All language subtitles for Mayday.S07E07.Falling.Lost.1080p.AMZN.WEB-DL.DD+2.0.H.264-playWEB_track3_[eng]

Where's Adam direct to?

My God, he's flying north.

A Boeing 737
is badly off course.

Adam 574,
confirm our position please.

The crew struggles
to get the plane back on track.

This is crazy!

They're lost
in a violent storm...

when their plane
starts rolling over.

Pull up! Pull up!

The lives
of 102 people are at risk.

Adam 574, Ujung control.

Then, mysteriously,
Adam Air Flight 574

disappears without a trace.

Mayday! Mayday!

January the 1st, 2007.

Surabaya, Indonesia.

It's New Year's Day.

There are celebrations
throughout the country.

Surabaya's airport
is bustling.

And not just because
of the holidays.

Indonesia is experiencing
a boom of budget airlines.

Many people are taking advantage
of the cheaper fares.

For the average Indonesian,

it meant that the explosion
of low cost carriers

made it much more possible

to actually get on a plane
and fly.

One of those
new airlines is Adam Air.

Good afternoon, Departure.
This is Adam 574.

Adam 574, this is
Ground Control. Go ahead.

Adam Air was successful
because it provided

a fresh image to the industry.

I mean, they came in with,
you know, bright colors.

Their airplanes were painted
in fantastic orange.

The crew was in flashy uniforms,

you know, they had
everything right going for them.

Captain Refri Widodo

has been flying
with Adam Air for six months.

Today, he's in command
of Flight 574,

a short domestic flight.

His co-pilot, Yoga Susanto,
has been with the airline

for almost a year and a half.

Before the discount travel boom,
many passengers

wouldn't have been able
to afford this flight.

More and more people
were able to fly,

could afford the tickets.

And they didn't care
too much about...

the services offered
simply because they just were

intent on getting
from point A to point B
as cheaply as possible.

There are
96 passengers

and six crew members
on today's flight.

Controllers at the airport

are busy juggling planes.

Adam 574 is cleared for takeoff.

- Eighty knots.
- Check.

V1.

Rotate.

Today's flight
is a routine two-hour hop...

from Surabaya,
on the island of Java,

to Manado
on the island of Sulawesi,

almost 1700 km northeast.

It's the beginning
of the rainy season.

The weather is unpredictable.

Forecasters are expecting
fierce storms.

Captain Widodo is aware

that there may be
bad weather ahead.

Turn right direct to Fando
and climb to flight level
three-three-zero.

Roger, turn right
direct to Fando

and climb to flight level
three-three-zero.

Adam 574.

Minutes after takeoff,
the crew turns on the autopilot.

The flight computer
will fly the plane

and navigate it along
a preplanned route to Manado.

Now passing
flight level two-two-zero,

climbing to flight level
three-three-zero.

Roger, Adam 574.
Track direct to DIOLA.

Confirmed. Tracking direct
to DIOLA, Adam 574.

22,000 feet below,

air traffic controllers track
the flight's progress on radar,

and confirm that it's on course.

The plane is beginning
to experience some turbulence.

Less than half an hour
into the flight,

Air Traffic Controllers notice
something out of the ordinary.

Where's Adam direct to?

My God, he's flying north.

Flight 574
has flown off-course

heading into a violent storm.

Air traffic controllers
don't know why.

Yes. Mm-hmm.

Onboard the plane,
the pilots try to understand

how far
they have drifted off-course.

The IRS.

Twenty-eight is the difference.

And try
to fix the problem

with the computerized system
that handles navigation.

Fasten your seat belt.

May I have your attention.

This is your Captain speaking.

We are about to experience
some turbulence.

Could all the passengers
return to their seats?

Controllers on the ground try to get

Flight 574 back on course,

giving them directions
to their next assigned waypoint
called DIOLA.

Adam Air 574,

maintain three-five-zero
direct to DIOLA.

Confirmed, flight level
three-five-zero

direct to DIOLA, Adam 574.

But to get there,

Flight 574 must pass
through a severe storm.

One hundred and thirty-seven
kilometer an hour winds

beat on the plane's hull.

It's pounded by hail and rain.

The weather is making it
hard to see.

The crew is not just concerned
with the weather.

They're still also trying
to understand the problem

with the plane's
navigation system.

This is messed up.

Getting lost over the ocean
is everyone's worry.

Because when you lose
your navigational instruments

or you lose trust
of your navigation instruments,

what do you do?

Co-pilot Susanto consults
the aircraft's handbook.

