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ATTENDANT: Ladies and gentlemen,
we are starting our approach.
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PILOT: We lost both engines.
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00:00:10,143 --> 00:00:11,711
ATTENDANT: --the mask over
your nose. emergency descent.
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00:00:11,711 --> 00:00:12,512
PILOT: Mayday, mayday.
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00:00:12,512 --> 00:00:13,980
ATTENDANT: Brace for impact!
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00:00:13,980 --> 00:00:17,417
[music playing]
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MAN: He's gonna crash!
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[music playing]
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00:00:30,630 --> 00:00:32,599
NARRATOR: June 10th, 1990.
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An airliner full of passengers
out of control at 17,000 feet,
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and the pilot trapped
outside of the plane.
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00:00:41,174 --> 00:00:43,810
In the cockpit, three
frightened flight attendants
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00:00:43,810 --> 00:00:45,578
are clinging to his legs.
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00:00:45,578 --> 00:00:48,448
If he slips from their
grasp, the Captain's body
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00:00:48,448 --> 00:00:52,318
could be sucked into the engine
and bring down the plane.
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00:00:52,318 --> 00:00:55,955
At the controls, a young copilot
is battling to get the plane
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00:00:55,955 --> 00:00:57,090
to the nearest airport.
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ALASTAIR ATCHISON:
Mayday, mayday, mayday.
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London, this is Speedbird 5390.
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[music playing]
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NARRATOR: The lives of
87 passengers and crew
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00:01:07,167 --> 00:01:09,135
are in serious and
immediate danger.
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[music playing]
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A lot of people go
through life thinking,
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it'll never happen to
me, but you tend to go
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through life thinking, it can.
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I said, I thought I
was gonna die, mother.
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I thought I was gonna die.
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NARRATOR: This accident and the
investigation that follows not
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only expose the
mistakes behind it,
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but lead to new ways
of preventing them.
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[music playing]
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You're welcome.
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NARRATOR: For the crew of
the British Airways flight
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from Birmingham, England
to Malaga, Spain,
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the tenth of June began
like any other day.
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Old friends about to
do a job they love.
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[music playing]
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You remember that?
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SIMON ROGERS: Yeah,
but I'm not doing--
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00:02:03,289 --> 00:02:05,058
NARRATOR: Flight
attendants Nigel Ogden,
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00:02:05,058 --> 00:02:07,227
Simon Rogers, and Sue
Prince have worked
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together on and off for years.
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They're an experienced,
capable team
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that takes pride in their work.
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[music playing]
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The one new member of the
group is Alastair Atchison.
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An experienced copilot,
he has just driven down
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from Manchester this morning.
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[music playing]
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SIMON ROGERS: Would you
go to anything special?
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Not really.
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It's just--
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Morning, Alastair?
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Come with me.
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NARRATOR: Tim Lancaster
is the Captain.
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He has been a commercial
pilot for 21 years.
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Well, we better
get started, eh?
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OK, OK.
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Malaga.
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Right.
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Looking forward to this.
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Right, Nige, you can sit up
with me up front and talk rugby.
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Sue, where would you like?
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Over the wing.
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OK So, Simon,
you're at the rear.
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All right, now just a
few safety questions.
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Nigel.
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00:03:00,980 --> 00:03:02,715
NARRATOR: Before
takeoff, the copilot
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performs a walk-around, checking
the outside of the aircraft
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for anything wrong.
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00:03:06,786 --> 00:03:09,589
[music playing]
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In the cockpit,
Captain Lancaster
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reviews a log of
maintenance carried out
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on the plane the day before.
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Everything OK?
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Fine.
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She just come out of
maintenance by the look of it.
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Nothing much though.
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Just changed the windscreen.
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NARRATOR: Many of
the passengers know
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the flight well and look forward
to a relaxed trip to Spain.
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I was going to catch
a plane from Birmingham
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to Malaga to meet my mom.
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My sister and I were joining
her there for a week's
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holiday, a girl's week.
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I live in the South of
Spain, and two or three times
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a year, I come back to see
my grandchildren and also
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my mother.
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00:03:53,566 --> 00:03:55,668
So everyone lives
near Birmingham,
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so that's the route I'd normally
take, Malaga to Birmingham.
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00:04:03,443 --> 00:04:05,278
NARRATOR: These
unsuspecting passengers
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00:04:05,278 --> 00:04:09,782
and crew are about to face a
series of terrifying events.
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00:04:09,782 --> 00:04:11,417
You seem to have made
yourself comfortable.
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Too right.
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Ladies and gentlemen, this
is your Captain speaking.
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My name is Tim Lancaster.
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Welcome aboard this British
Airways flight to Malaga.
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Unfortunately, it--
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He seemed laid back
and quite jovial, really.
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Why, it's a lovely
day in Malaga.
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Blue skies, sunshine.
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Sit back and enjoy the flight.
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00:04:34,707 --> 00:04:36,009
TIMOTHY LANCASTER
(OVER INTERCOM):
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--sunny and we still expect
to get you there on time.
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Birmingham tower,
Speedbird 5390.
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We're ready to start and push.
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AIR TRAFFIC CONTROLLER:
Speedbird 5390,
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clear to start and push.
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[music playing]
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00:04:55,695 --> 00:04:56,496
80 knots.
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00:04:56,496 --> 00:04:59,799
[music playing]
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00:05:03,102 --> 00:05:06,806
NARRATOR: The BAC 111 is known
as the Jeep of the skies,
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00:05:06,806 --> 00:05:09,042
a workhorse that
is easy to maintain
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00:05:09,042 --> 00:05:10,376
and has a good safety record.
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[music playing]
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00:05:19,485 --> 00:05:22,288
At 43 tons, this
pressurized hull
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is carrying 81
passengers and six crew
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and is now climbing
to 23,000 feet.
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00:05:30,263 --> 00:05:32,632
In just over two hours,
they should be in Spain.
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Only a catastrophic
accident can bring
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00:05:37,837 --> 00:05:41,340
this plane out of the sky.
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00:05:41,340 --> 00:05:44,410
Alastair, I can see
my house from here.
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00:05:44,410 --> 00:05:47,080
[music playing]
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NARRATOR: Two minutes
into the climb, the pilots
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00:05:49,115 --> 00:05:50,650
switch on the autopilot.
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00:05:50,650 --> 00:05:53,019
Captain Lancaster takes
off his shoulder straps
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00:05:53,019 --> 00:05:55,822
and relaxes into the flight.
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00:05:55,822 --> 00:05:57,857
Now, I went into
the flight deck
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00:05:57,857 --> 00:06:03,563
to ask Tim and Alastair what
they would like to drink.
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00:06:03,563 --> 00:06:04,764
You gentlemen like a tea?
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00:06:04,764 --> 00:06:05,798
Please, the usual.
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00:06:05,798 --> 00:06:06,966
Milk, one sugar, please.
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00:06:06,966 --> 00:06:08,468
And I said, your
breakfast is on.
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00:06:08,468 --> 00:06:10,203
It'll only be a few minutes.
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00:06:10,203 --> 00:06:13,139
NARRATOR: It's now almost
13 minutes after takeoff,
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00:06:13,139 --> 00:06:16,876
and at 17,300 feet,
they're just 5,000 feet
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00:06:16,876 --> 00:06:18,578
from their assigned altitude.
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00:06:18,578 --> 00:06:21,214
But in an instant,
everything changes.
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00:06:21,214 --> 00:06:24,584
[music playing]
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00:06:30,456 --> 00:06:33,092
With a huge explosion,
the Captain's windscreen
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blows out into the sky.
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00:06:35,161 --> 00:06:37,830
Almost immediately,
a white fog forms.
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00:06:40,366 --> 00:06:45,404
That's that really intense
stomach, body-shaking thud.
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00:06:52,245 --> 00:06:54,514
STEPHANIE JENKINS: We
were just diving, really.
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00:06:54,514 --> 00:06:56,916
And then we started
to judder like this.
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And I was a bit stunned.
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00:06:58,284 --> 00:07:01,053
I thought, oh, god, it's a bomb.
149
00:07:01,053 --> 00:07:04,223
[alarm blaring]
150
00:07:05,291 --> 00:07:07,126
NARRATOR: Alastair
Atchison, the copilot,
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00:07:07,126 --> 00:07:11,764
is suddenly fighting for control
in a 350 mile-an-hour wind.
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00:07:11,764 --> 00:07:14,367
There's no time to think about
the Captain, who has been
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00:07:14,367 --> 00:07:17,003
blasted out of the
window by pressurized air
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00:07:17,003 --> 00:07:18,271
escaping from the aircraft.
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00:07:18,271 --> 00:07:21,374
[alarm blaring]
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00:07:22,742 --> 00:07:24,944
The rushing wind pins
Captain Lancaster
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00:07:24,944 --> 00:07:25,978
to the roof of the cockpit.
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[music playing]
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Inside, his legs have jammed
the control column forward,
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00:07:35,054 --> 00:07:37,356
disconnecting the
autopilot and pushing
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00:07:37,356 --> 00:07:39,025
the plane down into a dive.
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00:07:39,025 --> 00:07:42,061
[music playing]
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00:07:43,896 --> 00:07:47,300
Atchison needs all his
flying experience now.
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00:07:47,300 --> 00:07:48,401
He's on his own.
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00:07:48,401 --> 00:07:51,237
[music playing]
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00:07:52,371 --> 00:07:54,907
While he fights to bring
the plane under control,
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00:07:54,907 --> 00:07:57,877
flight attendant, Nigel
Ogden, sees his Captain being
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00:07:57,877 --> 00:08:00,780
sucked out of the aircraft.
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00:08:00,780 --> 00:08:01,914
NIGEL OGDEN: And I looked in.
