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FLIGHT ATTENDANT:
Ladies and gentlemen,
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00:00:07,574 --> 00:00:08,875
we are starting our approach.
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PILOT: We lost both engines.
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PILOT: Masks will be lowered.
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Emergency declared.
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00:00:12,112 --> 00:00:13,113
PILOT: Mayday, mayday.
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FLIGHT ATTENDANT:
Brace for impact!
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[muffled chatter]
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PILOT: It's gonna crash!
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[radio chatter]
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ATC LIMA: We're observing
you crossing the 260 of Lima
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00:00:34,734 --> 00:00:36,136
at 31 miles west.
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Level is 10,700 velocities.
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00:00:38,438 --> 00:00:42,475
NARRATOR: In October of 1996, a
state of the art passenger jet
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careens out of control
for 30 horrific minutes,
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00:00:45,645 --> 00:00:49,349
then crashes into
the Pacific Ocean.
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[warning alarm]
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ERIC SCHREIBER: I've got her.
I've got it.
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ATC LIMA: Climb!
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Climb, Aeroperu 603.
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ERIC SCHREIBER: We're
gonna turn over.
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[radio chatter]
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NARRATOR: What
could have brought
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down Aeroperu flight 603?
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The answer to the mystery may
be found in the airplane's
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black box flight
recorder, a puzzle
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which investigators must solve.
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The story they uncover
is how simple human error
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set off a chain of events
that ended in tragedy.
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2 cent of American money
brought down a $75 million
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aircraft and killed 70 people.
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This kind of a problem
that they faced that night
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was probably one of 10 over
the last 20 or 30 years.
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You never lose hope
immediately, you know?
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It takes time for you
to get to the point
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that you will accept the fact
that there's no people that
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got out of there alive.
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DAVID FERNANDEZ:
We're gonna turn over.
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NARRATOR: Lima, Peru.
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Jorge Chavez
International Airport.
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Aeroperu flight 603 prepared
for takeoff for Santiago, Chile.
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The plane was a
four-year-old Boeing 757,
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a state of the art
passenger jet known
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for its reliability and safety.
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Aeroperu's 603 was flown by two
of the national airline's best
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pilots, Captain Eric
Schreiber, 58, and First
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Officer David Fernandez, 42.
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00:03:01,748 --> 00:03:05,184
261 passengers and 9
crew members were aboard.
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00:03:05,184 --> 00:03:07,820
Most were Chileans
on their way home.
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00:03:07,820 --> 00:03:11,124
Others were Peruvian,
British, Italian, Spanish,
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and one New Zealander and
other Latin Americans.
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Among them are
the brother-in-law
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and a close friend of Mexican
businessman Monus Albert
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Our companies do
business in South America.
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We export.
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And every so often we will go
to our clients, and on this trip
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Kenny and Abraham went to see
some clients in Peru and Chile.
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I had a very good
relationship with both them.
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With my brother-in-law, of
course, we were like brothers.
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I loved the guy.
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He married my only sister, so
we had a great relationship.
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NARRATOR: Checklists
complete, First Officer
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Fernandez hailed the tower.
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Lima tower, Aeroperu
603, runway 15.
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Ready for takeoff.
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ATC LIMA: Aeroperu 603,
use noise abatement.
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When calm, ready for
takeoff on runway 15.
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One five, one five.
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Transponder?
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Flaps, one five.
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Takeoff briefing complete.
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NARRATOR: The captain
joked about the precision.
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Takeoff 41.
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It's that accurate.
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We are not even the Swiss.
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Rolling.
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00:04:37,510 --> 00:04:40,880
NARRATOR: The Aeroperu 757
was among a new generation
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of computer controlled
aircraft in which pilots are
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trained to rely
on a central data
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00:04:45,885 --> 00:04:49,389
system designed
to reduce errors,
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both mechanical and human.
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Power's set.
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NARRATOR: On takeoff, the
757 performed perfectly.
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00:05:00,366 --> 00:05:01,834
80 knots.
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00:05:01,834 --> 00:05:02,635
Check.
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00:05:06,039 --> 00:05:08,608
ERIC SCHREIBER: V1, rotate.
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00:05:08,608 --> 00:05:09,409
V2.
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Gear up
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All right.
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00:05:22,655 --> 00:05:24,257
NARRATOR: Within moments,
the pilots received
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00:05:24,257 --> 00:05:25,758
a highly unusual reading.
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V2 plus 10.
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The altimeters are stuck.
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00:05:30,496 --> 00:05:32,265
NARRATOR: The altimeter
indicates the height
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00:05:32,265 --> 00:05:34,267
of the aircraft off the ground.
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00:05:34,267 --> 00:05:37,770
It reads zero, though they
were obviously flying.
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DAVID FERNANDEZ: The
altimeters have stuck.
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00:05:39,205 --> 00:05:40,039
ERIC SCHREIBER: Yeah.
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00:05:40,039 --> 00:05:41,307
DAVID FERNANDEZ: All of them.
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00:05:41,307 --> 00:05:42,208
This is really new.
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Keep V2 plus 10.
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00:05:44,010 --> 00:05:46,145
NARRATOR: The 757 is
equipped with three
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altimeters, one for the
pilot, one for the copilot,
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00:05:49,782 --> 00:05:51,684
and one backup.
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00:05:51,684 --> 00:05:54,554
All three were
dead, then they lost
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another crucial instrument,
the airspeed indicator.
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00:05:58,858 --> 00:06:00,727
The speed.
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00:06:00,727 --> 00:06:01,661
ERIC SCHREIBER: Eh?
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00:06:01,661 --> 00:06:02,662
DAVID FERNANDEZ: The speed.
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00:06:02,662 --> 00:06:03,463
What's going on?
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00:06:03,463 --> 00:06:04,397
We're not climbing.
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00:06:04,397 --> 00:06:06,165
No, I am climbing,
but the speed.
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00:06:06,165 --> 00:06:06,966
ERIC SCHREIBER: Hold it.
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00:06:06,966 --> 00:06:07,734
Maintain speed.
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00:06:10,303 --> 00:06:13,606
NARRATOR: Aeroperu 603
left the lights of Lima
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00:06:13,606 --> 00:06:18,678
and headed out towards
the Pacific Ocean
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00:06:18,678 --> 00:06:21,280
with no airspeed or
altitude instruments,
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00:06:21,280 --> 00:06:23,149
the pilots were
now flying blind.
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00:06:29,856 --> 00:06:31,557
The air traffic
controller in Lima
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00:06:31,557 --> 00:06:33,493
maintained contact
with the plane,
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00:06:33,493 --> 00:06:36,329
noting its altitude and course.
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00:06:36,329 --> 00:06:39,532
He did not hear when the
pilots got a new minor warning
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00:06:39,532 --> 00:06:42,068
that they must adjust
the rudder, which steers
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00:06:42,068 --> 00:06:43,770
the aircraft left and right.
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00:06:43,770 --> 00:06:47,573
ERIC SCHREIBER: 603,
we are descending.
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00:06:47,573 --> 00:06:49,041
DAVID FERNANDEZ: Rudder ratio.
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00:06:49,041 --> 00:06:50,143
ERIC SCHREIBER: That's strange.
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00:06:50,143 --> 00:06:53,179
Turn to the right.
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00:06:53,179 --> 00:06:57,150
NARRATOR: Alan MacLeod is
a veteran Air Canada pilot.
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00:06:57,150 --> 00:07:00,686
They got a rudder ratio
warning, which consists
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00:07:00,686 --> 00:07:03,790
of an amber light that
would come flashing on there
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00:07:03,790 --> 00:07:07,126
with a little beeping
horn and a message
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00:07:07,126 --> 00:07:12,165
on this engine crew alerting
system saying, rudder ratio.
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00:07:12,165 --> 00:07:15,768
That's just a system that
reduces the amount of rudder
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00:07:15,768 --> 00:07:17,937
the airplane has
that can be used
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00:07:17,937 --> 00:07:20,706
as the airplane accelerates
and goes faster and faster.
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00:07:20,706 --> 00:07:23,976
Because it was sensing wrong
or improper information,
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00:07:23,976 --> 00:07:28,214
it sends default so it
gave a warning to the crew.
139
00:07:28,214 --> 00:07:29,415
NARRATOR: The
erratic warnings were
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00:07:29,415 --> 00:07:32,585
being generated by the
plane's central computer.
141
00:07:32,585 --> 00:07:34,687
But the pilots could
not understand why.
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00:07:34,687 --> 00:07:37,023
[warning alarm]
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00:07:38,024 --> 00:07:40,960
Then the dead altimeters
sprung to life.
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00:07:40,960 --> 00:07:42,261
Climb.
Climb.
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00:07:42,261 --> 00:07:43,062
Climb.
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00:07:43,062 --> 00:07:43,963
Climb!
147
00:07:43,963 --> 00:07:45,531
DAVID FERNANDEZ: I am.
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00:07:45,531 --> 00:07:46,332
ERIC SCHREIBER: Climb.
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00:07:46,332 --> 00:07:47,466
You're going down, David.
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00:07:47,466 --> 00:07:49,268
DAVID FERNANDEZ: I
am up, but the speed.
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00:07:49,268 --> 00:07:50,436
Yeah, but it's stuck.
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00:07:50,436 --> 00:07:52,905
Mach trim, rudder ratio.
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00:07:52,905 --> 00:07:53,706
Climb.
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00:07:53,706 --> 00:07:57,710
Climb, climb, climb, climb!
