00:34:31,795
it was less than 1% who
had the same features
716
00:34:31,795 --> 00:34:34,565
as the accident flight.
717
00:34:34,565 --> 00:34:38,335
NARRATOR: Then on
November 26, 2008, more
718
00:34:38,335 --> 00:34:40,504
than 10 months after the crash.
719
00:34:40,504 --> 00:34:42,406
The importance of
finding an answer
720
00:34:42,406 --> 00:34:46,310
is underscored when the
elusive culprit strikes again.
721
00:34:46,310 --> 00:34:50,147
Another 777 runs into
trouble 39,000 feet
722
00:34:50,147 --> 00:34:53,317
above the United States
when one of its engines
723
00:34:53,317 --> 00:34:54,585
simply stops working.
724
00:34:56,921 --> 00:35:01,091
Fortunately in that
case, the engine recovered,
725
00:35:01,091 --> 00:35:03,694
and the aircraft landed
safely at Atlanta.
726
00:35:03,694 --> 00:35:06,530
NARRATOR: Even though it
didn't result in an accident,
727
00:35:06,530 --> 00:35:08,599
it reinforces
concerns that there's
728
00:35:08,599 --> 00:35:13,270
a potentially dangerous flaw
on every 777 around the world.
729
00:35:13,270 --> 00:35:15,205
The incident captures
the attention
730
00:35:15,205 --> 00:35:18,509
of the British Airways
crash investigators.
731
00:35:18,509 --> 00:35:20,611
DAVID LEARMOUNT:
The Delta Shanghai
732
00:35:20,611 --> 00:35:25,015
flight really was investigated
with huge interest.
733
00:35:25,015 --> 00:35:29,019
The engines were Rolls Royce
engines of the same type.
734
00:35:29,019 --> 00:35:35,292
So they immediately went looking
for evidence of same problem.
735
00:35:35,292 --> 00:35:37,294
NARRATOR: And, in
fact, they do find
736
00:35:37,294 --> 00:35:40,130
important similarities
between the Delta airliner
737
00:35:40,130 --> 00:35:42,099
and British Airways Flight 38.
738
00:35:42,099 --> 00:35:43,534
PHILIP SLEIGHT: The
aircraft had operated
739
00:35:43,534 --> 00:35:47,771
a long sector from Shanghai
in China to Atlanta.
740
00:35:47,771 --> 00:35:51,575
The fuel temperatures were
within the sticky range
741
00:35:51,575 --> 00:35:54,311
that we are defined
during the research.
742
00:35:54,311 --> 00:35:57,715
We were able to see that
the reaction of the engine
743
00:35:57,715 --> 00:36:01,785
was very similar to that
of the 777 at Heathrow.
744
00:36:03,988 --> 00:36:06,657
NARRATOR: Later examination
of the Delta flight
745
00:36:06,657 --> 00:36:09,827
shows no evidence of any
electronic, mechanical, or fuel
746
00:36:09,827 --> 00:36:14,164
system problems, strongly
suggesting that the culprit was
747
00:36:14,164 --> 00:36:15,599
indeed ice.
748
00:36:15,599 --> 00:36:17,735
When we heard about
the Delta flight,
749
00:36:17,735 --> 00:36:19,737
we were more convinced
than ever that we
750
00:36:19,737 --> 00:36:20,571
were on the right track.
751
00:36:23,766 --> 00:36:26,635
NARRATOR: McDermid and the
investigators at Boeing in
752
00:36:26,635 --> 00:36:29,171
Seattle continue their testing.
753
00:36:29,171 --> 00:36:31,307
It's been a year
since the accident,
754
00:36:31,307 --> 00:36:34,510
and the problem hasn't
been found or fixed.
755
00:36:34,510 --> 00:36:36,445
They've run hundreds
of simulations
756
00:36:36,445 --> 00:36:38,681
and spent millions of dollars.
757
00:36:38,681 --> 00:36:41,250
They still can't get the
ice in the fuel lines
758
00:36:41,250 --> 00:36:43,118
to clog the fuel
oil heat exchanger
759
00:36:43,118 --> 00:36:46,755
and cause the kind of blockage
that brought down Flight 38.
760
00:36:50,359 --> 00:36:51,794
PHILIP SLEIGHT:
We came to a stage
761
00:36:51,794 --> 00:36:55,030
where we had not actually
come up with what
762
00:36:55,030 --> 00:36:57,666
had caused this accident.