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00:08:01,914 --> 00:08:06,185
The flight deck door was
resting on the controls,
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00:08:06,185 --> 00:08:07,820
and all I could see
was Tim out the window.
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00:08:07,820 --> 00:08:10,857
[alarm blaring]
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00:08:12,158 --> 00:08:16,662
I jumped over, put one foot
in the Captain's footwell,
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00:08:16,662 --> 00:08:20,099
and the other one was
down the side of his seat.
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00:08:20,099 --> 00:08:24,270
I just grabbed him before
he went out completely.
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00:08:24,270 --> 00:08:26,772
NARRATOR: Ogden holds onto
the Captain for dear life.
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00:08:26,772 --> 00:08:29,408
[alarm blaring]
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00:08:29,408 --> 00:08:33,379
Outside, the air temperature is
nearing zero degrees Fahrenheit
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00:08:33,379 --> 00:08:36,816
as a 390 mile-an-hour
blast of wind smashes
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00:08:36,816 --> 00:08:39,585
into Tim Lancaster's body.
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00:08:39,585 --> 00:08:41,988
The extreme force of
the wind in the cockpit
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00:08:41,988 --> 00:08:44,023
is giving Atchison
major problems.
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00:08:44,023 --> 00:08:45,458
Mayday, mayday, mayday.
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00:08:45,458 --> 00:08:48,928
London, this is Speedbird 5390.
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00:08:48,928 --> 00:08:51,898
NARRATOR: Air traffic control
can hear his cries for help,
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00:08:51,898 --> 00:08:53,900
but the wind rushing
through the cockpit
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00:08:53,900 --> 00:08:55,101
drowns out their replies.
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Mayday.
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00:08:55,935 --> 00:08:59,906
London, this is Speedbird 5390.
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00:08:59,906 --> 00:09:01,607
NARRATOR: The Captain's
feet are still
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00:09:01,607 --> 00:09:03,609
pushing against
the control column,
192
00:09:03,609 --> 00:09:07,613
and Atchison is struggling to
get full control of the plane.
193
00:09:07,613 --> 00:09:10,283
He is now diving through
some of the busiest air
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00:09:10,283 --> 00:09:12,218
lanes in the world
with the added
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00:09:12,218 --> 00:09:13,819
danger of a mid-air collision.
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00:09:13,819 --> 00:09:17,123
[alarm blaring]
197
00:09:19,125 --> 00:09:22,094
From the cabin, lead flight
attendant, John Heward,
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00:09:22,094 --> 00:09:26,899
sees the chaos in the cockpit
and does what he can to help.
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00:09:26,899 --> 00:09:30,536
I looked up, and there was
Nigel hanging across the seat
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00:09:30,536 --> 00:09:31,871
in the flight deck.
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00:09:31,871 --> 00:09:34,840
In front of me, the flight
deck door had fallen forwards
202
00:09:34,840 --> 00:09:38,911
and trapped itself between
the actual door frame and
203
00:09:38,911 --> 00:09:40,179
the throttles of the aircraft.
204
00:09:40,179 --> 00:09:43,683
So I literally
stamped on it twice,
205
00:09:43,683 --> 00:09:45,484
and it literally broke
into three or four pieces.
206
00:09:48,120 --> 00:09:50,056
Behind on the wall
of the flight deck,
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00:09:50,056 --> 00:09:53,025
there is a spare seat for
anybody to observe the flight
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00:09:53,025 --> 00:09:54,427
or whatever.
209
00:09:54,427 --> 00:09:56,662
And I thought, well, if I put
me arm through the seat belt
210
00:09:56,662 --> 00:09:59,398
there, I can grab both
of them, and at least
211
00:09:59,398 --> 00:10:01,634
we've got some sort of anchor
point inside the aircraft.
212
00:10:01,634 --> 00:10:04,603
[alarm blaring]
213
00:10:06,005 --> 00:10:08,207
NARRATOR: Atchison, who has
never flown with this crew
214
00:10:08,207 --> 00:10:10,509
before, has to
trust them and focus
215
00:10:10,509 --> 00:10:11,911
on getting the plane to safety.
216
00:10:11,911 --> 00:10:14,447
[music playing]
217
00:10:15,448 --> 00:10:17,984
He now has control
of the throttles.
218
00:10:17,984 --> 00:10:20,553
Seward and Ogden have
wrenched the Captain's feet
219
00:10:20,553 --> 00:10:24,757
away from the control column,
but instead of slowing down,
220
00:10:24,757 --> 00:10:28,094
Atchison decides to
continue the rapid descent.
221
00:10:28,094 --> 00:10:31,030
It will quickly take him out
of the way of any other air
222
00:10:31,030 --> 00:10:34,266
traffic and take him to a
lower altitude, where oxygen
223
00:10:34,266 --> 00:10:37,436
equipment won't be needed.
224
00:10:37,436 --> 00:10:39,438
Staying too long
at a high altitude
225
00:10:39,438 --> 00:10:43,576
risks oxygen starvation,
and this older aircraft
226
00:10:43,576 --> 00:10:45,811
is not fully equipped
with oxygen for all
227
00:10:45,811 --> 00:10:48,080
the passengers on board.
228
00:10:48,080 --> 00:10:50,383
The airspeed indicator
goes into the red.
229
00:10:50,383 --> 00:10:53,519
[music playing]
230
00:10:56,889 --> 00:11:00,326
In the cabin, the two other
flight attendants, Sue Prince
231
00:11:00,326 --> 00:11:02,395
and Simon Rogers,
are trying to prepare
232
00:11:02,395 --> 00:11:05,064
the passengers for what
they hope will, at worst,
233
00:11:05,064 --> 00:11:06,298
be an emergency landing.
234
00:11:08,668 --> 00:11:10,302
Speedbird 5390.
235
00:11:10,302 --> 00:11:12,238
Mayday, mayday, mayday.
236
00:11:12,238 --> 00:11:14,740
Emergency depressurization on--
237
00:11:14,740 --> 00:11:18,778
NARRATOR: British Airways
Flight 5390 dives to 11,000 feet
238
00:11:18,778 --> 00:11:22,648
in just two and 1/2 minutes, but
as it levels out and slows down
239
00:11:22,648 --> 00:11:26,585
to 170 miles per hour,
the Captain's body is
240
00:11:26,585 --> 00:11:28,454
no longer pinned to the roof.
241
00:11:28,454 --> 00:11:30,690
It slides around to
the side of the plane.
242
00:11:30,690 --> 00:11:32,558
ALASTAIR ATCHISON: --100.
243
00:11:32,558 --> 00:11:36,095
Mayday heading 195.
244
00:11:36,095 --> 00:11:38,564
NARRATOR: Working his way
from the back of the cabin,
245
00:11:38,564 --> 00:11:40,566
flight attendant,
Simon Rogers, now
246
00:11:40,566 --> 00:11:43,569
catches sight of the chaos in
the cockpit for the first time.
247
00:11:43,569 --> 00:11:46,572
[interposing voices]
248
00:11:48,007 --> 00:11:50,276
Now the aircraft had got
to flying fairly level,
249
00:11:50,276 --> 00:11:53,412
Simon came up from the back.
250
00:11:53,412 --> 00:11:54,213
Get yourself in the
251
00:11:54,213 --> 00:11:55,915
[interposing voices]
252
00:11:55,915 --> 00:11:59,118
Nigel was beginning to get
really achy now with his arms,
253
00:11:59,118 --> 00:12:02,021
and I knew he wasn't gonna let
go unless he was sure that Tim
254
00:12:02,021 --> 00:12:05,124
wouldn't fly out of the window.
255
00:12:05,124 --> 00:12:06,592
We all had fear in our eyes.
256
00:12:06,592 --> 00:12:07,993
We were all worried sick.
257
00:12:07,993 --> 00:12:13,399
Because we thought, either Tim's
gonna die, or we're gonna die.
258
00:12:13,399 --> 00:12:14,333
You know?
259
00:12:14,333 --> 00:12:16,602
That was going through me mind.
260
00:12:16,602 --> 00:12:19,071
But it was up to Alastair
then, and it was up to us
261
00:12:19,071 --> 00:12:22,041
three, Simon, and
John, and meself,
262
00:12:22,041 --> 00:12:25,544
to hold on to grim [inaudible].
263
00:12:25,544 --> 00:12:27,346
Mayday, mayday, mayday.
264
00:12:27,346 --> 00:12:28,681
London, this is--
265
00:12:28,681 --> 00:12:31,250
NIGEL OGDEN: All I remember
is Tim's arms flailing out.
266
00:12:31,250 --> 00:12:33,886
His arms seemed
about six foot long,
267
00:12:33,886 --> 00:12:37,957
and I'll never forget that
his eyes were wide open.
268
00:12:37,957 --> 00:12:42,795
His face was hitting the
side of the side screen,
269
00:12:42,795 --> 00:12:45,297
but he didn't blink.
270
00:12:45,297 --> 00:12:49,702
And I thought to meself,
and I said to John, I said,
271
00:12:49,702 --> 00:12:51,403
I think he's dead.
272
00:12:51,403 --> 00:12:54,440
I think he's dead.
273
00:12:54,440 --> 00:12:57,309
And I said, you and
Simon'll have to hold on.
274
00:12:57,309 --> 00:12:59,245
I can't hold on anymore.
275
00:12:59,245 --> 00:13:00,212
I can't hold on anymore.
276
00:13:00,212 --> 00:13:01,447
I've lost the
feeling in me arms.
277
00:13:15,094 --> 00:13:16,695
And we decided to put Simon--
278
00:13:16,695 --> 00:13:18,497
I said to Simon, you
sit in that jump seat
279
00:13:18,497 --> 00:13:19,698
and fasten yourself in.
280
00:13:25,838 --> 00:13:28,440
With Simon sitting
in the seat, we'd
281
00:13:28,440 --> 00:13:30,476
freed Tim's legs from
between the control
282
00:13:30,476 --> 00:13:31,844
column and the seat.