155
00:07:57,710 --> 00:08:00,146
Set heading 100.
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00:08:00,146 --> 00:08:04,317
Well, now you're-- it's
OK on this heading.
157
00:08:04,317 --> 00:08:06,485
Set the climb thrust.
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00:08:06,485 --> 00:08:10,223
Center autopilot in command.
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00:08:10,223 --> 00:08:12,091
NARRATOR: Just as
suddenly, the altitude
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00:08:12,091 --> 00:08:14,126
readings returned to normal.
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00:08:14,126 --> 00:08:16,062
The moment of calm
would be brief.
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00:08:24,170 --> 00:08:27,273
Just one minute after
takeoff, Captain Schreiber
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00:08:27,273 --> 00:08:29,242
attempted to engage
the autopilot
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00:08:29,242 --> 00:08:30,676
to give them time to think.
165
00:08:30,676 --> 00:08:31,811
There is no command.
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00:08:31,811 --> 00:08:33,980
NARRATOR: The autopilot
requires identical data
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00:08:33,980 --> 00:08:37,250
from two of the aircraft's
three flight control computers.
168
00:08:42,121 --> 00:08:43,689
But Schreiber's
instrument ratings
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00:08:43,689 --> 00:08:45,925
were so different from
those of Fernandez,
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00:08:45,925 --> 00:08:47,627
the autopilot disengaged.
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00:08:50,563 --> 00:08:53,332
Then, another alert.
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00:08:53,332 --> 00:08:54,533
DAVID FERNANDEZ: Mach trim.
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00:08:54,533 --> 00:08:56,335
Mach trim.
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00:08:56,335 --> 00:08:59,372
NARRATOR: Mach trim indicates
that the aircraft is not
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00:08:59,372 --> 00:09:03,009
flying in a level
position, yet the 757
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00:09:03,009 --> 00:09:06,612
seemed to be flying normally.
177
00:09:06,612 --> 00:09:07,780
Let's go to basic instruments.
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00:09:07,780 --> 00:09:09,181
Everything's going to hell.
179
00:09:09,181 --> 00:09:12,251
ALAN MACLEOD: Mach
speed trim is a system
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00:09:12,251 --> 00:09:13,853
that trims the airplane.
181
00:09:13,853 --> 00:09:18,424
It changes the angle of
the horizontal stabilizer
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00:09:18,424 --> 00:09:21,527
in the back end of
the airplane and that
183
00:09:21,527 --> 00:09:23,229
has to be changed
as the airplane
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00:09:23,229 --> 00:09:25,097
accelerates to a higher speed.
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00:09:25,097 --> 00:09:28,000
It was getting false
indications so they got
186
00:09:28,000 --> 00:09:30,036
a warning that they
had an overspeed,
187
00:09:30,036 --> 00:09:31,804
which, of course, they didn't.
188
00:09:31,804 --> 00:09:35,374
That warning would consist
of, again, the master caution
189
00:09:35,374 --> 00:09:39,078
and a master warning, which
is a red light associated
190
00:09:39,078 --> 00:09:43,416
with a an oral warning as well.
191
00:09:43,416 --> 00:09:46,619
NARRATOR: Despite confusing
warnings and no autopilot,
192
00:09:46,619 --> 00:09:49,155
the aircraft was controllable.
193
00:09:49,155 --> 00:09:50,856
If necessary,
Schreiber could have
194
00:09:50,856 --> 00:09:56,028
kept the plane aloft for
hours, but he decided to land.
195
00:09:56,028 --> 00:09:59,398
He instructed his first officer
to declare an emergency.
196
00:09:59,398 --> 00:10:00,900
We are in an emergency.
197
00:10:00,900 --> 00:10:02,601
Aeroperu-- 603, Lima.
198
00:10:02,601 --> 00:10:04,170
DAVID FERNANDEZ: We are
declaring an emergency.
199
00:10:04,170 --> 00:10:06,672
We have no basic
instruments, no altimeter,
200
00:10:06,672 --> 00:10:08,074
no airspeed indicator.
201
00:10:08,074 --> 00:10:09,041
Declaring emergency.
202
00:10:09,041 --> 00:10:09,842
ATC LIMA: Received.
203
00:10:09,842 --> 00:10:10,676
Altitude?
204
00:10:10,676 --> 00:10:12,611
DAVID FERNANDEZ: We don't have.
205
00:10:12,611 --> 00:10:17,216
We're up to 1,000 feet,
approximately 1,700.
206
00:10:17,216 --> 00:10:19,452
ATC LIMA: 603, confirm if
possible if you can change
207
00:10:19,452 --> 00:10:21,854
your frequency to
119.7 to make sure
208
00:10:21,854 --> 00:10:23,556
you can receive
radar instructions.
209
00:10:23,556 --> 00:10:25,424
NARRATOR: Just 40
miles from Lima,
210
00:10:25,424 --> 00:10:29,829
the pilots of Aeroperu 603
now made their first attempt
211
00:10:29,829 --> 00:10:30,930
at an emergency landing.
212
00:10:30,930 --> 00:10:33,199
[warning alarm]
213
00:10:38,202 --> 00:10:41,606
Puzzled by their problems,
the captain and first officer
214
00:10:41,606 --> 00:10:46,244
of flight 603 began to suspect
that the Aeroperu ground crew
215
00:10:46,244 --> 00:10:47,545
had tampered with the aircraft.
216
00:10:53,284 --> 00:10:55,219
[warning alarm]
217
00:10:55,219 --> 00:10:59,123
DAVID FERNANDEZ: We
changed to 119.7.
218
00:10:59,123 --> 00:11:03,061
ERIC SCHREIBER: Autothrottle
disconnected by itself.
219
00:11:03,061 --> 00:11:05,129
DAVID FERNANDEZ: Those [bleep]
at maintenance move everything.
220
00:11:05,129 --> 00:11:08,199
What [bleep] have they done?
221
00:11:08,199 --> 00:11:10,201
I'll take the controls now.
222
00:11:10,201 --> 00:11:12,036
DAVID FERNANDEZ: OK,
you have control.
223
00:11:12,036 --> 00:11:14,906
NARRATOR: The pilots did not
know that their suspicions
224
00:11:14,906 --> 00:11:16,007
were close to the truth.
225
00:11:25,450 --> 00:11:27,585
But there was no time
to speculate further.
226
00:11:34,826 --> 00:11:36,861
ERIC SCHREIBER: Lima, 603.
227
00:11:36,861 --> 00:11:38,796
ATC LIMA: Aeroperu 603, Lima.
228
00:11:38,796 --> 00:11:42,233
DAVID FERNANDEZ: We request
vectors for ILS, runway 15.
229
00:11:42,233 --> 00:11:43,868
NARRATOR: They sought
the runway with the help
230
00:11:43,868 --> 00:11:46,471
of a guidance transmitter
called the instrument
231
00:11:46,471 --> 00:11:48,973
landing system, or ILS.
232
00:11:48,973 --> 00:11:51,743
The ILS provides
information on their course
233
00:11:51,743 --> 00:11:54,345
while altitude information
comes from the aircraft's
234
00:11:54,345 --> 00:11:56,581
transponder.
235
00:11:56,581 --> 00:11:57,382
Affirmative.
236
00:11:57,382 --> 00:11:59,417
Maintain present altitude.
237
00:11:59,417 --> 00:12:01,185
DAVID FERNANDEZ: What
level do we have?
238
00:12:01,185 --> 00:12:02,520
We have 4,000 feet.
239
00:12:02,520 --> 00:12:03,354
Can you confirm for us?
240
00:12:03,354 --> 00:12:04,155
Correct.
241
00:12:04,155 --> 00:12:05,923
Maintain 4,000.
242
00:12:05,923 --> 00:12:07,291
NARRATOR: Schreiber
and Fernandez
243
00:12:07,291 --> 00:12:10,762
have never experienced nor been
trained for this emergency.
244
00:12:10,762 --> 00:12:13,498
Autothrottle disconnect.
245
00:12:13,498 --> 00:12:15,266
Really, we don't
have any control.
246
00:12:15,266 --> 00:12:18,970
We don't have any control,
not even the basics.
247
00:12:18,970 --> 00:12:20,171
Let's see.
248
00:12:20,171 --> 00:12:21,372
Check everything.
249
00:12:21,372 --> 00:12:23,041
RICHARD RODRIGUEZ: The
airplane was controllable,
250
00:12:23,041 --> 00:12:26,778
but you first have to
diagnose what's wrong.
251
00:12:26,778 --> 00:12:29,147
And it's very easy
from 20/20 hindsight,
252
00:12:29,147 --> 00:12:33,384
sitting here in a chair on
a nice sunny day, to say,
253
00:12:33,384 --> 00:12:35,286
this is what he
should have done.
254
00:12:35,286 --> 00:12:41,626
But in the cold, dark night with
bells and whistles going off,
255
00:12:41,626 --> 00:12:46,264
it's very difficult to analyze
conflicting information
256
00:12:46,264 --> 00:12:47,899
that you're getting.
257
00:12:47,899 --> 00:12:51,502
This kind of a problem
that they faced that night
258
00:12:51,502 --> 00:12:58,776
was probably one of 10 over
the last 20 or 30 years
259
00:12:58,776 --> 00:13:00,278
that has been similar to this.
260
00:13:07,652 --> 00:13:09,454
NARRATOR: Over the
dark Pacific Ocean,
261
00:13:09,454 --> 00:13:13,524
the pilots could not determine
altitude nor speed by sight.