It's starting to fly
like a bamboo ship.

Captain Widodo
doesn't know where he is.

He needs directions.

Confirm our position.

Adam 574, confirm
our position please.

Roger, Adam 574,

position is one-two-five miles,

Mike Kilo Sierra,

crossing radial three-zero-seven

Mike Kilo Sierra.

The weather
in Mike Kilo Sierra isn't good.

The storm
is growing worse.

This is crazy.

We're going to get lost
if it stays like this.

Captain Widodo
wants to take over

navigation of the plane
from the flight computer.

Okay. Put the IRS on attitude.

But suddenly,
a warning.

The autopilot
has disengaged completely.

Then, many of Susanto's
computerized instruments

go blank.

The crew doesn't notice
that their plane
is rolling over.

Flight 574 is banking
at a dangerous angle.

Okay, enter this.

Bank angle!
Bank angle!

Bank angle!

If it rolls
too far over,

it would send the plane
and the 102 people on board

into a fatal downward spiral.

Okay, put it back on Nav again.

Put it back on Nav again!

Put it on Nav again!

Captain Widodo
wants to reengage

the flight computer's
navigation system.

The plane
is still rolling,

and now its nose has started
to point downward.

Sink rate!

Another alarm
tells the pilots that they are
entering a steep descent.

Don't turn it.
This is our heading!

- Pull up!
- Go up.

- Pull up!
- Go up.

Adam 574, Ujung Control.

Adam 574, Ujung Control.

Adam 574,
radar service terminated.

Please contact Ujung Control
at one-two-eight decimal one.

Inexplicably,
Flight 574 has disappeared.

News of Adam Air Flight 574's
disappearance spreads quickly.

The Indonesian government
starts mobilizing

search and rescue teams
to find it.

First Air Marshal Eddy Suyanto

will coordinate
the search and rescue.

On the 1st
of January, 2007,

I received a verbal notification

from the Vice Assistant
Operation Head of Air Force

that Adam Air had not landed
in Manado.

Indonesia's National
Transportation Safety Committee,

or NTSC, is also notified.

The NTSC is responsible

for finding out what went wrong
in any plane crash.

Frans Wenas is in charge
of investigating Adam Air 574.

The first steps that we take
when there was an accident

or serious incident...

we will find all the resources
that we have

and get the team together

before we dispatch to the area.

Working with air traffic control,

the searchers try to pinpoint

the last recorded location
of Flight 574.

I received the report

that Adam Air was lost
from the radar

in the Majene Sea.

The plane
was last detected by radar

as it was crossing the sea,

about halfway through
its intended journey.

Okay. So...

right around here.

But the plane
could have flown

hundreds of kilometers
after that signal was received.

It's impossible to pinpoint
the exact location.

When the aircraft
went missing,

it was a bit of a shock
for everybody

because in this day and age,
nobody expects an aircraft
to go missing.

Without a specific location,

searchers try to figure out
how large an area to scan.

Since they know how
much fuel was on board,

investigators can calculate

how far the plane
could have flown

since it was last detected.

If this is the last radar hit...

they didn't have enough fuel
to fly any further than this.

Hmm.

More than 3,000 people

are sent out
to look for the plane.

The Indonesians are joined
by a US Navy vessel.

But the area they have to search
is the size of Ireland.

The teams don't even know

whether to look
on land or on water.

And as long as there was
no definitive word,

hope remained.

Twelve hours pass
without any confirmed sightings.

And then,
friends and relatives' hopes

are raised with news
that survivors have been found.

A new report came in

saying that they had found
the Adam Air wreckage

in the mountainous area
of Polewali.

With 100 victims
and 12 survivors still alive.

Rescue teams hurry
to the island of Sulawesi,

hoping to return survivors
to their families.

They also hoped to discover

what went wrong
on board the plane.

When news broke that some people
might have survived the crash,

the already incredibly stressed

and emotional families
of the survivors

thought, "Whoa,
maybe there is a chance.

"Maybe my wife, cousin,
husband, brother, has survived."

But when
the first officials get there,

they find that these survivors
are not from the flight at all.

They were ferry survivors

not airplane survivors.

They're from a ship
that sank in another storm

near where Flight 574
is thought to have crashed.

Now the rescue teams
are back to square one.

It let people's hopes up.

And people flocked to Makassar

and they were finding ways
how to get to the crash site,

only to find that
it's not there.

For family members,
it's a bitter disappointment.

We were ashamed
because the information

was already spread all over
before we verified it.

Our government was embarrassed

that we publicized
that information.