283
00:13:31,844 --> 00:13:34,713
So we hooked his feet over the
back of the Captain's seat,
284
00:13:34,713 --> 00:13:37,016
and then Simon literally
put his hands on the top
285
00:13:37,016 --> 00:13:39,318
to say he was holding
his ankles down.
286
00:13:39,318 --> 00:13:41,520
[attendants grunting]
287
00:13:47,693 --> 00:13:49,595
Hey, look, what's going on?
288
00:13:49,595 --> 00:13:53,699
We're gonna be all right,
but I think the Captain's dead.
289
00:13:53,699 --> 00:13:55,467
Well, I couldn't believe
it, because he'd just told
290
00:13:55,467 --> 00:13:56,802
us what a lovely day it was.
291
00:13:56,802 --> 00:13:59,505
Blue skies, sunshine.
292
00:13:59,505 --> 00:14:00,840
Relax and enjoy the flight.
293
00:14:00,840 --> 00:14:04,343
And next minute, he's dead?
294
00:14:04,343 --> 00:14:06,178
NARRATOR: Rogers and
Alastair Atchison
295
00:14:06,178 --> 00:14:08,914
now face one of their
most difficult decisions.
296
00:14:08,914 --> 00:14:13,252
What to do with the lifeless
body of the Captain.
297
00:14:13,252 --> 00:14:15,120
Can you hold on
to him, please?
298
00:14:15,120 --> 00:14:16,822
NARRATOR: But
Atchison's order isn't
299
00:14:16,822 --> 00:14:19,892
simply an act of compassion.
300
00:14:19,892 --> 00:14:22,795
STANLEY STEWART: Releasing the
body at the position it was in,
301
00:14:22,795 --> 00:14:27,032
it would have gone close to
the upper area of the wing.
302
00:14:27,032 --> 00:14:28,767
It could have damaged the
leading edge of the wing.
303
00:14:28,767 --> 00:14:30,469
Had it gone over the
wing, it could very well
304
00:14:30,469 --> 00:14:31,670
have gone into the engine.
305
00:14:31,670 --> 00:14:33,505
Quite a lot of damage
could have been caused
306
00:14:33,505 --> 00:14:34,907
by the release of the body.
307
00:14:34,907 --> 00:14:37,476
So I think it was a very
sensible decision to try
308
00:14:37,476 --> 00:14:39,645
and keep him where he was.
309
00:14:39,645 --> 00:14:42,848
NARRATOR: Atchison has managed
to get the plane down to 11,000
310
00:14:42,848 --> 00:14:45,918
feet, but without
the Captain to help,
311
00:14:45,918 --> 00:14:48,387
he's operating the plane's
systems from memory
312
00:14:48,387 --> 00:14:51,223
and shepherding it
around Heathrow,
313
00:14:51,223 --> 00:14:55,094
some of the most congested
airspace in the world.
314
00:14:55,094 --> 00:14:57,696
Seven minutes out of
contact with the ground,
315
00:14:57,696 --> 00:14:59,765
he is able to hear the
voice of air traffic
316
00:14:59,765 --> 00:15:01,867
control for the first time.
317
00:15:01,867 --> 00:15:04,470
--requesting radar resistance
onto the nearest airfield,
318
00:15:04,470 --> 00:15:05,604
please.
319
00:15:05,604 --> 00:15:07,740
AIR TRAFFIC CONTROLLER:
Speedbird 5390, roger.
320
00:15:07,740 --> 00:15:10,109
Can you accept landing
at Southampton?
321
00:15:10,109 --> 00:15:13,646
Speedbird 5390, I am
familiar with Gatwick.
322
00:15:13,646 --> 00:15:15,147
Would appreciate Gatwick.
323
00:15:15,147 --> 00:15:17,683
NARRATOR: Atchison wants
to land at Gatwick Airport
324
00:15:17,683 --> 00:15:20,719
since he has flown
there many times before.
325
00:15:20,719 --> 00:15:22,988
But Southampton is
nearer, and even
326
00:15:22,988 --> 00:15:24,723
though he has never
flown there, he
327
00:15:24,723 --> 00:15:26,558
knows he has to get down fast.
328
00:15:26,558 --> 00:15:28,894
--and I am on 150 knots.
329
00:15:28,894 --> 00:15:31,430
Requesting radar assistance
into Southampton.
330
00:15:31,430 --> 00:15:33,666
When you're going to an
airport that you're not used
331
00:15:33,666 --> 00:15:37,403
to, you normally have
charts, let-down plates,
332
00:15:37,403 --> 00:15:43,208
that kind of thing that you can
read up on and learn something
333
00:15:43,208 --> 00:15:45,411
of the airport you're going to.
334
00:15:45,411 --> 00:15:47,313
But he knew nothing
of Southampton.
335
00:15:47,313 --> 00:15:48,314
He hadn't been there.
336
00:15:48,314 --> 00:15:49,648
He had no charts,
because everything
337
00:15:49,648 --> 00:15:51,050
had gone out the window.
338
00:15:51,050 --> 00:15:53,519
There was no let-down plates to
look at the approach and so on.
339
00:15:53,519 --> 00:15:56,555
[music playing]
340
00:15:56,555 --> 00:15:59,725
NARRATOR: Only the air traffic
controller can guide Atchison.
341
00:15:59,725 --> 00:16:01,126
He turns toward Southampton.
342
00:16:01,126 --> 00:16:03,996
[music playing]
343
00:16:06,365 --> 00:16:09,068
Southampton, this
is Speedbird 5390.
344
00:16:09,068 --> 00:16:10,402
Do you read?
345
00:16:10,402 --> 00:16:13,839
CHRIS RUNDLE (OVER RADIO):
Speedbird 5390, good morning.
346
00:16:13,839 --> 00:16:17,509
Identified on handover from
London radar six miles West
347
00:16:17,509 --> 00:16:19,211
of Southampton Airfield.
348
00:16:19,211 --> 00:16:21,280
What is your passing level?
349
00:16:21,280 --> 00:16:22,281
Roger, sir.
350
00:16:22,281 --> 00:16:24,149
I am not familiar
with Southampton.
351
00:16:24,149 --> 00:16:26,185
Request you shepherd
me on to the runway.
352
00:16:26,185 --> 00:16:28,988
When he spoke, he
was obviously stressed.
353
00:16:28,988 --> 00:16:32,725
It sounded as if he was
under a fair bit of pressure.
354
00:16:32,725 --> 00:16:35,561
What is your number
of persons on board?
355
00:16:35,561 --> 00:16:38,664
We have 84
passengers on board,
356
00:16:38,664 --> 00:16:41,266
and I think that will be all
until we are on the ground.
357
00:16:41,266 --> 00:16:42,401
Roger, that's copied.
358
00:16:42,401 --> 00:16:44,303
I've been advised it's
pressurization failure.
359
00:16:44,303 --> 00:16:46,372
Is that the only problem?
360
00:16:46,372 --> 00:16:47,473
Negative.
361
00:16:50,109 --> 00:16:55,781
The Captain is half out of
the airplane, I understand.
362
00:16:55,781 --> 00:16:58,984
I believe he's dead.
363
00:16:58,984 --> 00:17:01,153
Roger, that is copied.
364
00:17:01,153 --> 00:17:03,789
My feeling was when he
told me what was going on,
365
00:17:03,789 --> 00:17:10,229
it was one of disbelief, because
it doesn't actually happen.
366
00:17:10,229 --> 00:17:11,330
It's one of these
things that you
367
00:17:11,330 --> 00:17:13,098
see in films that
happens in films,
368
00:17:13,098 --> 00:17:15,234
but it doesn't
happen in real life.
369
00:17:15,234 --> 00:17:20,272
And it was the hairs in
the back of the neck go up,
370
00:17:20,272 --> 00:17:22,374
and there's this
feeling down the spine,
371
00:17:22,374 --> 00:17:23,509
the tingle down the spine.
372
00:17:23,509 --> 00:17:24,877
And you think, no.
373
00:17:24,877 --> 00:17:26,545
It's not for real,
but it's got to be.
374
00:17:26,545 --> 00:17:28,147
ALASTAIR ATCHISON (OVER
RADIO): Flight attendant
375
00:17:28,147 --> 00:17:31,150
holding on to him, but
requesting an emergency
376
00:17:31,150 --> 00:17:34,086
facility for the Captain.
377
00:17:34,086 --> 00:17:37,423
I think he is dead.
378
00:17:37,423 --> 00:17:38,290
Affirm.
379
00:17:38,290 --> 00:17:39,425
What is your passing level?
380
00:17:39,425 --> 00:17:40,859
ALASTAIR ATCHISON (OVER
RADIO): Leaving flight
381
00:17:40,859 --> 00:17:46,265
level 5,500 feet on 1019.
382
00:17:46,265 --> 00:17:48,233
Roger, that's copied.
383
00:17:48,233 --> 00:17:51,136
I'll give you a little bit
more space then I'll turn
384
00:17:51,136 --> 00:17:54,807
you on to a heading of 180.
385
00:17:54,807 --> 00:17:55,974
Yeah, it's a full emergency.
386
00:17:55,974 --> 00:17:57,242
It's a 111-
387
00:17:57,242 --> 00:17:59,445
NARRATOR: Chris Rundle
contacts the emergency services
388
00:17:59,445 --> 00:18:00,312
at the first opportunity.
389
00:18:00,312 --> 00:18:01,613
--but I'll let you know.
390
00:18:10,689 --> 00:18:13,625
Could you confirm that the
length of runway at Southampton
391
00:18:13,625 --> 00:18:17,229
is acceptable for a 111?
392
00:18:17,229 --> 00:18:19,631
Yes, it is
acceptable for a 111,
393
00:18:19,631 --> 00:18:21,533
and I'll give you
the figures shortly.