262
00:13:13,524 --> 00:13:16,627
They requested that the
tower help guide them in.
263
00:13:16,627 --> 00:13:18,062
Responding.
264
00:13:18,062 --> 00:13:20,832
DAVID FERNANDEZ: Airspeed
is zero, all speeds.
265
00:13:20,832 --> 00:13:22,166
Crazy.
266
00:13:22,166 --> 00:13:23,768
Can you give us
the airspeed, please,
267
00:13:23,768 --> 00:13:25,470
if you have us on the radar?
268
00:13:25,470 --> 00:13:26,738
ATC LIMA: Yes, affirmative.
269
00:13:26,738 --> 00:13:28,573
As of 10 seconds,
it seems that you're
270
00:13:28,573 --> 00:13:34,345
climbing at level 6,000 at 22
miles south on heading 195.
271
00:13:34,345 --> 00:13:36,347
NARRATOR: The air traffic
controller's computers
272
00:13:36,347 --> 00:13:39,350
calculated a correct airspeed
by measuring the plane's
273
00:13:39,350 --> 00:13:42,553
movement over the ground.
274
00:13:42,553 --> 00:13:43,988
OK, we have that.
275
00:13:43,988 --> 00:13:46,390
We are on heading
190 and we have
276
00:13:46,390 --> 00:13:47,792
7,000 feet on the altimeter.
277
00:13:47,792 --> 00:13:48,593
Yes, correct.
278
00:13:48,593 --> 00:13:50,261
You're now reaching 7,000.
279
00:13:50,261 --> 00:13:53,297
NARRATOR: But neither the pilots
nor the air traffic controller
280
00:13:53,297 --> 00:13:57,535
knew that the altitude indicated
on the scope was incorrect.
281
00:13:57,535 --> 00:14:00,638
It was coming from the
plane's erratic computer.
282
00:14:00,638 --> 00:14:03,941
GUIDO FERNANDEZ: The air traffic
controller would try to help
283
00:14:03,941 --> 00:14:06,911
the pilot, but he was
receiving the wrong information
284
00:14:06,911 --> 00:14:07,912
on altitude.
285
00:14:07,912 --> 00:14:10,181
He was receiving
wrong indications
286
00:14:10,181 --> 00:14:12,016
from the captain's altimeter.
287
00:14:12,016 --> 00:14:14,852
NARRATOR: Investigators would
later discover that Aeroperu
288
00:14:14,852 --> 00:14:19,023
603 was drifting downward
while the altimeter showed them
289
00:14:19,023 --> 00:14:21,692
at a near constant 10,000 feet.
290
00:14:21,692 --> 00:14:24,595
The passengers were as of
yet unaware of the drama
291
00:14:24,595 --> 00:14:25,763
unfolding in the cockpit.
292
00:14:29,400 --> 00:14:31,302
DAVID FERNANDEZ: Avoid
large or abrupt radar
293
00:14:31,302 --> 00:14:34,806
inputs if normal left hydraulic
system pressure available.
294
00:14:34,806 --> 00:14:37,575
Left hydraulic system available.
295
00:14:37,575 --> 00:14:38,776
Yes, crosswind.
296
00:14:38,776 --> 00:14:40,444
Do not attempt an auto land.
297
00:14:40,444 --> 00:14:43,548
Said left hydraulic
system available.
298
00:14:43,548 --> 00:14:44,515
Yes, crosswind.
299
00:14:44,515 --> 00:14:46,117
Do not attempt an auto land.
300
00:14:49,086 --> 00:14:50,488
NARRATOR: In Lima,
the air traffic
301
00:14:50,488 --> 00:14:53,958
controller continued to
guide Aeroperu 603 back
302
00:14:53,958 --> 00:14:54,759
to the ground.
303
00:14:58,396 --> 00:15:00,765
ATC LIMA: Aeroperu 603,
we are observing you now
304
00:15:00,765 --> 00:15:02,366
at level 9,200.
305
00:15:02,366 --> 00:15:03,467
What is your heading now?
306
00:15:03,467 --> 00:15:05,469
We're heading level 205.
307
00:15:05,469 --> 00:15:06,604
ATC LIMA: Affirmative.
308
00:15:06,604 --> 00:15:08,673
You are turning slowly
to the right, correct?
309
00:15:08,673 --> 00:15:12,610
No, we are maintaining course
to stay away from the coast.
310
00:15:12,610 --> 00:15:15,112
NARRATOR: With incorrect
altitude information being
311
00:15:15,112 --> 00:15:17,682
transmitted from the
aircraft to the tower,
312
00:15:17,682 --> 00:15:20,852
they did not realize that
the plane was descending.
313
00:15:24,021 --> 00:15:25,990
Your distance is 30 miles.
314
00:15:25,990 --> 00:15:27,792
Do you want a heading to
proceed to the localizer?
315
00:15:27,792 --> 00:15:29,227
Correct?
DAVID FERNANDEZ: Correct.
316
00:15:29,227 --> 00:15:32,196
We're going to suggest
course north 360.
317
00:15:32,196 --> 00:15:33,965
360.
318
00:15:33,965 --> 00:15:36,467
We have problems here
reading the instruments.
319
00:15:36,467 --> 00:15:39,470
You're going to have to help me
with altitudes and air speeds,
320
00:15:39,470 --> 00:15:41,172
if it is possible.
321
00:15:41,172 --> 00:15:43,007
OK, received.
322
00:15:43,007 --> 00:15:44,141
ERIC SCHREIBER: Let's go.
323
00:15:44,141 --> 00:15:47,411
DAVID FERNANDEZ:
The approach is set.
324
00:15:47,411 --> 00:15:50,715
NARRATOR: The 757 computers
sent critical warnings,
325
00:15:50,715 --> 00:15:53,551
information that the
pilots were trained to obey
326
00:15:53,551 --> 00:15:54,685
but could not trust.
327
00:15:58,256 --> 00:16:01,058
Let's try to make a
descent on this heading.
328
00:16:01,058 --> 00:16:02,660
DAVID FERNANDEZ: It's climbing.
329
00:16:02,660 --> 00:16:05,529
NARRATOR: The airspeed
plummeted to below stall speed
330
00:16:05,529 --> 00:16:09,467
and then raced up again.
331
00:16:09,467 --> 00:16:12,536
ERIC SCHREIBER: Let's
go down to 10,000 feet.
332
00:16:12,536 --> 00:16:15,106
Why does the speed
go away so fast?
333
00:16:15,106 --> 00:16:16,474
Could it be the real speed?
334
00:16:16,474 --> 00:16:18,476
DAVID FERNANDEZ:
That's what worries me.
335
00:16:18,476 --> 00:16:20,745
No, I don't think so.
336
00:16:20,745 --> 00:16:22,780
Can you verify
our speed, please.
337
00:16:22,780 --> 00:16:24,916
320 is indicated.
338
00:16:24,916 --> 00:16:26,617
We have 350, but the--
339
00:16:26,617 --> 00:16:28,319
The engines are
on idle but we keep
340
00:16:28,319 --> 00:16:30,388
accelerating and accelerating.
341
00:16:30,388 --> 00:16:31,956
ATC LIMA: OK, received.
342
00:16:31,956 --> 00:16:33,691
NARRATOR: Nerves were
now stretched tight.
343
00:16:36,327 --> 00:16:38,029
GUIDO FERNANDEZ: Both
pilots were really confused.
344
00:16:38,029 --> 00:16:39,430
They didn't know what to do.
345
00:16:39,430 --> 00:16:44,201
They didn't know how to act,
and they did inhuman efforts
346
00:16:44,201 --> 00:16:45,836
to save the aircraft.
347
00:16:45,836 --> 00:16:52,243
But I mean, they
were really tired
348
00:16:52,243 --> 00:16:56,781
of all the work and all the
confusion and all the alarms.
349
00:16:56,781 --> 00:16:58,249
NARRATOR: Fernandez
suggested that they
350
00:16:58,249 --> 00:17:02,987
try the speed brakes used to
rapidly slow the aircraft.
351
00:17:02,987 --> 00:17:04,121
Extend the speed brakes.
352
00:17:06,857 --> 00:17:09,627
NARRATOR: For a moment,
it appeared to be working.
353
00:17:09,627 --> 00:17:11,829
Then another warning.
354
00:17:11,829 --> 00:17:14,298
All three indicators
are fine on speed.
355
00:17:14,298 --> 00:17:17,401
Fine on-- overspeed.
356
00:17:17,401 --> 00:17:21,038
NARRATOR: Overspeed means that
the plane is flying too fast.
357
00:17:21,038 --> 00:17:22,673
The pilots didn't believe it.
358
00:17:22,673 --> 00:17:27,845
But if it was right, the
757 could be torn apart.
359
00:17:27,845 --> 00:17:29,747
They were forced
to make a decision
360
00:17:29,747 --> 00:17:32,083
to speed up or slow down.
361
00:17:32,083 --> 00:17:34,852
If they got it wrong,
70 people would die.
362
00:17:41,625 --> 00:17:44,195
15 minutes had
passed since takeoff.
363
00:17:44,195 --> 00:17:48,165
Then the computerized brain
of Aeroperu flight 603
364
00:17:48,165 --> 00:17:52,236
sent another burst of
contradictory warnings.
365
00:17:52,236 --> 00:17:53,337
Rudder ratio.
366
00:17:53,337 --> 00:17:54,138
Can't be.