763
00:36:57,666 --> 00:37:02,605
This time, the media and
also the general public,
764
00:37:02,605 --> 00:37:06,475
there was a bit of
unrest as to why we had
765
00:37:06,475 --> 00:37:08,344
not yet come up with an answer.
766
00:37:11,113 --> 00:37:13,115
NARRATOR: Industry
pressure to resolve
767
00:37:13,115 --> 00:37:17,186
this case is intensifying.
768
00:37:17,186 --> 00:37:21,390
Investigators still need to know
what made Flight 38 different
769
00:37:21,390 --> 00:37:23,125
from thousands of
others that had
770
00:37:23,125 --> 00:37:25,494
flown under similar conditions.
771
00:37:25,494 --> 00:37:31,567
To find out, they retrace every
moment of Flight 38's journey.
772
00:37:31,567 --> 00:37:35,404
The voyage from Beijing involved
a gradual climb, a steady
773
00:37:35,404 --> 00:37:38,240
cruise, and a gradual descent.
774
00:37:38,240 --> 00:37:39,909
The fuel temperatures
fell and rose
775
00:37:39,909 --> 00:37:44,013
accordingly, causing ice to
accumulate in the fuel lines.
776
00:37:44,013 --> 00:37:48,417
That ice posed no danger
unless it was released.
777
00:37:48,417 --> 00:37:50,853
Now investigators
study the fuel flow
778
00:37:50,853 --> 00:37:54,757
and find that it was kept
steady for most of the flight.
779
00:37:54,757 --> 00:37:57,927
The autopilot maintained
constant speed and low power
780
00:37:57,927 --> 00:38:01,897
for hours, never demanding an
abrupt increase in engine power
781
00:38:01,897 --> 00:38:04,900
until just before they
reached the runway.
782
00:38:04,900 --> 00:38:06,569
PHILIP SLEIGHT: The
approach into Heathrow
783
00:38:06,569 --> 00:38:09,572
was quite a turbulent approach.
784
00:38:09,572 --> 00:38:12,875
And the engines were demanding
various levels of thrust power.
785
00:38:12,875 --> 00:38:15,277
It's not me, that's the auto
throttles doing their thing.
786
00:38:15,277 --> 00:38:19,782
PHILIP SLEIGHT: And there were
four changes in fuel flow, one
787
00:38:19,782 --> 00:38:21,717
of which was a
very high fuel flow
788
00:38:21,717 --> 00:38:27,623
of around about 12,000 to
13000 pounds per hour demanded.
789
00:38:27,623 --> 00:38:30,793
NARRATOR: A closer review of
the American, Delta flight
790
00:38:30,793 --> 00:38:32,795
reveals that its
engine rolled back
791
00:38:32,795 --> 00:38:36,532
under the same circumstances,
a sudden demand for power
792
00:38:36,532 --> 00:38:38,901
after a long period
of consistent speed.
793
00:38:42,638 --> 00:38:45,240
Investigators are
now set to duplicate
794
00:38:45,240 --> 00:38:47,076
these precise conditions.
795
00:38:47,076 --> 00:38:49,745
They hope that by
reproducing the moments just
796
00:38:49,745 --> 00:38:52,481
before landing, which was the
only part of the flight where
797
00:38:52,481 --> 00:38:54,817
the crew suddenly
required more power,
798
00:38:54,817 --> 00:38:58,320
they may finally get the
answer they're looking for.
799
00:38:58,320 --> 00:38:59,822
The problem that
we were looking at
800
00:38:59,822 --> 00:39:02,391
is very, very
difficult to replicate,
801
00:39:02,391 --> 00:39:04,159
and during what was
one of the last tests,
802
00:39:04,159 --> 00:39:06,895
we actually managed to get
all the elements together.
803
00:39:06,895 --> 00:39:09,431
NARRATOR: After
simulating running engines
804
00:39:09,431 --> 00:39:12,668
at constant speed, investigators
increased the power.
805
00:39:12,668 --> 00:39:13,936
BRIAN MCDERMID:
We allowed the ice
806
00:39:13,936 --> 00:39:17,406
to accumulate for
three hours, and then
807
00:39:17,406 --> 00:39:18,907
the flow rate was increased.