394
00:18:21,533 --> 00:18:24,303
As long as we have at
least 2 and 1/2 1,000 meters,
395
00:18:24,303 --> 00:18:25,104
I am happy.
396
00:18:27,573 --> 00:18:29,108
CHRIS RUNDLE (OVER RADIO):
I'm afraid we don't
397
00:18:29,108 --> 00:18:31,777
have 2 and 1/2 1,000 meters.
398
00:18:31,777 --> 00:18:33,045
Neither do Bournemouth.
399
00:18:33,045 --> 00:18:41,553
We have a maximum
of 1,800 meters.
400
00:18:41,553 --> 00:18:42,821
5390.
401
00:18:42,821 --> 00:18:44,990
NARRATOR: Atchison is
concerned that the plane is
402
00:18:44,990 --> 00:18:46,992
above its maximum
landing weight,
403
00:18:46,992 --> 00:18:49,728
being full of fuel for
the journey to Malaga,
404
00:18:49,728 --> 00:18:52,698
and the BAC 111 can't dump fuel.
405
00:18:52,698 --> 00:18:56,201
If the runway isn't long
enough, he faces more problems.
406
00:18:56,201 --> 00:18:58,470
Whether the aircraft could
actually stop on the runway,
407
00:18:58,470 --> 00:19:01,406
or whether the tires would,
burst or whether he would
408
00:19:01,406 --> 00:19:03,175
go off the end of the runway.
409
00:19:03,175 --> 00:19:04,910
That's obviously what he
was worried about when
410
00:19:04,910 --> 00:19:07,813
asking for 2,200 meters.
411
00:19:07,813 --> 00:19:09,848
5390.
412
00:19:09,848 --> 00:19:12,684
Thank you very much.
413
00:19:12,684 --> 00:19:20,359
We are three cleans
and flaps 45.
414
00:19:20,359 --> 00:19:25,097
So we are set for approach,
but make it please very gentle.
415
00:19:25,097 --> 00:19:26,198
Yes, I will indeed.
416
00:19:26,198 --> 00:19:28,400
You are number one traffic.
417
00:19:28,400 --> 00:19:30,702
If you think about it,
all the airline pilot
418
00:19:30,702 --> 00:19:34,139
training is done
with two pilots,
419
00:19:34,139 --> 00:19:35,941
both compos mentis
in the cockpit.
420
00:19:35,941 --> 00:19:38,377
One flying the aeroplane,
and the other one
421
00:19:38,377 --> 00:19:39,845
doing all the emergency drills.
422
00:19:39,845 --> 00:19:43,081
So what you actually had was the
Captain hanging out the window,
423
00:19:43,081 --> 00:19:45,417
at least one person
hanging on to his legs,
424
00:19:45,417 --> 00:19:48,487
and Alastair flying the
aeroplane with nobody else
425
00:19:48,487 --> 00:19:49,688
to talk to.
426
00:19:49,688 --> 00:19:53,158
Speedbird of 5390, it's
nine miles from touchdown.
427
00:19:53,158 --> 00:19:54,226
You are clear to land.
428
00:19:54,226 --> 00:19:57,296
Wind indicates 020
degrees at 1/4 knots.
429
00:19:57,296 --> 00:20:00,199
Descend to height
to 15 for 00 feet.
430
00:20:00,199 --> 00:20:02,434
The cure fee is 1017.
431
00:20:02,434 --> 00:20:03,235
Roger, sir.
432
00:20:03,235 --> 00:20:07,139
Descending to 1,500 feet.
433
00:20:07,139 --> 00:20:09,007
Talk me down all the way.
434
00:20:09,007 --> 00:20:11,577
I need all the help I can get.
435
00:20:11,577 --> 00:20:12,878
CHRIS RUNDLE (OVER
RADIO): Roger you'll
436
00:20:12,878 --> 00:20:15,247
be able to stop the
aircraft on the runway
437
00:20:15,247 --> 00:20:18,217
and evacuate the
aircraft on the runway.
438
00:20:18,217 --> 00:20:20,619
He must have been about six
or seven miles from touchdown,
439
00:20:20,619 --> 00:20:24,156
and, obviously, at that point,
I kept talking until he was
440
00:20:24,156 --> 00:20:25,857
happy he could see
the runway and was
441
00:20:25,857 --> 00:20:28,026
happy to continue
looking out the window
442
00:20:28,026 --> 00:20:30,696
and land the aeroplane.
443
00:20:30,696 --> 00:20:34,132
At the point he said, he
was visual with the runway,
444
00:20:34,132 --> 00:20:35,500
I effectively stopped talking.
445
00:20:44,409 --> 00:20:46,445
You need not acknowledge
unless requested.
446
00:20:46,445 --> 00:20:48,413
It will be an
uninterrupted talkdown,
447
00:20:48,413 --> 00:20:51,617
but feel free to interrupt
if you feel you need to.
448
00:20:51,617 --> 00:20:53,452
5390.
449
00:20:53,452 --> 00:20:55,754
Thank you very much.
450
00:20:55,754 --> 00:20:57,155
I have the runway in sight.
451
00:20:57,155 --> 00:20:58,390
CHRIS RUNDLE (OVER
RADIO): Thank you.
452
00:20:58,390 --> 00:20:59,925
You are clear to land.
453
00:20:59,925 --> 00:21:03,395
Do you wish me to continue
with any further information?
454
00:21:03,395 --> 00:21:04,563
Negative.
455
00:21:13,071 --> 00:21:16,575
NARRATOR: 32 minutes after
takeoff, with 81 terrified
456
00:21:16,575 --> 00:21:19,911
passengers, a nearly full
fuel tank, and the Captain
457
00:21:19,911 --> 00:21:23,448
blasted out of the window,
Alastair Atchison attempts
458
00:21:23,448 --> 00:21:24,950
a dangerous, difficult landing.
459
00:21:39,731 --> 00:21:43,235
[music playing]
460
00:22:04,189 --> 00:22:08,794
At 8:55 AM, Flight BA 5390
makes a perfect landing
461
00:22:08,794 --> 00:22:11,096
at Southampton Airport.
462
00:22:11,096 --> 00:22:14,667
Immediately, emergency
vehicles surround the plane.
463
00:22:14,667 --> 00:22:17,269
Firefighters remove
the body of the Captain
464
00:22:17,269 --> 00:22:19,238
and lead the passengers
and crew away.
465
00:22:19,238 --> 00:22:22,541
[music playing]
466
00:22:28,914 --> 00:22:31,817
I remember seeing the
copilot, the man who really,
467
00:22:31,817 --> 00:22:35,487
if it wasn't for him, we'd have
been on the other side by now.
468
00:22:35,487 --> 00:22:40,960
And is walking down the runway
very slowly, shaking his head,
469
00:22:40,960 --> 00:22:43,295
and he got an
ambulanceman walking
470
00:22:43,295 --> 00:22:47,733
with him with his arm around
the shoulders of the copilot.
471
00:22:47,733 --> 00:22:50,536
And the copilot was
shaking his head, as if--
472
00:22:50,536 --> 00:22:51,904
I remember that distinctly.
473
00:22:51,904 --> 00:22:53,205
I don't know why, but I do.
474
00:22:53,205 --> 00:22:56,308
[music playing]
475
00:22:59,578 --> 00:23:01,513
NARRATOR: Alastair
Atchison has carried out
476
00:23:01,513 --> 00:23:04,683
a remarkable piece of
flying almost unprecedented
477
00:23:04,683 --> 00:23:07,519
in aviation history.
478
00:23:07,519 --> 00:23:10,889
He has had to pilot his plane
without his Captain, who has
479
00:23:10,889 --> 00:23:13,125
undergone physical
stresses that no one
480
00:23:13,125 --> 00:23:14,493
can be expected to survive.
481
00:23:14,493 --> 00:23:17,830
[music playing]
482
00:23:21,767 --> 00:23:24,403
I think these extreme
conditions no one expects
483
00:23:24,403 --> 00:23:26,538
to occur in their lifetime.
484
00:23:26,538 --> 00:23:30,109
His survival time must have been
measured in no more than tens
485
00:23:30,109 --> 00:23:33,679
of minutes as he became colder
and colder, and his body
486
00:23:33,679 --> 00:23:36,382
systems began to shut down.
487
00:23:36,382 --> 00:23:38,450
NARRATOR: Tim Lancaster's
body was subjected
488
00:23:38,450 --> 00:23:39,818
to a two-pronged assault.
489
00:23:39,818 --> 00:23:43,055
[music playing]
490
00:23:45,958 --> 00:23:47,660
The physical violence
that his body
491
00:23:47,660 --> 00:23:49,662
suffered being blown
out of the plane
492
00:23:49,662 --> 00:23:54,800
and the extreme cold and lack
of oxygen at 17,000 feet.
493
00:23:54,800 --> 00:23:58,003
Every 1,000 feet of altitude
causes the temperature
494
00:23:58,003 --> 00:24:00,472
to drop by about
3 and 1/2 degrees,
495
00:24:00,472 --> 00:24:02,708
so the temperature on
the outside of the plane
496
00:24:02,708 --> 00:24:05,110
would have been near zero.
497
00:24:05,110 --> 00:24:07,680
The extreme wind chill
also meant his body
498
00:24:07,680 --> 00:24:09,915
was losing heat very rapidly.
499
00:24:09,915 --> 00:24:12,384
He would have lapsed into
semi-consciousness and then
500
00:24:12,384 --> 00:24:14,920
unconsciousness, and
as the temperature,
501
00:24:14,920 --> 00:24:17,623
his core body temperature,
fell, he would have
502
00:24:17,623 --> 00:24:20,693
finally died as a
result of the excessive
503
00:24:20,693 --> 00:24:23,729
cold in that environment.