367
00:17:54,138 --> 00:17:55,506
Nothing's disconnecting.
368
00:17:55,506 --> 00:17:57,875
All engine instruments are OK.
369
00:17:57,875 --> 00:17:59,377
[bleep]
370
00:17:59,377 --> 00:18:01,379
What can our real speed be?
371
00:18:01,379 --> 00:18:02,913
ATC LIMA: The speed
indications are OK.
372
00:18:02,913 --> 00:18:06,550
NARRATOR: Lima tower provided
their only chance of survival.
373
00:18:06,550 --> 00:18:09,053
We are observing you
crossing the 260 of Lima
374
00:18:09,053 --> 00:18:10,321
at 31 miles west.
375
00:18:10,321 --> 00:18:12,123
Level is 10,700.
376
00:18:12,123 --> 00:18:15,393
Velocity is approximately
280 over the ground.
377
00:18:15,393 --> 00:18:16,727
Perfect.
378
00:18:16,727 --> 00:18:19,497
NARRATOR: The controller's
altitude reading was incorrect,
379
00:18:19,497 --> 00:18:23,701
junk information being
generated by the 757's computers
380
00:18:23,701 --> 00:18:27,438
and radioed to the tower.
381
00:18:27,438 --> 00:18:28,539
Overspeed.
382
00:18:28,539 --> 00:18:30,808
NARRATOR: The brakes
were on, but now
383
00:18:30,808 --> 00:18:33,911
another overspeed warning.
384
00:18:33,911 --> 00:18:36,781
Then the stall warning sounded.
385
00:18:36,781 --> 00:18:37,982
DAVID FERNANDEZ: Let's descend.
386
00:18:37,982 --> 00:18:39,917
Can't be overspeed.
387
00:18:39,917 --> 00:18:42,153
We're still flying.
388
00:18:42,153 --> 00:18:43,954
RICHARD RODRIGUEZ: In
aviation, you always
389
00:18:43,954 --> 00:18:46,357
figure, what's gonna kill me?
390
00:18:46,357 --> 00:18:48,025
What is the critical thing?
391
00:18:48,025 --> 00:18:52,696
Let's take care of that
first, and then we'll
392
00:18:52,696 --> 00:18:57,835
take care of the other,
lesser issues later on.
393
00:18:57,835 --> 00:19:01,672
When you get a stall
warning or when
394
00:19:01,672 --> 00:19:05,176
you get an overspeed
indication, you need to pay
395
00:19:05,176 --> 00:19:06,310
attention to those immediately.
396
00:19:06,310 --> 00:19:08,612
In this case, they were
getting both a stall
397
00:19:08,612 --> 00:19:09,747
warning and an overspeed.
398
00:19:09,747 --> 00:19:12,450
Well, which is right?
399
00:19:12,450 --> 00:19:13,984
NARRATOR: First
Officer David Fernandez
400
00:19:13,984 --> 00:19:17,488
finally realized that the odds
were against a safe landing.
401
00:19:17,488 --> 00:19:20,057
We request, is
there any plane that
402
00:19:20,057 --> 00:19:21,859
can take off and rescue us?
403
00:19:21,859 --> 00:19:22,660
Acknowledged.
404
00:19:22,660 --> 00:19:25,296
Rescue has been alerted.
405
00:19:25,296 --> 00:19:27,765
DAVID FERNANDEZ: Any plane
in the area to guide us?
406
00:19:27,765 --> 00:19:30,267
An Aeroperu that
may be in the area?
407
00:19:30,267 --> 00:19:31,235
Anybody?
408
00:19:31,235 --> 00:19:32,603
Oh, don't say
anything like that.
409
00:19:32,603 --> 00:19:35,973
Yes, because right
now we are in a stall.
410
00:19:35,973 --> 00:19:38,275
NARRATOR: A stick shaker
vibrated violently,
411
00:19:38,275 --> 00:19:41,545
indicating that the
757 was going to slow
412
00:19:41,545 --> 00:19:43,414
and could fall from the sky.
413
00:19:43,414 --> 00:19:47,151
Aeroperu 603, we have a 707
that is leaving for Pudahuel.
414
00:19:47,151 --> 00:19:48,152
We will advise him.
415
00:19:48,152 --> 00:19:49,820
We are not in a stall.
416
00:19:49,820 --> 00:19:51,489
It's a false alarm.
417
00:19:51,489 --> 00:19:55,092
NARRATOR: Schreiber's airspeed
indicator read 350 knots,
418
00:19:55,092 --> 00:19:57,695
well above stall speed.
419
00:19:57,695 --> 00:19:59,630
DAVID FERNANDEZ: No,
we have stick shaker.
420
00:19:59,630 --> 00:20:00,998
It has to be.
421
00:20:00,998 --> 00:20:02,466
ERIC SCHREIBER: But even with
speed brakes and everything
422
00:20:02,466 --> 00:20:04,435
we're maintaining 9,500 feet.
423
00:20:04,435 --> 00:20:06,470
Why aren't we getting
the same reading?
424
00:20:06,470 --> 00:20:08,873
ALAN MACLEOD: When the
airplane is slowed up
425
00:20:08,873 --> 00:20:12,009
to a point in the air that
it can no longer sustain
426
00:20:12,009 --> 00:20:15,079
itself in flight, it stalls.
427
00:20:15,079 --> 00:20:17,014
The wing stalls or stops flying.
428
00:20:17,014 --> 00:20:20,584
There's a warning system built
into the airplane that tells
429
00:20:20,584 --> 00:20:22,386
the pilots when that's
happening and it's
430
00:20:22,386 --> 00:20:24,722
known as a stick shaker,
along with a voice
431
00:20:24,722 --> 00:20:26,891
warning, which we just heard.
432
00:20:26,891 --> 00:20:29,226
When the stick shaker goes off
because the airplane has slowed
433
00:20:29,226 --> 00:20:32,363
down too much, you get a warning
like this where the control
434
00:20:32,363 --> 00:20:35,933
column is shaking and vibrating
along with the voice warning
435
00:20:35,933 --> 00:20:37,701
saying that the
airplane is stalling.
436
00:20:37,701 --> 00:20:39,069
And of course, the
pilots would go
437
00:20:39,069 --> 00:20:42,273
into the aircraft stall recovery
procedure at that point.
438
00:20:42,273 --> 00:20:44,675
NARRATOR: In the battle
between man and machine,
439
00:20:44,675 --> 00:20:48,212
the deranged 757 was winning.
440
00:20:48,212 --> 00:20:52,616
The pilots now had no sense of
where they were or how high.
441
00:20:52,616 --> 00:20:55,419
They had gradually been
descending and were now
442
00:20:55,419 --> 00:20:58,189
just 1,000 feet over the sea.
443
00:20:59,957 --> 00:21:03,360
Lima tower, misguided
by Aeroperu 603's
444
00:21:03,360 --> 00:21:06,263
incorrect transponder,
reassured the pilots
445
00:21:06,263 --> 00:21:08,098
that they were at 10,000 feet.
446
00:21:08,098 --> 00:21:11,469
ATC LIMA: Aeroperu 603, you
are now flying on course 120.
447
00:21:11,469 --> 00:21:13,471
We observe you to
be at level 10,000.
448
00:21:13,471 --> 00:21:16,674
Your speed is approximately
220 and a distance from Lima
449
00:21:16,674 --> 00:21:18,742
of 33 miles to the northwest.
450
00:21:18,742 --> 00:21:20,978
The 707 will be
ready in 15 minutes
451
00:21:20,978 --> 00:21:22,546
to fly west to help you.
452
00:21:22,546 --> 00:21:24,048
NARRATOR: The pilots
had to abandon
453
00:21:24,048 --> 00:21:25,683
their attempt at landing.
454
00:21:25,683 --> 00:21:28,152
The best hope now is
that another aircraft
455
00:21:28,152 --> 00:21:31,856
could get airborne and guide
the 757 back to the airport.
456
00:21:35,192 --> 00:21:36,927
Terrain.
457
00:21:36,927 --> 00:21:38,229
Too low.
Terrain.
458
00:21:38,229 --> 00:21:39,029
What's happening?
459
00:21:39,029 --> 00:21:40,364
Too low, terrain?
460
00:21:40,364 --> 00:21:42,233
NARRATOR: Now the
pilots received the most
461
00:21:42,233 --> 00:21:44,268
terrifying warning of all.
462
00:21:44,268 --> 00:21:45,970
It is called the
ground proximity
463
00:21:45,970 --> 00:21:49,840
alarm, meaning a collision
with the Earth is imminent.
464
00:21:49,840 --> 00:21:52,476
The tower had told them
they were at 10,000 feet.
465
00:21:52,476 --> 00:21:53,577
Course of 300.
466
00:21:53,577 --> 00:21:54,845
DAVID FERNANDEZ: We
have the terrain alarm
467
00:21:54,845 --> 00:21:57,014
and we're supposed
to be at 10,000 feet?
468
00:21:57,014 --> 00:21:59,483
ATC LIMA: According to
the monitor, you have 105.
469
00:21:59,483 --> 00:22:02,219
Too low, terrain.
470
00:22:02,219 --> 00:22:03,988
Too low, terrain.
471
00:22:03,988 --> 00:22:06,690
RICHARD RODRIGUEZ: There is
no checklist for if you have
472
00:22:06,690 --> 00:22:10,895
these seven or eight warnings
going off-- which they did,
473
00:22:10,895 --> 00:22:12,930
and they couldn't shut them off.