808
00:39:18,907 --> 00:39:22,411
NARRATOR: What happens next
breaks the case wide open.
809
00:39:25,447 --> 00:39:28,951
In Boeing's Seattle lab,
investigators sudden demand
810
00:39:28,951 --> 00:39:31,754
for more engine power
causes the fuel pressure
811
00:39:31,754 --> 00:39:37,526
downstream of the fuel oil heat
exchanger to drop dramatically.
812
00:39:37,526 --> 00:39:40,663
And when investigators
examined this vital component--
813
00:39:40,663 --> 00:39:43,032
BRIAN MCDERMID: We
then saw that ice had
814
00:39:43,032 --> 00:39:44,099
formed across the face of it.
815
00:39:44,099 --> 00:39:45,334
We did it.
816
00:39:45,334 --> 00:39:47,136
NARRATOR: Soft ice
that had formed deep
817
00:39:47,136 --> 00:39:50,205
inside the fuel lines broke
free when the pressure
818
00:39:50,205 --> 00:39:53,108
was abruptly increased.
819
00:39:53,108 --> 00:39:57,880
It restricted the flow
of fuel to the engines.
820
00:39:57,880 --> 00:40:01,350
Investigators have finally
found the Achilles heel
821
00:40:01,350 --> 00:40:04,553
hidden deep inside the 777.
822
00:40:04,553 --> 00:40:07,723
The tubes that bring the
fuel through the FOAG
823
00:40:07,723 --> 00:40:11,126
jut out just above the
container of hot oil.
824
00:40:11,126 --> 00:40:14,563
It's just a few millimeters
but is enough to prevent
825
00:40:14,563 --> 00:40:17,466
the ice from coming in
contact with a hot surface
826
00:40:17,466 --> 00:40:18,834
below and melting.
827
00:40:18,834 --> 00:40:22,137
Now the ice doesn't
totally restrict
828
00:40:22,137 --> 00:40:23,639
the fuel flowing through it.
829
00:40:23,639 --> 00:40:25,507
It has some porosity.
830
00:40:25,507 --> 00:40:28,243
So the fuel will
continue to flow through,
831
00:40:28,243 --> 00:40:31,080
but the flow rate is much
lower than it should be.
832
00:40:31,080 --> 00:40:34,983
NARRATOR: In all of the tests,
only one gave investigators
833
00:40:34,983 --> 00:40:37,086
the result they
were looking for,
834
00:40:37,086 --> 00:40:40,856
the one that exactly matched
the journey of Flight 38.
835
00:40:40,856 --> 00:40:44,159
While the plane flew over
Russia, water in the fuel
836
00:40:44,159 --> 00:40:45,561
turned to ice.
837
00:40:45,561 --> 00:40:48,530
At -20 Celsius
minus 4 Fahrenheit,
838
00:40:48,530 --> 00:40:51,900
it began to build up along
the inside of the pipes.
839
00:40:51,900 --> 00:40:55,504
The steady speed of the aircraft
ensured this accumulation
840
00:40:55,504 --> 00:40:58,373
was never interrupted.
841
00:40:58,373 --> 00:41:00,709
Then as the plane
approached Heathrow,
842
00:41:00,709 --> 00:41:03,712
turbulence resulted in
the first demand for power
843
00:41:03,712 --> 00:41:06,048
since much earlier
in the flight.
844
00:41:06,048 --> 00:41:07,182
It's not me.
845
00:41:07,182 --> 00:41:09,118
That's the ultra throttles
doing their thing.
846
00:41:09,118 --> 00:41:11,520
You might want to keep the
autopilot on a little longer.
847
00:41:11,520 --> 00:41:14,123
Then things cascaded
into a serious problem.
848
00:41:14,123 --> 00:41:17,559
The gushing fuel washed the
ice through the fuel system
849
00:41:17,559 --> 00:41:20,562
until it built up against
the face of the FOAG
850
00:41:20,562 --> 00:41:22,431
with disastrous results.
851
00:41:22,431 --> 00:41:26,301
Pete, I can't get
power on the engines.
852
00:41:26,301 --> 00:41:27,703
It's not giving me power.
853
00:41:27,703 --> 00:41:29,805
NARRATOR: Facing a threat
no one knew existed--
854
00:41:29,805 --> 00:41:32,074
Mayday, speed
bird, speed bird.