504
00:24:23,729 --> 00:24:26,632
NARRATOR: Despite the trauma
that Lancaster's body suffered,
505
00:24:26,632 --> 00:24:28,834
there is one final
twist to his story.
506
00:24:28,834 --> 00:24:32,071
[music playing]
507
00:24:36,308 --> 00:24:37,976
Do you know, it's only
once I've ever been here,
508
00:24:37,976 --> 00:24:39,511
and that was 10 years ago?
509
00:24:39,511 --> 00:24:40,512
15 years ago?
510
00:24:40,512 --> 00:24:42,414
NARRATOR: In the
Oxfordshire countryside,
511
00:24:42,414 --> 00:24:44,983
John Heward and Nigel
Ogden are visiting
512
00:24:44,983 --> 00:24:46,652
one of their crew
members, who shared
513
00:24:46,652 --> 00:24:49,054
their horrific experiences.
514
00:24:49,054 --> 00:24:51,156
NIGEL OGDEN: Here he is.
515
00:24:51,156 --> 00:24:52,391
Hi, guys.
516
00:24:52,391 --> 00:24:53,692
John.
How are you?
517
00:24:53,692 --> 00:24:54,493
Nice to see you, mate.
518
00:24:54,493 --> 00:24:55,461
Nice to see you, mate.
519
00:24:55,461 --> 00:24:56,395
Nige, come in.
520
00:24:56,395 --> 00:24:57,696
Come in.
Hi.
521
00:24:57,696 --> 00:24:59,231
Like when I see Pete,
when you go in, you've
522
00:24:59,231 --> 00:25:00,466
got to pretend that--
523
00:25:00,466 --> 00:25:02,768
NARRATOR: The Captain of
that flight, Tim Lancaster,
524
00:25:02,768 --> 00:25:05,904
has somehow survived
his horrific ordeal.
525
00:25:05,904 --> 00:25:09,141
There were no
fatalities on BA 5390.
526
00:25:09,141 --> 00:25:10,342
That's another.
527
00:25:10,342 --> 00:25:13,112
You can go on the three-day
cruise across the--
528
00:25:13,112 --> 00:25:15,714
NARRATOR: As his frozen,
lifeless body was removed
529
00:25:15,714 --> 00:25:18,484
from the plane, nobody
thought that Lancaster could
530
00:25:18,484 --> 00:25:20,352
have survived such punishment.
531
00:25:20,352 --> 00:25:22,921
But remarkably, he
was slowly beginning
532
00:25:22,921 --> 00:25:25,724
to emerge from the effects
of his horrific accident.
533
00:25:25,724 --> 00:25:27,726
MAN: Tim, can you hear me?
534
00:25:27,726 --> 00:25:29,695
I regained some
consciousness on the ground
535
00:25:29,695 --> 00:25:32,097
at Southampton, because I
remember big red and white
536
00:25:32,097 --> 00:25:33,432
things, which were
obviously fire
537
00:25:33,432 --> 00:25:36,702
engines and ambulances, not
people and not conversation.
538
00:25:36,702 --> 00:25:39,972
And then my next
clear, lucid thoughts
539
00:25:39,972 --> 00:25:41,006
are in hospital in Southampton.
540
00:25:41,006 --> 00:25:43,876
[music playing]
541
00:25:45,244 --> 00:25:48,781
Over the next few days, all
the bits eventually arrive back
542
00:25:48,781 --> 00:25:50,382
in my consciousness.
543
00:25:50,382 --> 00:25:53,786
And I put the jigsaw
together and played
544
00:25:53,786 --> 00:25:55,821
the whole story for myself.
545
00:25:55,821 --> 00:25:57,956
And I understood
what had happened.
546
00:25:57,956 --> 00:26:01,193
[music playing]
547
00:26:05,130 --> 00:26:06,265
I went down there
last year, but
548
00:26:06,265 --> 00:26:08,100
they've changed the airports.
549
00:26:08,100 --> 00:26:12,671
NIGEL OGDEN: I'm glad they did
hold on, because Tim was alive.
550
00:26:12,671 --> 00:26:14,506
He's a very strong man.
551
00:26:14,506 --> 00:26:17,442
He most have been
to survive that.
552
00:26:17,442 --> 00:26:20,546
I wouldn't have been
able to survive it.
553
00:26:20,546 --> 00:26:23,949
[music playing]
554
00:26:27,386 --> 00:26:29,288
TIMOTHY LANCASTER:
That's all very dramatic.
555
00:26:29,288 --> 00:26:30,556
It is, look.
556
00:26:30,556 --> 00:26:32,024
NARRATOR: Tim
Lancaster's survival
557
00:26:32,024 --> 00:26:34,193
is little short of miraculous.
558
00:26:34,193 --> 00:26:38,297
He'd been minutes
away from death.
559
00:26:38,297 --> 00:26:41,834
It was Alastair Atchison's
flying that saved his life.
560
00:26:41,834 --> 00:26:44,736
His quick-thinking and getting
the plane to the ground in only
561
00:26:44,736 --> 00:26:47,639
22 minutes saved
Lancaster from dying
562
00:26:47,639 --> 00:26:51,009
from the effects of exposure.
563
00:26:51,009 --> 00:26:52,411
I like it--
564
00:26:52,411 --> 00:26:55,247
NARRATOR: And by pure chance,
the physical trauma he suffered
565
00:26:55,247 --> 00:26:56,615
was limited.
566
00:26:56,615 --> 00:26:59,551
It included a bone fracture
in his right arm and wrist,
567
00:26:59,551 --> 00:27:03,589
a broken left thumb, bruising,
frostbite, and shock.
568
00:27:03,589 --> 00:27:06,792
Remarkably, within
five months, Lancaster
569
00:27:06,792 --> 00:27:11,363
had made a full recovery
and was flying again.
570
00:27:11,363 --> 00:27:12,931
Speedbird 5390--
571
00:27:12,931 --> 00:27:15,200
NARRATOR: Of course, the Captain
wasn't the only one to go
572
00:27:15,200 --> 00:27:16,969
through a horrific experience.
573
00:27:19,638 --> 00:27:23,408
Flying alone, battling nearly
400 mile an hour winds,
574
00:27:23,408 --> 00:27:26,778
and defeating the possibility
of oxygen deprivation,
575
00:27:26,778 --> 00:27:30,682
Alastair Atchison's achievement
in saving Flight 5390
576
00:27:30,682 --> 00:27:32,017
was outstanding.
577
00:27:36,723 --> 00:27:40,927
Even as the crisis is
unfolding on Flight 5390,
578
00:27:40,927 --> 00:27:43,629
accident investigators
are rushing to Southampton
579
00:27:43,629 --> 00:27:45,698
to find an explanation.
580
00:27:45,698 --> 00:27:48,968
On the ground at Southampton
Airport, the search for clues
581
00:27:48,968 --> 00:27:50,203
begins.
582
00:27:50,203 --> 00:27:52,972
Initial investigation
shows no distortion
583
00:27:52,972 --> 00:27:55,508
to the frame of the
windscreen, so this rules out
584
00:27:55,508 --> 00:27:57,243
a problem with the structure.
585
00:27:57,243 --> 00:27:59,912
The fact that there
are no shards of glass
586
00:27:59,912 --> 00:28:01,681
also discounts a bird strike.
587
00:28:01,681 --> 00:28:04,851
[music playing]
588
00:28:06,319 --> 00:28:08,621
Stuart Culling
senior investigator
589
00:28:08,621 --> 00:28:11,124
of the air accident
investigation branch,
590
00:28:11,124 --> 00:28:14,327
has little to go on.
591
00:28:14,327 --> 00:28:15,461
Wind's cone was missing.
592
00:28:15,461 --> 00:28:17,764
There was a certain
amount of blood around.
593
00:28:17,764 --> 00:28:21,167
There were some minor dents
and scrapes on the fuselage
594
00:28:21,167 --> 00:28:23,569
as you'd expect if the
window had gone past,
595
00:28:23,569 --> 00:28:27,140
and really, that was about
it apart from a lot of paper
596
00:28:27,140 --> 00:28:29,976
scattered around inside.
597
00:28:29,976 --> 00:28:32,612
NARRATOR: One of his first
clues comes from the log
598
00:28:32,612 --> 00:28:35,214
recovered from the plane.
599
00:28:35,214 --> 00:28:38,751
He knows it had been
serviced just the day before,
600
00:28:38,751 --> 00:28:42,321
and that a windscreen
had been replaced.
601
00:28:42,321 --> 00:28:45,558
He immediately pays a visit to
the British Airways Maintenance
602
00:28:45,558 --> 00:28:47,927
hangar in Birmingham.
603
00:28:47,927 --> 00:28:50,263
I wanted to find out
exactly what had happened
604
00:28:50,263 --> 00:28:52,398
to the aircraft
before it took off,
605
00:28:52,398 --> 00:28:55,501
and I'd arranged that I should
talk to the shift maintenance
606
00:28:55,501 --> 00:28:58,104
manager who fitted the window.
607
00:28:58,104 --> 00:29:00,373
There was a slight problem
there, because he'd
608
00:29:00,373 --> 00:29:01,808
been on night duty.
609
00:29:01,808 --> 00:29:04,777
And consequently, he
had finished his shift
610
00:29:04,777 --> 00:29:06,813
at roughly the same
time as the windscreen
611
00:29:06,813 --> 00:29:07,947
came out of the aircraft.
612
00:29:07,947 --> 00:29:10,016
And he wasn't in a fit
state to be interviewed.
613
00:29:10,016 --> 00:29:11,117
He needed to get some sleep.
614
00:29:11,117 --> 00:29:14,253
[music playing]
615
00:29:15,688 --> 00:29:16,522
Stuart Culling--
616
00:29:16,522 --> 00:29:17,323
Good morning.