474
00:22:12,930 --> 00:22:16,100
It's a very rattling experience.
475
00:22:16,100 --> 00:22:18,402
I could play that tape for
you and you hear those things.
476
00:22:18,402 --> 00:22:19,203
Whoop, whoop.
477
00:22:19,203 --> 00:22:20,671
Pull up.
Terrain.
478
00:22:20,671 --> 00:22:22,006
Terrain.
479
00:22:22,006 --> 00:22:24,074
And all of these things going
off, and the stick shaker.
480
00:22:24,074 --> 00:22:26,343
[imitates boing]
481
00:22:27,745 --> 00:22:31,415
It's a very unnerving
environment.
482
00:22:31,415 --> 00:22:33,551
All the computers
are going crazy here.
483
00:22:33,551 --> 00:22:35,519
Too low, terrain.
484
00:22:35,519 --> 00:22:37,655
Too low, Terrain.
485
00:22:37,655 --> 00:22:40,124
NARRATOR: Schreiber turned
the aircraft toward the sea,
486
00:22:40,124 --> 00:22:45,262
away from a possible collision
with a mountain or skyscraper.
487
00:22:45,262 --> 00:22:49,233
Despite the erroneous warnings,
the terrain alarm was correct.
488
00:22:49,233 --> 00:22:51,201
ALAN MACLEOD: There's a system
on board the aircraft crowned
489
00:22:51,201 --> 00:22:53,771
the ground proximity
warning system,
490
00:22:53,771 --> 00:22:58,709
and it senses a rate of
descent in the airplane.
491
00:22:58,709 --> 00:23:00,611
The irony of the
situation was they were
492
00:23:00,611 --> 00:23:02,112
getting warnings
from that saying too
493
00:23:02,112 --> 00:23:05,249
low, terrain, terrain, too low.
494
00:23:05,249 --> 00:23:07,151
That probably, in
all probability,
495
00:23:07,151 --> 00:23:08,419
was a true warning.
496
00:23:08,419 --> 00:23:11,055
But because they'd been
subjected to so many warnings
497
00:23:11,055 --> 00:23:15,726
and ongoing false warnings
and horns, bells, and whistles
498
00:23:15,726 --> 00:23:18,062
that they didn't
really, I don't think,
499
00:23:18,062 --> 00:23:21,532
react to that too seriously.
500
00:23:21,532 --> 00:23:23,934
NARRATOR: The tower
confirmed that the 757
501
00:23:23,934 --> 00:23:27,371
had turned away from the airport
out toward the open Pacific.
502
00:23:27,371 --> 00:23:30,074
ATC LIMA: Observing 42
miles flying to the west.
503
00:23:30,074 --> 00:23:31,475
Course 250.
504
00:23:31,475 --> 00:23:33,310
We are over water, aren't we?
505
00:23:33,310 --> 00:23:34,144
ATC LIMA: Affirmative.
506
00:23:34,144 --> 00:23:35,045
Over the water.
507
00:23:35,045 --> 00:23:37,214
You are 42 miles to the west.
508
00:23:37,214 --> 00:23:39,583
NARRATOR: Now in
darkness and heavy haze,
509
00:23:39,583 --> 00:23:41,785
the pilots had another
problem with their speed.
510
00:23:44,521 --> 00:23:45,923
Are we going down now?
511
00:23:45,923 --> 00:23:48,325
We have 370 knots.
512
00:23:48,325 --> 00:23:49,994
Are we descending now?
513
00:23:49,994 --> 00:23:51,595
We're showing the same speed.
514
00:23:51,595 --> 00:23:54,865
You have 200 knots
speed approximately.
515
00:23:54,865 --> 00:23:56,734
Speed 200 knots?
516
00:23:56,734 --> 00:23:59,603
ATC LIMA: 220 ground speed,
reducing speed slightly.
517
00:23:59,603 --> 00:24:01,372
NARRATOR: The
pilots were stunned.
518
00:24:01,372 --> 00:24:05,142
200 knots was precariously
close to stall speed.
519
00:24:05,142 --> 00:24:06,710
Damn, we're gonna
stall right now.
520
00:24:09,813 --> 00:24:10,648
Let's go up.
521
00:24:10,648 --> 00:24:11,448
Let's see.
522
00:24:11,448 --> 00:24:12,716
Let's go up here.
523
00:24:12,716 --> 00:24:15,653
NARRATOR: The two men struggled
with a deadly situation.
524
00:24:15,653 --> 00:24:18,756
A computer that warns them
of flying too fast, too
525
00:24:18,756 --> 00:24:21,358
slow, and too low all at once.
526
00:24:21,358 --> 00:24:22,159
[warning alarm]
527
00:24:22,159 --> 00:24:23,661
Too low, terrain.
528
00:24:30,668 --> 00:24:32,670
Terrain.
529
00:24:32,670 --> 00:24:35,272
NARRATOR: Schreiber now decided
to risk a second attempt
530
00:24:35,272 --> 00:24:38,442
at landing, seeking the
signal known as the ILS
531
00:24:38,442 --> 00:24:40,344
to guide the aircraft
to the runway. too
532
00:24:40,344 --> 00:24:41,679
Low, terrain.
533
00:24:41,679 --> 00:24:43,414
I wanna try to
intercept the ILS.
534
00:24:43,414 --> 00:24:46,316
I'm trying to descend.
535
00:24:46,316 --> 00:24:48,619
Lima, Aeroperu 603.
536
00:24:48,619 --> 00:24:51,155
We will try to
intercept the ILS.
537
00:24:51,155 --> 00:24:54,191
Let us know if we are in.
538
00:24:54,191 --> 00:24:56,226
ATC LIMA: Received,
Aeroperu 603.
539
00:24:56,226 --> 00:24:58,195
You show now level 9,700.
540
00:24:58,195 --> 00:25:00,597
NARRATOR: The instruments
seemed to be working.
541
00:25:00,597 --> 00:25:02,900
For a moment, there
was a glimmer of hope.
542
00:25:02,900 --> 00:25:04,101
This one's right.
543
00:25:04,101 --> 00:25:05,869
This one's OK too.
544
00:25:05,869 --> 00:25:07,104
NARRATOR: The air
traffic controller
545
00:25:07,104 --> 00:25:10,140
attempted to raise the pilot
spirits with good news.
546
00:25:10,140 --> 00:25:12,176
Standby to verify speed.
547
00:25:12,176 --> 00:25:13,844
The 707 is about to take off.
548
00:25:13,844 --> 00:25:14,978
It is on taxi.
549
00:25:14,978 --> 00:25:16,313
DAVID FERNANDEZ:
Confirm our speed.
550
00:25:16,313 --> 00:25:17,648
It is very important.
551
00:25:17,648 --> 00:25:20,250
We do not have any speed
indications on board.
552
00:25:20,250 --> 00:25:21,285
ATC LIMA: Understood.
553
00:25:21,285 --> 00:25:22,419
You're starting to
turn and we observe
554
00:25:22,419 --> 00:25:24,888
your ground speed at 270.
555
00:25:24,888 --> 00:25:25,856
Stay there, Eric.
556
00:25:25,856 --> 00:25:29,059
270 is OK.
557
00:25:29,059 --> 00:25:30,794
NARRATOR: They now
knew their speed,
558
00:25:30,794 --> 00:25:32,696
but altitude remained
fatally wrong.
559
00:25:36,033 --> 00:25:38,035
ATC LIMA: Altitude is 9,700.
560
00:25:38,035 --> 00:25:41,438
Your speed is 240 knots
ground speed on the monitor.
561
00:25:41,438 --> 00:25:43,240
How can we be
flying at this speed
562
00:25:43,240 --> 00:25:46,910
if we're descending
with engines on idle?
563
00:25:46,910 --> 00:25:48,679
Give me the altitude, please.
564
00:25:48,679 --> 00:25:50,681
ATC LIMA: Yes, you
are maintaining 9700
565
00:25:50,681 --> 00:25:52,216
according to the scope, sir.
566
00:25:52,216 --> 00:25:53,684
9,700?
567
00:25:53,684 --> 00:25:54,852
ATC LIMA: Yes, correct.
568
00:25:54,852 --> 00:25:56,320
What is your indicated altitude?
569
00:25:56,320 --> 00:25:57,921
Do you have any
visual reference?
570
00:25:57,921 --> 00:25:59,189
DAVID FERNANDEZ: 9,700?
571
00:25:59,189 --> 00:26:01,759
But it is indicating
too low terrain.
572
00:26:01,759 --> 00:26:05,195
Are you sure you have us
on the radar at 50 miles?
573
00:26:05,195 --> 00:26:05,996
Hey, look.
574
00:26:05,996 --> 00:26:07,331
We're 370.
575
00:26:07,331 --> 00:26:08,132
We have--
576
00:26:08,132 --> 00:26:09,633
370 of what?
577
00:26:09,633 --> 00:26:10,467
Do we lower gear?
578
00:26:13,570 --> 00:26:15,405
Aeroperu 603, Lima.
579
00:26:15,405 --> 00:26:17,174
What do we do with the gear?
580
00:26:17,174 --> 00:26:22,179
NARRATOR: Suddenly they
realize the awful truth.
581
00:26:22,179 --> 00:26:23,580
We're hitting water!
582
00:26:23,580 --> 00:26:24,481
Pull it up!
583
00:26:24,481 --> 00:26:25,282
Climb!