It's been a week
since the crash.

With each passing day,

the chance of finding
any survivors grows smaller.

There was still no clear picture

of exactly where
the plane had crashed

and how it had gone down
and why it had gone down.

Wenas needs
to locate the wreckage

as soon as possible.

Most of all, he needs
the two black boxes

that record conversations
in the cockpit and flight data.

There are beacons attached
to the boxes,

but they only have
a 30-day battery life.

Nine days after the crash
of Adam Air Flight 574,

a fisherman finds what he thinks
might be part of an airplane,

300 meters
off the coast of Sulawesi.

The piece is taken
to an Indonesian Air Force base
for analysis.

Frans Wenas quickly identifies

that it is part
of a right elevator.

He examines it to see
if it belongs to Adam Air 574.

We checked with
the serial numbers,

we checked with
the part numbers...

The numbers match.

So we are definitely sure
that it is from the aircraft.

The finding confirms
that Flight 574 crashed at sea.

The team can now narrow down

its search to the area
where the elevator was found.

Since the accident involves
an American-made plane,

the US National Transportation
Safety Board

joins the investigation.

And they send
structural engineer

Clint Crookshanks to Indonesia.

We started working
with the NTSC to...

to look at radar data, uh,

air traffic transmissions,
weather data,

trying to bring
all that information together

to find the airplane.

The water that
investigators plan

to search for wreckage
is 6,500 feet deep.

Much too deep
to send down divers.

It was quite deep water,
deeper than, uh,

than we're normally used to
recovering airplanes from.

The Indonesian
government wants Adam Air

to pay
for the salvage operation.

Investigators meet
with representatives
of the airline.

It is going to be expensive.

We need to hire contractors
to go down that far.

Adam Air felt
that its responsibility
only went so far.

The government
and most of public opinion

believe that
Adam Air's responsibility

was actually almost total,

because they were
the owners of the airline.

The airline refuses
to pay for the salvage,

triggering a lengthy negotiation.

This is not good news
for Frans Wenas.

Unless someone puts up the money

to search the seabed
for wreckage,

the mystery of Flight 574
will not be solved.

It is also a blow
to the families of the victims.

The families
obviously wanted to know

what had happened
to their loved ones.

And they did want the government
and Adam Air to combine

to get the flight data recorders
out of the water.

As the investigation
stalls, public anger grows.

People were becoming
more and more critical

of Adam Air
and the way it was being run.

But then,
after seven months
of negotiating...

This is good news.

Thank you.

...Adam Air
agrees to help pay
for the salvage.

Phoenix International,

an American company specializing
in deep-water salvage,

starts the operation
on August the 24th.

But the time they've lost
has had a serious consequence.

Although they have a fix
on the location of the crash,

the locator beacons
attached to the black boxes

have gone dead.

If the black boxes
are not found,

it will be a mystery
until today.

Without the beacon,
finding two small boxes

among the wreckage
will be a huge challenge.

To make matters worse,

Adam Air has only
put up enough money
for one week of searching.

So it was like, "Go out there.

"If you don't find anything
in seven days, you're done."

After locating debris
with sonar,

an unmanned,
remote controlled submarine

is sent down to look
for the black boxes.

All right. How are we doing?

We dove on one location first.

We got to that GPS location.
There was nothing there.

Pull up quadrant three.

So we sat down and decided
we'd do a grid search
about that point.

And so we did
a very methodical search.

Okay, three degrees.

All right. Slow, slow.

We're coming up on somethin'.

We started picking up small,
lightweight pieces
of airplane wreckage.

Things like life vests,
seat trays,

uh, light bits of metal.

Oh, my God. This is it.

Investigators get their first look
at the wreckage.

This plane
is ripped apart.

The state
of the wreckage illustrates

just how violent
this plane crash was.

The little pieces of wreckage
didn't tell us anything

about the cause of the crash.

They did tell us, however,
that the airplane hit the water

at a very high rate of speed.

This was the most
fragmented airplane
that I have ever seen.

Only two days
into the operation,

Crookshanks spots something.

All right. Stop.
Rotate back five degrees.

I noticed on the left side
of the video screen

something that appeared
to be orange,

and I instructed
the ROV operator
to take a closer look at it.

That's it. That's...
that's it. Okay.

Once we got over there,
we realized that, "Yeah,"

that's... this, in fact,
was the FDR.

The plane's
Flight Data Recorder
has been found.

All right. Good work, Joe.
Let's get this up.

We were very excited
that we had seen

and recovered one of the boxes.