617
00:29:17,323 --> 00:29:18,257
Pleased to see you.
618
00:29:18,257 --> 00:29:19,058
I was expecting you.
619
00:29:19,058 --> 00:29:20,159
Yes, good.
620
00:29:20,159 --> 00:29:20,993
Thank you very much.
621
00:29:20,993 --> 00:29:22,461
Is this the hangar in question?
622
00:29:22,461 --> 00:29:23,796
This is the main hangar, yes.
623
00:29:23,796 --> 00:29:25,031
Yes.
624
00:29:25,031 --> 00:29:28,568
So in the meantime, I
looked around the facility.
625
00:29:28,568 --> 00:29:32,271
I made sure that any paperwork
and any records of the aircraft
626
00:29:32,271 --> 00:29:34,807
had been identified
and taken away,
627
00:29:34,807 --> 00:29:37,543
so they couldn't be
accessed by anyone else.
628
00:29:37,543 --> 00:29:39,545
And waited until he came in.
629
00:29:39,545 --> 00:29:42,815
[music playing]
630
00:29:45,618 --> 00:29:47,620
Hello, I'm from the AAIB.
631
00:29:47,620 --> 00:29:49,488
Yes, and this is my colleague.
632
00:29:49,488 --> 00:29:51,524
What I'd like to
do today is just
633
00:29:51,524 --> 00:29:53,793
find out what went on that--
634
00:29:53,793 --> 00:29:56,095
during that shift
pattern and how it went.
635
00:29:56,095 --> 00:29:56,896
Thank you very much.
636
00:29:56,896 --> 00:30:00,366
[music playing]
637
00:30:01,500 --> 00:30:04,370
Did you notice anything
about the window itself?
638
00:30:04,370 --> 00:30:06,706
Any stress marks that
were worrying you?
639
00:30:06,706 --> 00:30:09,575
My first conversation with
the shift maintenance manager
640
00:30:09,575 --> 00:30:12,612
was relatively general,
because at that stage,
641
00:30:12,612 --> 00:30:14,547
we had no evidence
that it was relevant.
642
00:30:14,547 --> 00:30:15,748
--yourself?
643
00:30:15,748 --> 00:30:17,383
You didn't delegate it to
somebody else and then--
644
00:30:17,383 --> 00:30:19,652
Stuart, there's a phone
call for you just come in.
645
00:30:19,652 --> 00:30:20,853
Oh, right.
646
00:30:20,853 --> 00:30:23,089
Would you mind if
I took this and--
647
00:30:23,089 --> 00:30:25,057
so I took the call
and found that it
648
00:30:25,057 --> 00:30:27,026
was information about
the windscreen, which
649
00:30:27,026 --> 00:30:28,594
had been found near Didcot.
650
00:30:28,594 --> 00:30:31,264
And there was something
like 30 bolts found with it,
651
00:30:31,264 --> 00:30:35,067
most of which were one size
short in diameter, one size
652
00:30:35,067 --> 00:30:36,869
too small in diameter.
653
00:30:36,869 --> 00:30:38,638
NARRATOR: It is a crucial error.
654
00:30:38,638 --> 00:30:42,041
On some planes, windscreens
are fitted from the inside
655
00:30:42,041 --> 00:30:44,677
and use the internal
pressure inside the cabin
656
00:30:44,677 --> 00:30:46,078
to keep them in place.
657
00:30:46,078 --> 00:30:50,549
But on the 111, the windscreen
is bolted on from the outside.
658
00:30:50,549 --> 00:30:52,852
Any weakness in the
bolts could mean
659
00:30:52,852 --> 00:30:54,654
that the pressure
inside the plane
660
00:30:54,654 --> 00:30:56,923
would blow the windscreen out.
661
00:30:56,923 --> 00:30:59,625
It appears that Culling
has very quickly found
662
00:30:59,625 --> 00:31:02,161
the mistake and the guilty man.
663
00:31:02,161 --> 00:31:03,796
STUART CULLING: --which
I think is very relevant.
664
00:31:03,796 --> 00:31:07,833
I've heard from my colleagues,
who are working on the bolts.
665
00:31:07,833 --> 00:31:09,702
They tell me they're
the wrong bolts.
666
00:31:09,702 --> 00:31:11,737
They're the wrong diameter.
667
00:31:11,737 --> 00:31:13,406
No, that's not possible.
668
00:31:13,406 --> 00:31:16,709
They're the exactly the same
bolts that I took out of there.
669
00:31:16,709 --> 00:31:18,144
He was a professional man.
670
00:31:18,144 --> 00:31:22,315
He's very keen on doing
things, to his mind,
671
00:31:22,315 --> 00:31:25,318
in the interests of the
company, and he's suddenly
672
00:31:25,318 --> 00:31:27,253
told that he's put a
windscreen and using
673
00:31:27,253 --> 00:31:28,487
bolts of the wrong size.
674
00:31:28,487 --> 00:31:32,191
And his-- he's
absolutely shocked.
675
00:31:32,191 --> 00:31:33,426
I can show you.
676
00:31:33,426 --> 00:31:35,394
I can show you the bolts
I got out of there.
677
00:31:35,394 --> 00:31:37,330
One thing that came
out was that he said, oh,
678
00:31:37,330 --> 00:31:39,865
the old bolts went into a
waste bin in the hangar, where
679
00:31:39,865 --> 00:31:41,634
he did the job.
680
00:31:41,634 --> 00:31:42,668
They may still be there.
681
00:31:42,668 --> 00:31:44,170
So we rushed across
to the waste bin
682
00:31:44,170 --> 00:31:46,372
and found something
like 80 discarded bolts.
683
00:31:46,372 --> 00:31:47,173
Here.
684
00:31:47,173 --> 00:31:48,174
They'll be in here.
685
00:31:48,174 --> 00:31:50,676
This is where I put them.
686
00:31:50,676 --> 00:31:51,777
These are the bolts.
687
00:31:51,777 --> 00:31:53,079
STUART CULLING: And
these are the ones you
688
00:31:53,079 --> 00:31:54,747
checked against the new ones?
689
00:31:54,747 --> 00:31:56,115
That's right.
Yep, I took--
690
00:31:56,115 --> 00:31:57,249
STUART CULLING:
From the carousel?
691
00:31:57,249 --> 00:31:59,218
It was really
excellent evidence.
692
00:31:59,218 --> 00:32:00,820
Gold as far as I was concerned.
693
00:32:00,820 --> 00:32:02,822
Well, I'll take these away.
694
00:32:02,822 --> 00:32:04,256
ENGINEER: OK.
695
00:32:04,256 --> 00:32:07,126
[music playing]
696
00:32:07,126 --> 00:32:09,462
NARRATOR: By comparing the
maintenance manual to what
697
00:32:09,462 --> 00:32:12,298
the engineer has told
him, Culling is quickly
698
00:32:12,298 --> 00:32:15,968
able to identify the first part
of the story, what went wrong
699
00:32:15,968 --> 00:32:18,838
the previous night when
the window of the BAC 111
700
00:32:18,838 --> 00:32:21,140
had been replaced.
701
00:32:21,140 --> 00:32:23,476
We went through the
whole chain of events that
702
00:32:23,476 --> 00:32:28,414
had occurred, and we found
that there were something
703
00:32:28,414 --> 00:32:33,552
like 13 different
anomalies, which led
704
00:32:33,552 --> 00:32:36,822
to the fitting of the bolts.
705
00:32:36,822 --> 00:32:39,792
And had any of these
caused him to think,
706
00:32:39,792 --> 00:32:41,460
the sequence of events
would not have continued,
707
00:32:41,460 --> 00:32:42,828
and there wouldn't
have been an accident.
708
00:32:42,828 --> 00:32:46,065
[music playing]
709
00:32:56,475 --> 00:32:59,078
NARRATOR: The engineer has
come in early for his shift,
710
00:32:59,078 --> 00:33:01,213
and at about 4:00
AM has gone to work
711
00:33:01,213 --> 00:33:04,250
removing the old
windscreen from the plane.
712
00:33:04,250 --> 00:33:06,252
The hangar is
full, and the plane
713
00:33:06,252 --> 00:33:08,687
has been pushed against the
hangar door, which makes
714
00:33:08,687 --> 00:33:10,956
the windscreen hard to reach.
715
00:33:10,956 --> 00:33:13,692
Stretched across the
fuselage, he has problems
716
00:33:13,692 --> 00:33:14,827
controlling his screwdriver.
717
00:33:14,827 --> 00:33:18,064
[music playing]
718
00:33:19,432 --> 00:33:21,233
The windscreen that
he has taken out
719
00:33:21,233 --> 00:33:24,203
has itself been fitted with
the wrong length bolts,
720
00:33:24,203 --> 00:33:26,005
but they are still
strong enough to hold
721
00:33:26,005 --> 00:33:30,142
the screen in and have survived
without a hitch for four years.
722
00:33:30,142 --> 00:33:32,244
But he is a
conscientious engineer.
723
00:33:32,244 --> 00:33:35,781
He decides that he will replace
the old bolts with new ones
724
00:33:35,781 --> 00:33:37,316
when he installs the new screen.
725
00:33:37,316 --> 00:33:40,152
[music playing]
726
00:33:41,220 --> 00:33:43,389
He chooses not to go
to the parts catalog
727
00:33:43,389 --> 00:33:45,391
and look up the part he needs.
728
00:33:45,391 --> 00:33:48,661
Instead, he goes straight
to the parts store.
729
00:33:48,661 --> 00:33:49,462
Good morning.
730
00:33:49,462 --> 00:33:50,262
Morning.
731
00:33:50,262 --> 00:33:52,398
[music playing]
732
00:33:53,766 --> 00:33:56,602
NARRATOR: There, he matches
by eye new bolts with the ones
733
00:33:56,602 --> 00:33:57,803
he has taken out of the screen.