584
00:26:25,282 --> 00:26:26,283
Climb, Aeroperu 603.
585
00:26:26,283 --> 00:26:28,352
If you need to, pull up.
586
00:26:28,352 --> 00:26:31,588
NARRATOR: For 20 seconds the
pilots struggled for altitude.
587
00:26:34,491 --> 00:26:36,927
[warning alarm]
588
00:26:37,895 --> 00:26:38,729
I've got her.
589
00:26:38,729 --> 00:26:40,764
I've got it.
590
00:26:40,764 --> 00:26:42,399
We're gonna turn over!
591
00:26:42,399 --> 00:26:44,835
[warning alarm]
592
00:26:49,673 --> 00:26:57,047
ATC LIMA: Aeroperu 603, Lima.
593
00:26:57,047 --> 00:26:59,750
Aeroperu 603, Lima.
594
00:26:59,750 --> 00:27:02,219
[suspenseful music]
595
00:27:13,426 --> 00:27:15,595
NARRATOR: The next morning,
Mexican businessman
596
00:27:15,595 --> 00:27:20,099
Monus Albert learned that an
Aeroperu flight had crashed.
597
00:27:20,099 --> 00:27:22,201
REPORTER: Five minutes after
takeoff, the crew informed
598
00:27:22,201 --> 00:27:24,070
the tower that they
were having an emergency
599
00:27:24,070 --> 00:27:26,939
and they requested
clearance to return to Lima.
600
00:27:26,939 --> 00:27:31,310
During the process, contact with
the aircraft was lost at 01:10,
601
00:27:31,310 --> 00:27:33,412
with the latest position of
the aircraft being 50 miles
602
00:27:33,412 --> 00:27:35,081
north of the city of Lima.
603
00:27:35,081 --> 00:27:38,050
About 6 o'clock in the morning
I got up and turned on the news
604
00:27:38,050 --> 00:27:41,787
channel, and I heard
there was a crash,
605
00:27:41,787 --> 00:27:45,391
an airplane crash of
Aeroperu, but the news
606
00:27:45,391 --> 00:27:48,427
mentioned New York to Lima.
607
00:27:48,427 --> 00:27:50,863
REPORTER: Rescue operations
are underway by authorities.
608
00:27:50,863 --> 00:27:52,732
The aircraft was
carrying 261 passengers
609
00:27:52,732 --> 00:27:54,267
and nine crew members.
610
00:27:54,267 --> 00:27:56,402
NARRATOR: His brother-in-law
and his business partner
611
00:27:56,402 --> 00:28:00,072
were on Aeroperu 603.
612
00:28:00,072 --> 00:28:01,774
MONUS ALBERT: So I
went to the shower
613
00:28:01,774 --> 00:28:03,943
and didn't pay a
lot of attention.
614
00:28:03,943 --> 00:28:07,213
But when I came out
they corrected the news
615
00:28:07,213 --> 00:28:10,249
and they said from
Lima to Santiago,
616
00:28:10,249 --> 00:28:15,521
and I knew in that lane Kenny
and Abraham were flying.
617
00:28:15,521 --> 00:28:16,856
The news was very vague.
618
00:28:16,856 --> 00:28:19,759
So they mentioned there
might be some survivors
619
00:28:19,759 --> 00:28:24,764
and they mentioned that the
plane crashed on the Pacific
620
00:28:24,764 --> 00:28:28,601
Ocean, and they didn't
have a lot of news
621
00:28:28,601 --> 00:28:30,436
and the crash was at night.
622
00:28:30,436 --> 00:28:35,608
So in my mind I thought that the
plane sort of landed on water
623
00:28:35,608 --> 00:28:39,412
and most people got out.
624
00:28:39,412 --> 00:28:41,814
NARRATOR: Guido Fernandez
had just been appointed
625
00:28:41,814 --> 00:28:44,483
Peru's accident investigator.
626
00:28:44,483 --> 00:28:46,986
Aeroperu was his first case.
627
00:28:46,986 --> 00:28:50,790
The co-pilot David
Fernandez was his nephew.
628
00:28:50,790 --> 00:28:52,024
GUIDO FERNANDEZ: I was in bed.
629
00:28:52,024 --> 00:28:58,998
It was about 4:30 in the
morning, and they called me.
630
00:28:58,998 --> 00:29:05,004
Your nephew is lost
in an airplane.
631
00:29:05,004 --> 00:29:07,306
They asked me, I mean, how do
you feel that your nephew was
632
00:29:07,306 --> 00:29:08,107
the co-pilot?
633
00:29:08,107 --> 00:29:09,642
My gosh, I feel very bad.
634
00:29:09,642 --> 00:29:12,111
But I'm a professional
and I have to do a job.
635
00:29:12,111 --> 00:29:18,784
I have to comply and complete
my duty, so that's what I did.
636
00:29:21,754 --> 00:29:23,255
NARRATOR: Fernandez
rushed to the crash
637
00:29:23,255 --> 00:29:25,224
site in a Navy helicopter.
638
00:29:25,224 --> 00:29:28,828
It was clear there
were no survivors.
639
00:29:28,828 --> 00:29:32,198
Nine bodies were
floating in the debris.
640
00:29:32,198 --> 00:29:45,211
The rest sank to the
bottom with the 757.
641
00:29:45,211 --> 00:29:47,513
Fernandez met with the
air traffic controller
642
00:29:47,513 --> 00:29:48,948
at Lima tower.
643
00:29:48,948 --> 00:29:50,916
His account was baffling.
644
00:29:50,916 --> 00:29:53,519
GUIDO FERNANDEZ: Well, the
controller really didn't know.
645
00:29:53,519 --> 00:29:59,492
He was just trying to help, so
he did all he could to help.
646
00:29:59,492 --> 00:30:05,898
But unfortunately for him,
it was a new emergency too.
647
00:30:05,898 --> 00:30:10,836
[radio chatter]
648
00:30:10,836 --> 00:30:13,773
NARRATOR: Fernandez put thoughts
of his nephew out of his mind.
649
00:30:13,773 --> 00:30:15,875
His job was to
retrieve the aircraft's
650
00:30:15,875 --> 00:30:19,912
flight data and voice recorders
to determine what happened.
651
00:30:19,912 --> 00:30:22,381
He needed help.
652
00:30:22,381 --> 00:30:23,349
[radio chatter]
653
00:30:30,056 --> 00:30:33,059
Fernandez contacted the National
Transportation Safety Board
654
00:30:33,059 --> 00:30:36,462
in Washington DC, the world's
leading agency for air
655
00:30:36,462 --> 00:30:39,999
accident investigations.
656
00:30:39,999 --> 00:30:41,600
RICHARD RODRIGUEZ: They
had found the aircraft.
657
00:30:41,600 --> 00:30:44,937
It was pretty well
documented by radar.
658
00:30:44,937 --> 00:30:51,744
The Navy, the Peruvian Navy,
had gotten a fix on the flotsam
659
00:30:51,744 --> 00:30:53,646
and the wreckage in the ocean.
660
00:30:53,646 --> 00:30:59,351
And the only thing
left to do was find it
661
00:30:59,351 --> 00:31:01,320
on the bottom of the
ocean, which they did
662
00:31:01,320 --> 00:31:02,555
not have the facilities for.
663
00:31:07,259 --> 00:31:10,262
NARRATOR: Rodriguez flew to
Lima to join Guido Fernandez's
664
00:31:10,262 --> 00:31:11,397
effort to find answers.
665
00:31:15,134 --> 00:31:16,869
RICHARD RODRIGUEZ: I
found out that his nephew
666
00:31:16,869 --> 00:31:18,270
was the first officer.
667
00:31:18,270 --> 00:31:22,608
I suggested that perhaps
they should consider removing
668
00:31:22,608 --> 00:31:25,144
Captain Fernandez from
the investigation because
669
00:31:25,144 --> 00:31:28,047
of emotional involvement
and what have you.
670
00:31:28,047 --> 00:31:29,415
NARRATOR: The American
investigators'
671
00:31:29,415 --> 00:31:32,051
concerns soon vanished.
672
00:31:32,051 --> 00:31:34,320
RICHARD RODRIGUEZ: He was
very objective, I would say.
673
00:31:34,320 --> 00:31:36,288
An excellent investigator
considering that it
674
00:31:36,288 --> 00:31:38,424
was not a distant nephew.
675
00:31:38,424 --> 00:31:43,329
I mean, it was his
very close relative.
676
00:31:43,329 --> 00:31:45,097
He did an outstanding job.
677
00:31:48,234 --> 00:31:50,636
NARRATOR: The black
box in the Boeing 757
678
00:31:50,636 --> 00:31:54,306
can emit a locator beacon for 30
days before batteries run dead.
679
00:31:57,910 --> 00:32:00,613
The US Navy provided
underwater remote operated
680
00:32:00,613 --> 00:32:04,750
vehicles to survey the debris
field, seeking the black boxes.
681
00:32:09,221 --> 00:32:12,458
The wreckage confirmed that the
plane went down in one piece.
682
00:32:18,130 --> 00:32:21,100
The data recorders were
retrieved from the 757
683
00:32:21,100 --> 00:32:23,102
and brought to the surface.
684
00:32:23,102 --> 00:32:25,804
The boxes were placed in
coolers full of fresh water
685
00:32:25,804 --> 00:32:29,241
to keep them from oxidizing.
686
00:32:29,241 --> 00:32:31,343
They were taken back to
Washington for analysis
687
00:32:31,343 --> 00:32:32,144
by the NTSB.