855
00:41:32,074 --> 00:41:34,977
NARRATOR: The pilots didn't have
a chance to solve the problem.
856
00:41:41,483 --> 00:41:43,719
But why had the
American Delta crew
857
00:41:43,719 --> 00:41:46,655
been able to clear the blockage
while the British Airways
858
00:41:46,655 --> 00:41:49,158
flight ended in
near catastrophe?
859
00:41:53,562 --> 00:41:55,998
It's discovered that
after just a few seconds
860
00:41:55,998 --> 00:42:02,137
of reducing engine power to
idle, the blockage in the FOAG
861
00:42:02,137 --> 00:42:04,273
clears.
862
00:42:04,273 --> 00:42:06,775
But this maneuver was not
available to the British
863
00:42:06,775 --> 00:42:09,845
Airways pilots because they
were so close to the ground.
864
00:42:13,015 --> 00:42:16,518
Soon after the Seattle
tests, Rolls Royce redesigned
865
00:42:16,518 --> 00:42:18,120
the fuel oil heat exchanger.
866
00:42:18,120 --> 00:42:20,155
So what Rolls Royce
did was to actually
867
00:42:20,155 --> 00:42:23,292
remove those protruding tubes,
and you now have a flush face.
868
00:42:23,292 --> 00:42:27,663
And they found that if they
flattened this surface, even
869
00:42:27,663 --> 00:42:29,665
if ice crystals did
form in the fuel,
870
00:42:29,665 --> 00:42:33,202
they'd gold straight down
the holes in the block.
871
00:42:33,202 --> 00:42:37,506
Very, very easy fix.
872
00:42:37,506 --> 00:42:39,641
NARRATOR: Other
aircraft manufacturers
873
00:42:39,641 --> 00:42:42,010
are ordered to ensure
that their systems aren't
874
00:42:42,010 --> 00:42:44,980
vulnerable to the same problem.
875
00:42:44,980 --> 00:42:46,515
[music playing]
876
00:42:46,515 --> 00:42:49,618
Peter Burkill, John Howard, and
the rest of the crew of Flight
877
00:42:49,618 --> 00:42:52,287
38 received the British
Airways safety medal
878
00:42:52,287 --> 00:42:54,623
for their performance
during the accident.
879
00:42:54,623 --> 00:42:57,159
It's the company's
highest honor.
880
00:42:57,159 --> 00:43:01,830
Crew have been presented
with an unprecedented failure,
881
00:43:01,830 --> 00:43:03,899
and they did the best
they could in the time
882
00:43:03,899 --> 00:43:06,668
that they had available.
883
00:43:06,668 --> 00:43:09,471
The crew did as good
a job as they could,
884
00:43:09,471 --> 00:43:13,075
and since they really only
had about 30 seconds to think
885
00:43:13,075 --> 00:43:15,010
about what they were
going to do about this,
886
00:43:15,010 --> 00:43:17,813
they couldn't have done
any better than they did.
887
00:43:17,813 --> 00:43:20,482
NARRATOR: The ice that brought
down one of the world's most
888
00:43:20,482 --> 00:43:24,253
sophisticated airplanes was
gone by the time investigators
889
00:43:24,253 --> 00:43:25,687
showed up.
890
00:43:25,687 --> 00:43:27,089
DAVID LEARMOUNT: Weird thing
about this investigation
891
00:43:27,089 --> 00:43:31,193
was that the culprit
had fled the scene.
892
00:43:31,193 --> 00:43:33,562
NARRATOR: The inquiry
into what happened
893
00:43:33,562 --> 00:43:35,998
consumed thousands
of hours of manpower
894
00:43:35,998 --> 00:43:38,367
and cost millions of dollars.
895
00:43:38,367 --> 00:43:42,771
These people really pulled
out the stops to find out,
896
00:43:42,771 --> 00:43:45,774
and the reason, we have to know.
897
00:43:45,774 --> 00:43:49,077
NARRATOR: With
unrelenting diligence
898
00:43:49,077 --> 00:43:52,014
and a little inspiration
from Sherlock Holmes,
899
00:43:52,014 --> 00:43:54,549
the mystery was finally solved.
900
00:43:54,549 --> 00:44:00,589
PHILIP SLEIGHT: Whatever is
left, however improbable,
901
00:44:00,589 --> 00:44:01,590
must be the cause.
72287
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