734
00:33:57,803 --> 00:34:01,107
[music playing]
735
00:34:03,609 --> 00:34:05,644
His eye match is
good, and he finds
736
00:34:05,644 --> 00:34:11,016
a few fresh bolts of exactly
the same types in the drawer.
737
00:34:11,016 --> 00:34:13,018
What I'm after is
I'll need 90 7Ds.
738
00:34:13,018 --> 00:34:14,787
I'm just doing a windscreen
on a 111 over there,
739
00:34:14,787 --> 00:34:15,788
and I need some new bolts.
740
00:34:15,788 --> 00:34:17,323
8Ds on a 111.
741
00:34:17,323 --> 00:34:18,724
Well, no.
These are seven.
742
00:34:18,724 --> 00:34:19,525
This is a seven.
743
00:34:19,525 --> 00:34:20,459
I've just taken it out.
744
00:34:20,459 --> 00:34:22,094
We haven't got
any sevens anyway.
745
00:34:22,094 --> 00:34:22,895
OK.
746
00:34:22,895 --> 00:34:24,263
Right.
747
00:34:24,263 --> 00:34:25,698
NARRATOR: The store manager
knows which bolts the engineer
748
00:34:25,698 --> 00:34:28,033
should be looking
for, but the engineer
749
00:34:28,033 --> 00:34:31,770
chooses to ignore his advice.
750
00:34:31,770 --> 00:34:34,740
Instead, he drives to the
other side of the airport
751
00:34:34,740 --> 00:34:37,810
to find a match for his bolts.
752
00:34:37,810 --> 00:34:42,381
It is now about 5:15 AM, and
in a dark corner of the hangar,
753
00:34:42,381 --> 00:34:45,784
he continues to search for new
bolts identical to the ones
754
00:34:45,784 --> 00:34:47,386
he has taken out of the plane.
755
00:34:47,386 --> 00:34:50,222
But in the gloom, his
luck finally runs out.
756
00:34:50,222 --> 00:34:52,858
He thinks they match,
but they don't.
757
00:34:52,858 --> 00:34:56,362
He picks bolts that are
just over 0.02 of an inch
758
00:34:56,362 --> 00:34:57,630
too narrow for the job.
759
00:34:57,630 --> 00:35:00,766
[music playing]
760
00:35:03,102 --> 00:35:05,971
Returning to the hangar,
he stretches over the plane
761
00:35:05,971 --> 00:35:08,240
and begins fitting
these new bolts.
762
00:35:08,240 --> 00:35:11,577
Working at an angle, he
can't see that the new bolts
763
00:35:11,577 --> 00:35:12,611
don't fit correctly.
764
00:35:12,611 --> 00:35:15,915
[music playing]
765
00:35:22,721 --> 00:35:26,125
Signing off his work at 6:00
AM, the engineer has managed
766
00:35:26,125 --> 00:35:27,993
to get his work done on time.
767
00:35:27,993 --> 00:35:30,596
The plane is now ready to
be handed over to Captain
768
00:35:30,596 --> 00:35:31,730
Lancaster and his crew.
769
00:35:31,730 --> 00:35:34,667
[music playing]
770
00:35:34,667 --> 00:35:36,969
It is a disaster
waiting to happen.
771
00:35:36,969 --> 00:35:37,970
[music playing]
772
00:35:40,707 --> 00:35:43,343
The morning of the following
day, British Airways
773
00:35:43,343 --> 00:35:47,080
Flight 5390 was at 17,300 feet.
774
00:35:47,080 --> 00:35:49,582
The difference in pressure
between the sealed hull
775
00:35:49,582 --> 00:35:51,417
of the jet and the
thin atmosphere
776
00:35:51,417 --> 00:35:54,187
was climbing quickly to
the 1/2 ton per square foot
777
00:35:54,187 --> 00:35:57,023
the pressure would
reach at 35,000 feet.
778
00:35:57,023 --> 00:36:00,360
This pressure was looking for
a weakness, and it found it.
779
00:36:03,196 --> 00:36:05,798
For Culling, finding out
what happened that night
780
00:36:05,798 --> 00:36:07,233
is only the first step.
781
00:36:07,233 --> 00:36:09,802
No one has hidden from
him what they did,
782
00:36:09,802 --> 00:36:13,039
but he knows he has to go
deeper to understand the reason
783
00:36:13,039 --> 00:36:15,308
behind this sequence of events.
784
00:36:15,308 --> 00:36:17,377
Why the engineer
did what he did,
785
00:36:17,377 --> 00:36:20,713
and whether this is an isolated
incident or the symptom
786
00:36:20,713 --> 00:36:22,415
of a bigger problem.
787
00:36:22,415 --> 00:36:24,951
Accident investigation,
certainly on aircraft,
788
00:36:24,951 --> 00:36:26,586
comprises two parts.
789
00:36:26,586 --> 00:36:28,321
The first part is,
what's happened?
790
00:36:28,321 --> 00:36:31,457
And that's usually
relatively the easy bit.
791
00:36:31,457 --> 00:36:34,260
And the second part
is, why did it happen?
792
00:36:34,260 --> 00:36:35,928
NARRATOR: Why did
the engineer ignore
793
00:36:35,928 --> 00:36:38,631
procedure, bypass the
technical manuals,
794
00:36:38,631 --> 00:36:41,000
and ignore helpful advice?
795
00:36:41,000 --> 00:36:44,070
Culling's search for the
answers is, in its own way,
796
00:36:44,070 --> 00:36:45,371
revolutionary.
797
00:36:45,371 --> 00:36:51,277
If we talk to people
without giving them warning,
798
00:36:51,277 --> 00:36:54,714
we felt we'd get more
information, because they'd
799
00:36:54,714 --> 00:36:56,649
be freer to discuss it.
800
00:36:56,649 --> 00:36:59,419
If we gave them a formal
caution as it were,
801
00:36:59,419 --> 00:37:03,656
we thought that
they would dry up.
802
00:37:03,656 --> 00:37:04,657
Coffee?
ENGINEER: Yes, please.
803
00:37:04,657 --> 00:37:05,458
STUART CULLING: Great.
804
00:37:05,458 --> 00:37:06,859
How was the journey?
805
00:37:06,859 --> 00:37:08,094
ENGINEER: Oh, well, usual stuff.
806
00:37:08,094 --> 00:37:09,962
NARRATOR: They decide
to talk to the engineer
807
00:37:09,962 --> 00:37:13,099
well away from the hangar
in a cozy hotel room.
808
00:37:13,099 --> 00:37:15,001
Well, thanks for coming in.
809
00:37:15,001 --> 00:37:17,603
NARRATOR: To gain insight into
the methods of the maintenance
810
00:37:17,603 --> 00:37:20,206
engineers, Culling
then does something
811
00:37:20,206 --> 00:37:22,141
no one has done before.
812
00:37:22,141 --> 00:37:27,380
He brings in a
behavioral psychologist.
813
00:37:27,380 --> 00:37:29,816
Is the aircraft
normally in the hangar
814
00:37:29,816 --> 00:37:31,784
when you're doing that?
815
00:37:31,784 --> 00:37:33,486
NARRATOR: Psychologists
have been used
816
00:37:33,486 --> 00:37:36,088
before to try to
analyze why pilots
817
00:37:36,088 --> 00:37:37,824
make mistakes under pressure.
818
00:37:37,824 --> 00:37:40,626
It's a discipline
called human factors,
819
00:37:40,626 --> 00:37:45,264
but in 1990, using human factors
in engineering is unheard of.
820
00:37:45,264 --> 00:37:50,470
STUART CULLING: I wanted a
professional slant on what is
821
00:37:50,470 --> 00:37:53,039
really psychological territory.
822
00:37:53,039 --> 00:37:56,909
I would hope that, as far as the
shift maintenance manager was
823
00:37:56,909 --> 00:38:00,346
concerned, that it gave him
extra confidence that we were
824
00:38:00,346 --> 00:38:02,582
trying to be even-handed,
and that we were trying
825
00:38:02,582 --> 00:38:04,150
to get to the bottom of it.
826
00:38:04,150 --> 00:38:05,184
You know the parts catalog.
827
00:38:07,887 --> 00:38:09,889
When you're getting
the bolts out,
828
00:38:09,889 --> 00:38:13,259
do you go straight to the
parts catalog, or do you just--
829
00:38:13,259 --> 00:38:14,227
Not usually.
830
00:38:14,227 --> 00:38:15,595
Why?
831
00:38:15,595 --> 00:38:17,597
If I've got a set of screws
out, they're the same screws.
832
00:38:17,597 --> 00:38:20,166
I just got get them up
out of the carousels.
833
00:38:20,166 --> 00:38:21,334
Right.
834
00:38:21,334 --> 00:38:23,870
You find it's easier
to do it visually.
835
00:38:23,870 --> 00:38:25,838
It was in that case easier to
do it visually from the bolts
836
00:38:25,838 --> 00:38:26,939
you take?
- Yeah.
837
00:38:26,939 --> 00:38:28,040
Yeah.
838
00:38:28,040 --> 00:38:29,008
Because they're the same
bolts that come out.
839
00:38:29,008 --> 00:38:29,976
The same ones go back in.
840
00:38:29,976 --> 00:38:31,077
So same size bolts.
841
00:38:31,077 --> 00:38:32,278
There's no difference.
842
00:38:32,278 --> 00:38:34,247
And if it worked before,
it must be the right bolt?
843
00:38:34,247 --> 00:38:35,948
Yeah, it's just replacing
like with like, really.
844
00:38:35,948 --> 00:38:36,749
Yeah.
845
00:38:36,749 --> 00:38:38,084
Because it had been flying.