688
00:32:38,384 --> 00:32:40,853
The cockpit recorder
could offer the evidence
689
00:32:40,853 --> 00:32:42,521
investigators sought.
690
00:32:42,521 --> 00:32:45,591
Every word spoken by pilots
Schreiber and Fernandez
691
00:32:45,591 --> 00:32:50,296
and every unnerving alarm
was recorded on audiotape.
692
00:32:50,296 --> 00:32:52,665
[warning alarm]
693
00:32:54,567 --> 00:32:59,038
The recorded voices were faint
and sometimes hard to make out,
694
00:32:59,038 --> 00:33:01,140
but the chaos in
the cockpit rang
695
00:33:01,140 --> 00:33:02,808
through with chilling clarity.
696
00:33:02,808 --> 00:33:05,277
[warning alarm]
697
00:33:07,246 --> 00:33:10,182
[spanish]
698
00:33:14,653 --> 00:33:17,323
The tape was digitized
into a computer,
699
00:33:17,323 --> 00:33:19,124
filtered, and enhanced.
700
00:33:19,124 --> 00:33:21,493
[warning alarm]
701
00:33:42,881 --> 00:33:44,116
RICHARD RODRIGUEZ:
It was clear to us
702
00:33:44,116 --> 00:33:47,720
that they were really
experiencing a problem
703
00:33:47,720 --> 00:33:54,026
with airspeed and altitude,
and the airspeed and altitude
704
00:33:54,026 --> 00:33:58,130
indications in the aircraft are
strictly a function of what we
705
00:33:58,130 --> 00:34:01,400
call the pitot-static system.
706
00:34:01,400 --> 00:34:02,801
NARRATOR: The
pitot-static system
707
00:34:02,801 --> 00:34:06,438
is found on all
aircraft, large or small.
708
00:34:06,438 --> 00:34:08,707
External ports
measure outside air
709
00:34:08,707 --> 00:34:12,278
pressure to provide data
on altitude and speed.
710
00:34:12,278 --> 00:34:14,980
If these ports are blocked,
the plane's computers
711
00:34:14,980 --> 00:34:18,017
receive false data and
generate false warnings.
712
00:34:20,586 --> 00:34:24,023
But why these ports would
be blocked was a mystery.
713
00:34:24,023 --> 00:34:26,058
Robotic vehicles
searched for the missing
714
00:34:26,058 --> 00:34:26,859
piece of the puzzle.
715
00:34:29,895 --> 00:34:33,165
What they found
stunned investigators.
716
00:34:33,165 --> 00:34:35,334
Captain Schreiber's
static port was
717
00:34:35,334 --> 00:34:38,037
completely blocked with tape.
718
00:34:38,037 --> 00:34:42,074
Investigators now
learned what happened.
719
00:34:42,074 --> 00:34:46,178
Just before Aeroperu 603
lifted off from Lima,
720
00:34:46,178 --> 00:34:49,348
maintenance workers
cleaned the aircraft.
721
00:34:49,348 --> 00:34:51,116
A worker covered
the static ports
722
00:34:51,116 --> 00:34:53,152
with take to protect them.
723
00:34:53,152 --> 00:34:58,090
This is standard procedure, but
he forgot to remove the tape.
724
00:34:58,090 --> 00:35:01,327
It was a small oversight
with catastrophic results.
725
00:35:05,431 --> 00:35:07,700
The inspector who
is supposed to quality
726
00:35:07,700 --> 00:35:13,339
check his work did not do it and
the supervisor out on the line
727
00:35:13,339 --> 00:35:15,207
that night was not there.
728
00:35:15,207 --> 00:35:19,078
He was sick, and there
was a regular mechanic
729
00:35:19,078 --> 00:35:21,113
who was filling that role.
730
00:35:21,113 --> 00:35:23,015
He did not see it.
731
00:35:23,015 --> 00:35:25,851
And the captain or the pilot--
in this case, the captain
732
00:35:25,851 --> 00:35:27,453
did the pre-flight.
733
00:35:27,453 --> 00:35:31,490
They do a walk around looking
for just that kind of thing.
734
00:35:31,490 --> 00:35:33,292
The captain did the
pre-flight that night
735
00:35:33,292 --> 00:35:35,060
and he did not detect it either.
736
00:35:35,060 --> 00:35:36,962
GUIDO FERNANDEZ: A
little piece of paper
737
00:35:36,962 --> 00:35:41,133
with glue caused an accident.
738
00:35:41,133 --> 00:35:45,771
But the paper and the
glue are not to blame.
739
00:35:45,771 --> 00:35:48,140
Humans are to blame
because humans
740
00:35:48,140 --> 00:35:54,747
use that tape in the wrong
place for the wrong purpose.
741
00:35:54,747 --> 00:35:56,348
NARRATOR: Another
accident shockingly
742
00:35:56,348 --> 00:35:59,952
similar to Aeroperu 603
had happened just eight
743
00:35:59,952 --> 00:36:05,691
months earlier to another 757.
744
00:36:05,691 --> 00:36:11,230
In February 1996, 189 people
died when a Turkish charter
745
00:36:11,230 --> 00:36:15,434
called Bergen Air crashed five
miles after takeoff from Puerto
746
00:36:15,434 --> 00:36:19,071
Plata, Dominican Republic.
747
00:36:19,071 --> 00:36:24,443
The NTSB assisted in
the investigation.
748
00:36:24,443 --> 00:36:27,646
A survey of the wreckage
revealed that one pitot tube,
749
00:36:27,646 --> 00:36:30,182
the other critical part of
the pitot-static system,
750
00:36:30,182 --> 00:36:30,983
was blocked.
751
00:36:35,888 --> 00:36:41,126
As with Aeroperu 603, night
was the pilot's worst enemy.
752
00:36:41,126 --> 00:36:43,762
The Bergen Air pilot flipped
the plane upside down
753
00:36:43,762 --> 00:36:45,864
before crashing into the sea.
754
00:36:45,864 --> 00:36:48,367
[warning alarm]
755
00:36:50,702 --> 00:36:53,071
Three months after
the Bergen Air crash,
756
00:36:53,071 --> 00:36:55,841
bulletins were issued
to all airline carriers
757
00:36:55,841 --> 00:36:58,610
about pitot-static problems.
758
00:36:58,610 --> 00:37:01,713
But Aeroperu had not yet
implemented the changes.
759
00:37:05,484 --> 00:37:07,319
RICHARD RODRIGUEZ: The
bulletins and the-- let's call
760
00:37:07,319 --> 00:37:11,523
it the fruits of the Dominican
Republic investigation
761
00:37:11,523 --> 00:37:16,495
of Bergen Air, had not yet
reached Aeroperu at the time
762
00:37:16,495 --> 00:37:18,130
this accident occurred.
763
00:37:18,130 --> 00:37:21,733
The Peruvian government
very correctly
764
00:37:21,733 --> 00:37:25,070
made a point of that in
their report on the accident,
765
00:37:25,070 --> 00:37:27,806
saying that they should
have given more impetus
766
00:37:27,806 --> 00:37:30,275
to those recommendations
to get them
767
00:37:30,275 --> 00:37:33,612
out to the industry quicker.
768
00:37:33,612 --> 00:37:34,813
DAVID FERNANDEZ: 9,700?
769
00:37:34,813 --> 00:37:37,149
But it is indicating
to low terrain.
770
00:37:37,149 --> 00:37:39,284
NARRATOR: Even if Schreiber
and Fernandez had known
771
00:37:39,284 --> 00:37:41,220
about Bergen Air,
it may not have
772
00:37:41,220 --> 00:37:43,789
helped them to survive
given the high pressure
773
00:37:43,789 --> 00:37:45,357
of their situation.
774
00:37:45,357 --> 00:37:46,692
Do we lower gear?
775
00:37:46,692 --> 00:37:49,361
It's easy to sit
here in the 757 cockpit
776
00:37:49,361 --> 00:37:53,365
and play the Monday morning
quarterback having heard
777
00:37:53,365 --> 00:37:57,503
the bells and the overspeed
warnings, the ground proximity
778
00:37:57,503 --> 00:37:59,838
warning, the stall warning.
779
00:37:59,838 --> 00:38:01,340
It was very easy
to do that and sit
780
00:38:01,340 --> 00:38:03,809
here and say what
I would have done
781
00:38:03,809 --> 00:38:05,511
being an experienced pilot.
782
00:38:05,511 --> 00:38:08,247
But to put yourself into the
position of those two pilots
783
00:38:08,247 --> 00:38:11,049
that night, they were in
an extremely difficult
784
00:38:11,049 --> 00:38:14,353
situation to fly that
airplane and recover
785
00:38:14,353 --> 00:38:16,522
from that experience.
786
00:38:23,329 --> 00:38:26,933
NARRATOR: In November 1996, a
Miami lawyer took on the case
787
00:38:26,933 --> 00:38:28,835
on behalf of 41
of the passengers
788
00:38:28,835 --> 00:38:33,339
and crew of flight 603, arguing
that the manufacturer, Boeing,
789
00:38:33,339 --> 00:38:34,507
was liable for the accident.
790
00:38:38,478 --> 00:38:40,079
MIKE EDISON: Boeing
has to foresee
791
00:38:40,079 --> 00:38:41,848
the misuse of their product.
792
00:38:41,848 --> 00:38:43,883
In other words, the
manufacturer of a product
793
00:38:43,883 --> 00:38:47,019
is legally liable for the
foreseeable misuse of their
794
00:38:47,019 --> 00:38:49,922
product if it can be corrected.
795
00:38:49,922 --> 00:38:51,424
In other words, Boeing
builds the airplane
796
00:38:51,424 --> 00:38:53,860
with potential hazard in it.
797
00:38:53,860 --> 00:38:56,796
That hazard is that in
order to clean the airplane
798
00:38:56,796 --> 00:38:58,731
you have to cover
the static port,
799
00:38:58,731 --> 00:39:02,235
and if you don't take it
off, the airplane can crash.
800
00:39:02,235 --> 00:39:04,070
MONUS ALBERT: I
wanted them back.
801
00:39:04,070 --> 00:39:06,372
And since I couldn't
get them back,
802
00:39:06,372 --> 00:39:11,410
at least I wanted the wives of
the victims to get compensated.
803
00:39:11,410 --> 00:39:12,645
How much is that worth?
804
00:39:12,645 --> 00:39:13,479
I don't know.
805
00:39:13,479 --> 00:39:14,881
I didn't know.
806
00:39:14,881 --> 00:39:20,286
Abraham had three daughters, and
now they don't have a father.
807
00:39:20,286 --> 00:39:23,389
So what is the compensation?
808
00:39:23,389 --> 00:39:28,895
The best compensation is, if
can be done, is get him back.
809
00:39:28,895 --> 00:39:32,031
Give them life back again.
810
00:39:32,031 --> 00:39:36,269
But because that
is not possible,
811
00:39:36,269 --> 00:39:42,308
then the other possibility is
to get a monetary compensation.
812
00:39:42,308 --> 00:39:46,312
And then you fight for the
best compensation you can get.
813
00:39:46,312 --> 00:39:48,180
NARRATOR: Boeing
argued that Aeroperu
814
00:39:48,180 --> 00:39:51,350
was at fault, not its 757.
815
00:39:51,350 --> 00:39:54,620
An Aeroperu worker had
taped the static port, which
816
00:39:54,620 --> 00:39:57,490
is marked with clear warnings.
817
00:39:57,490 --> 00:40:00,293
Boeing also blamed
Captain Eric Schreiber.
818
00:40:00,293 --> 00:40:02,495
It was his job to
visually inspect
819
00:40:02,495 --> 00:40:05,264
the aircraft before taking off.
820
00:40:05,264 --> 00:40:07,133
But investigator
Richard Rodriguez
821
00:40:07,133 --> 00:40:09,135
can understand how
Schreiber overlooked
822
00:40:09,135 --> 00:40:12,738
the tape on the static port.
823
00:40:12,738 --> 00:40:15,074
RICHARD RODRIGUEZ: One of the
reasons is it's very high.
824
00:40:15,074 --> 00:40:18,311
It's about maybe 15,
17 feet up in the air.
825
00:40:18,311 --> 00:40:20,179
And at night with a flashlight--
826
00:40:20,179 --> 00:40:21,781
and this happened to
be duct tape, which
827
00:40:21,781 --> 00:40:23,449
you're not supposed to use.
828
00:40:23,449 --> 00:40:26,953
They specify the tape, and it
was duct tape, which is silver.
829
00:40:26,953 --> 00:40:29,956
So it would not
distinguish itself
830
00:40:29,956 --> 00:40:33,559
against the background of
the fuselage of the aircraft.
831
00:40:33,559 --> 00:40:36,295
So basically three
or four people
832
00:40:36,295 --> 00:40:42,268
failed to detect the tape on
the aircraft prior to departure.
833
00:40:42,268 --> 00:40:43,369
NARRATOR: As the
search for blame
834
00:40:43,369 --> 00:40:46,172
continued the worker
who taped the ports
835
00:40:46,172 --> 00:40:48,874
was jailed for his negligence.
836
00:40:48,874 --> 00:40:51,510
GUIDO FERNANDEZ: Lawyers, they--
837
00:40:51,510 --> 00:40:55,281
lawyers, you know, sometimes
they confuse the matters
838
00:40:55,281 --> 00:41:02,188
and they send a guy and
ask people questions.
839
00:41:02,188 --> 00:41:05,791
And these questions are the
one that stuck the tape was
840
00:41:05,791 --> 00:41:12,164
the painter, was the lowest
cultured and the one that knew
841
00:41:12,164 --> 00:41:19,071
less about what could happen,
and the judge resolved that he
842
00:41:19,071 --> 00:41:22,475
was the one responsible.
843
00:41:22,475 --> 00:41:25,277
And he was in jail.
844
00:41:25,277 --> 00:41:26,779
MIKE EDISON: So if you
only lose the airplane
845
00:41:26,779 --> 00:41:30,483
because a maintenance man
making $2 an hour down in Peru
846
00:41:30,483 --> 00:41:32,585
makes a mistake,
it's foreseeable
847
00:41:32,585 --> 00:41:35,655
that that kind of a person
is gonna make a mistake.
848
00:41:35,655 --> 00:41:37,657
That's human nature they're
gonna make a mistake,
849
00:41:37,657 --> 00:41:40,726
and you build your system so
you don't lose your $50 million
850
00:41:40,726 --> 00:41:45,131
airplane because a maintenance
guy makes a simple mistake.
851
00:41:45,131 --> 00:41:46,332
NARRATOR: Schreiber
and Fernandez
852
00:41:46,332 --> 00:41:48,300
were also scrutinized.
853
00:41:48,300 --> 00:41:49,635
TIM VON BEVEREN:
It always becomes
854
00:41:49,635 --> 00:41:54,106
a problem when pilots are
reduced to be push buttonists.
855
00:41:54,106 --> 00:41:57,243
The man-machine
interface has to work
856
00:41:57,243 --> 00:42:03,015
and has to work as humans are
to operate these airplanes.
857
00:42:03,015 --> 00:42:06,118
They have to be
designed appropriately
858
00:42:06,118 --> 00:42:09,221
for the use of a human being.
859
00:42:09,221 --> 00:42:13,192
Of course, you can put in all
digits and numbers and computer
860
00:42:13,192 --> 00:42:15,261
gimmicks and you can--
861
00:42:15,261 --> 00:42:18,264
but still, it's man who has
to operate and survey it.
862
00:42:18,264 --> 00:42:22,268
And I believe a human
being should be in charge.
863
00:42:22,268 --> 00:42:26,172
NARRATOR: In 1999, Boeing and
Aeroperu decided to settle
864
00:42:26,172 --> 00:42:28,140
the lawsuits out of court.
865
00:42:28,140 --> 00:42:31,343
Families and loved ones received
an exceptional settlement
866
00:42:31,343 --> 00:42:34,280
averaging a million
dollars US per victim.
867
00:42:34,280 --> 00:42:37,216
The damages were high
because of the terrible way
868
00:42:37,216 --> 00:42:41,253
the passengers and crew
on Aeroperu 603 died.
869
00:42:41,253 --> 00:42:43,189
MIKE EDISON: We were able to
show that a lot of the people
870
00:42:43,189 --> 00:42:44,390
were alive.
871
00:42:44,390 --> 00:42:46,092
In a crash like this,
a lot of the people
872
00:42:46,092 --> 00:42:51,130
would survive the crash
and then die of drowning.
873
00:42:51,130 --> 00:42:52,631
There was no
question in our minds
874
00:42:52,631 --> 00:42:55,601
that the people suffered
terrible, terrible terror
875
00:42:55,601 --> 00:42:58,070
and pain when this
happened to them.
876
00:42:58,070 --> 00:42:59,171
They were horrified.
877
00:42:59,171 --> 00:43:00,072
They were awake.
878
00:43:00,072 --> 00:43:02,141
They knew what happened.
879
00:43:02,141 --> 00:43:05,211
NARRATOR: The disaster
helped sink Aeroperu.
880
00:43:05,211 --> 00:43:08,314
Combined with increased
competition and rising debt,
881
00:43:08,314 --> 00:43:13,986
the national airline
went bankrupt in 1999.
882
00:43:13,986 --> 00:43:16,956
Boeing increased training
on pitot-static problems
883
00:43:16,956 --> 00:43:21,961
and issued new regulations about
unapproved static port covers.
884
00:43:21,961 --> 00:43:23,529
The case was settled.
885
00:43:23,529 --> 00:43:26,899
The industry repented
and moved on.
886
00:43:26,899 --> 00:43:29,802
Such is the world of
commercial aviation.
887
00:43:29,802 --> 00:43:31,804
But it was little
consolation for those
888
00:43:31,804 --> 00:43:35,241
whose lives were scarred forever
by an insignificant piece
889
00:43:35,241 --> 00:43:36,509
of tape.
890
00:43:36,509 --> 00:43:38,010
MONUS ALBERT: It's
suddenly sad that a guy
891
00:43:38,010 --> 00:43:39,812
doesn't exist anymore.
892
00:43:39,812 --> 00:43:43,249
It's very hard to swallow that.
893
00:43:43,249 --> 00:43:47,253
It's very hard to
understand, and it
894
00:43:47,253 --> 00:43:52,525
took me a long time to accept.
895
00:43:52,525 --> 00:43:54,426
So the memory is
still there and it
896
00:43:54,426 --> 00:43:56,428
will be there for a long time.
897
00:43:56,428 --> 00:43:57,530
I'm not gonna let go.
898
00:43:57,530 --> 00:43:59,999
I don't wanna let go.
68586
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