846
00:38:38,084 --> 00:38:46,993
We were somewhat horrified
that they admitted those things
847
00:38:46,993 --> 00:38:50,496
to us, because
after all, we were
848
00:38:50,496 --> 00:38:53,332
officially inverted commas.
849
00:38:53,332 --> 00:38:54,967
And they were quite
proud of them.
850
00:38:54,967 --> 00:38:58,371
We would have thought that
had they used such practices,
851
00:38:58,371 --> 00:39:00,039
they would have kept
very quiet about it.
852
00:39:00,039 --> 00:39:03,442
If I'd had to go
check with the computers
853
00:39:03,442 --> 00:39:06,312
what bolts I needed, and
what parts, and how to fit
854
00:39:06,312 --> 00:39:08,147
the thing, then
there was good chance
855
00:39:08,147 --> 00:39:10,816
they wouldn't have been flying
at the time it was meant to be.
856
00:39:10,816 --> 00:39:11,651
Good.
857
00:39:11,651 --> 00:39:13,252
Good.
858
00:39:13,252 --> 00:39:18,558
So when you're
doing the job now,
859
00:39:18,558 --> 00:39:20,960
you're an experienced engineer.
860
00:39:20,960 --> 00:39:24,564
It might not be
by-the-book or the time
861
00:39:24,564 --> 00:39:26,966
like you would train
somebody who was new?
862
00:39:26,966 --> 00:39:28,200
No, not usually.
863
00:39:28,200 --> 00:39:30,102
We've been doing these
things for years.
864
00:39:30,102 --> 00:39:32,872
NARRATOR: Culling is stunned
by what he is hearing,
865
00:39:32,872 --> 00:39:34,774
but there are more
revelations to come.
866
00:39:34,774 --> 00:39:37,677
[music playing]
867
00:39:38,678 --> 00:39:40,713
The engineer's
dangerous approach is
868
00:39:40,713 --> 00:39:42,515
becoming clearer by the minute.
869
00:39:42,515 --> 00:39:47,620
You trusted your own
knowledge better than the store
870
00:39:47,620 --> 00:39:49,288
supervisor's Knowledge?
871
00:39:49,288 --> 00:39:51,023
Well, I'm an engineer.
872
00:39:51,023 --> 00:39:54,026
I got 7D bolts out, so
I put 7D bolts back in.
873
00:39:54,026 --> 00:39:56,228
There's no problem with that.
874
00:39:59,298 --> 00:40:01,000
It's that simple.
875
00:40:01,000 --> 00:40:04,670
So you trusted that the
aircraft had been flying,
876
00:40:04,670 --> 00:40:06,706
so therefore, they must
have been the right bolts?
877
00:40:06,706 --> 00:40:08,007
Yeah.
878
00:40:08,007 --> 00:40:11,143
That aircraft did a lot of
hours with that windscreen.
879
00:40:11,143 --> 00:40:13,379
STUART CULLING: Their
whole aim was to expedite
880
00:40:13,379 --> 00:40:18,184
work through their station.
881
00:40:18,184 --> 00:40:19,819
They had a lot of work coming.
882
00:40:19,819 --> 00:40:23,723
It was all done at
night, and in many cases,
883
00:40:23,723 --> 00:40:27,026
they had more work than they
could reasonably handle.
884
00:40:27,026 --> 00:40:33,466
And they had devised little
stratagems to get around that.
885
00:40:33,466 --> 00:40:35,901
NARRATOR: Culling and the
psychologist's insights
886
00:40:35,901 --> 00:40:39,305
make their way into the
first draft of their report.
887
00:40:39,305 --> 00:40:42,675
It says that there are systemic
faults in the maintenance
888
00:40:42,675 --> 00:40:44,744
procedure in Birmingham.
889
00:40:44,744 --> 00:40:47,313
But under pressure from
British Airways lawyers,
890
00:40:47,313 --> 00:40:49,815
and because they have not
carried out their investigation
891
00:40:49,815 --> 00:40:51,884
following normal
procedure, they are
892
00:40:51,884 --> 00:40:55,788
forced to change the emphasis
of their final report.
893
00:40:55,788 --> 00:41:00,026
Hour by hour, the
Treasury solicitor
894
00:41:00,026 --> 00:41:03,696
or whoever was
advising the branch
895
00:41:03,696 --> 00:41:07,600
confirmed that
under natural law,
896
00:41:07,600 --> 00:41:10,836
it was unfair to use
that information.
897
00:41:10,836 --> 00:41:13,639
Because we hadn't gone
through the whole procedure.
898
00:41:13,639 --> 00:41:20,179
And so we had to remove
that from the report.
899
00:41:20,179 --> 00:41:22,081
NARRATOR: The investigators
have never produced
900
00:41:22,081 --> 00:41:24,250
an accident report like it.
901
00:41:24,250 --> 00:41:26,452
Working with a
psychologist, Culling
902
00:41:26,452 --> 00:41:28,988
develops a completely
novel way of using
903
00:41:28,988 --> 00:41:32,725
human factors to explain
why this accident happened.
904
00:41:32,725 --> 00:41:36,529
They uncovered pressures in the
hangar that caused an otherwise
905
00:41:36,529 --> 00:41:39,098
proficient engineer
to make potentially
906
00:41:39,098 --> 00:41:41,500
lethal mistakes while
being certain he
907
00:41:41,500 --> 00:41:43,569
was doing the right thing.
908
00:41:43,569 --> 00:41:46,706
This psychological
approach takes air accident
909
00:41:46,706 --> 00:41:49,508
prevention to a new level.
910
00:41:49,508 --> 00:41:53,079
Through the sheer skill
of the crew of BA 5390,
911
00:41:53,079 --> 00:41:58,584
as well as a measure of luck,
87 people are still alive.
912
00:41:58,584 --> 00:42:01,020
As a consequence of
this investigation,
913
00:42:01,020 --> 00:42:05,291
others may never have to
go through the same ordeal.
914
00:42:05,291 --> 00:42:07,259
In the aftermath
of the incident,
915
00:42:07,259 --> 00:42:09,462
the crew are treated as heroes.
916
00:42:09,462 --> 00:42:11,530
They receive
numerous awards, and
917
00:42:11,530 --> 00:42:13,899
Alastair Atchison
receives the coveted Gold
918
00:42:13,899 --> 00:42:15,501
Medal for Airmanship.
919
00:42:15,501 --> 00:42:19,371
Their colleagues also
show their appreciation.
920
00:42:19,371 --> 00:42:22,441
JOHN HEWARD: One of
the most moving things
921
00:42:22,441 --> 00:42:23,476
was to go back to Birmingham.
922
00:42:23,476 --> 00:42:25,878
[music playing]
923
00:42:25,878 --> 00:42:28,380
As we walked into the airport,
the whole of the airport
924
00:42:28,380 --> 00:42:30,349
stopped.
925
00:42:30,349 --> 00:42:32,818
And all the ground staff, and
all the checking girls, and all
926
00:42:32,818 --> 00:42:34,954
that just stood and applauded as
we walked through the building,
927
00:42:34,954 --> 00:42:38,724
and it was really quite
moving at the time.
928
00:42:38,724 --> 00:42:42,228
You wanted to get out of
the way, so that you could--
929
00:42:42,228 --> 00:42:43,562
I don't really want
to do this walking
930
00:42:43,562 --> 00:42:46,132
up the red carpet thing.
931
00:42:46,132 --> 00:42:48,434
NARRATOR: Their colleagues
were applauding a team, which
932
00:42:48,434 --> 00:42:51,103
had demonstrated the highest
form of professionalism
933
00:42:51,103 --> 00:42:52,571
at every level.
934
00:42:52,571 --> 00:42:54,473
A cabin crew, which
worked as a team
935
00:42:54,473 --> 00:42:58,577
in extraordinary circumstances,
and the copilot and outsider
936
00:42:58,577 --> 00:43:01,013
who took control and
worked alone to bring
937
00:43:01,013 --> 00:43:03,115
them all safely down to Earth.
938
00:43:03,115 --> 00:43:05,651
Each of the crew dealt
with their experience
939
00:43:05,651 --> 00:43:07,453
in different ways.
940
00:43:07,453 --> 00:43:10,456
Tim Lancaster began flying
again with British Airways
941
00:43:10,456 --> 00:43:14,160
just five months
after the accident.
942
00:43:14,160 --> 00:43:15,694
TIMOTHY LANCASTER:
It was a special day
943
00:43:15,694 --> 00:43:16,896
when I-- the first day I flew.
944
00:43:16,896 --> 00:43:18,297
I decided that was
what I was gonna do.
945
00:43:18,297 --> 00:43:20,266
I was gonna make an effort to
go back to work and get better.
946
00:43:20,266 --> 00:43:24,036
So having made the
decision, the rest was easy.
947
00:43:24,036 --> 00:43:27,339
NARRATOR: For Nigel Ogden, the
man who ran to Lancaster's aid
948
00:43:27,339 --> 00:43:30,843
and held on to him for dear
life, the impact of that day
949
00:43:30,843 --> 00:43:32,912
is far more profound.
950
00:43:32,912 --> 00:43:36,749
I think about it every
day, and that is the truth.
951
00:43:36,749 --> 00:43:41,854
I think about it every single
day in one form or another.
952
00:43:41,854 --> 00:43:42,655
Yeah.
953
00:43:42,655 --> 00:43:43,656
Every single day.
954
00:43:43,656 --> 00:43:46,125
[music playing]
955
00:43:46,125 --> 00:43:49,562
It will affect me till
the end of me days.
956
00:43:49,562 --> 00:43:51,730
NARRATOR: For each of
the crew, the experience
957
00:43:51,730 --> 00:43:54,466
will stay with them in
different ways, but common to
958
00:43:54,466 --> 00:43:57,169
them all is the
understanding that together,
959
00:43:57,169 --> 00:43:58,470
they survived the unthinkable.
73342
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