Investigators soon find

the cockpit
voice recorder nearby.

All right. Stop! That's it.

Their week is up.

The salvage operation is over.

Investigators now hope
that they have

all the clues they need
to solve this accident.

The black boxes
is the only source

for the evidence that we have

because we don't have
the wreckage,

we don't have the witnesses.

But the boxes
have been lying

on the bottom of the sea
for almost eight months.

They could be damaged
beyond repair.

They may not yield
any information at all.

The black boxes
from Adam Air Flight 574

are taken
to the National Transportation
Safety Board

in Washington, D.C.

Investigators think the labs
there are the best bet

at salvaging
any possible information.

If an FDR is found
in salt water,

it needs to be washed
in fresh water

and then contained in water

the entire time
until it makes it to our lab.

Salt and air together

create a chemical reaction
that results in rust.

The rust can damage

the electronic components
in the recorders.

Keeping them submerged
in freshwater

delays that reaction.

The importance
of having the data

depends on the circumstances
of the accident.

If you're able
to recover wreckage,

and other parts to investigate,

then you don't necessarily
need to rely on the data.

For this particular accident,

since the wreckage
was going to stay
at the bottom of the ocean,

it was essential that
we had data from the recorders.

Frans Wenas also makes
the trip to the United States.

The FDR and the CVR,

when they were recovered
from the bottom of the sea,

the cases were actually
50 to 60 percent damaged.

We thought there might be
an issue in recovering the data.

It wasn't as damaged
as many others we've seen.

So we were fairly confident

if there was data recorded,

we would be able to get
the data off.

Technicians begin
the painstaking process

of retrieving the information.

The job
is a multinational effort.

The Australian Transport
Safety Bureau

was requested to assist.

We have
an excellent relationship

with the NTSB folk.

And so our
flight recorder specialist

went to the United States
and worked alongside the NTSB.

The electronic components
containing the data

are carefully removed and dried.

Then the information
is uploaded onto a computer.

As the delicate procedure

of recovering the data
from both recorders progresses,

investigators are aware that
they have an additional concern.

One problem
that we ran up against

in this investigation is,

the maintenance records
indicated that

the flight data recorder

was written up
as being inoperable

in the weeks prior to the crash.

We were concerned with that...

in that if we found the FDR,

it may not have
recorded anything.

Investigators keep
their fingers crossed.

We've got it all.
It's all there.

I was confident
once we found out

that we had 100% of the data,

that we would be able
to solve this accident.

The two black boxes
provide investigators

with the first solid clues

about why Flight 574
fell from the sky.

Good afternoon, Departure.
This is Adam 574.

Now passing
flight level two-two-zero,

climbing to flight level
three-three-zero.

Roger, Adam 574,
track direct to DIOLA.

Confirmed. Tracking direct
to DIOLA, Adam 574.

The conversation
in the cockpit

tells investigators
that the crew knew

that the plane's
navigation system

was sending them off course...

The IRS...

Twenty-eight is the difference.

They're drifting.

...and that
they were preoccupied

with fixing that problem.

This is messed up.

Where's Adam direct to?

My God, he's flying north.

Adam Air 574,
maintain three-five-zero,

direct to DIOLA.

Confirmed. Flight level
three-five-zero,

direct to DIOLA, Adam 574.

To get from
one way point to the next,

the flight computer
always has to know

the plane's exact location.

That information comes
from a component called the IRS,

or inertial reference system.

It tracks every adjustment
to the plane's course

to calculate its exact position.

It then feeds that information
to the autopilot.

The autopilot needs to know,

where the aircraft is
and where it needs to go.

Now the autopilot takes
those data from the IRS

in terms of height,
heading, and speed.

But for the system
to keep track

of the plane's heading,

it has to know
where the plane started.

The IRS has to be calibrated
before takeoff.

Usually, the crew will enter
the coordinates of the gate

as the starting point
for the computer to track.

Investigators wonder if the IRS
guided the plane off course

because the wrong
initial coordinates
were entered.

Frans, we just got this.

They check this
by looking at information

from the flight data recorder.

- The numbers are fine
when they're on the ground.
- Yes. Yes.

The data confirms
the IRS was calibrated

before Adam Air Flight 574
took off.

- This is where it begins.
- That's right.

But for some reason,

the IRS began
to send the plane off-course

almost as soon as the flight
got in the air.

It just gets worse and worse.

I have something else
I'd like to show you.

Its maintenance logs.

Crookshanks and Wenas
look at the maintenance history

of the IRS system that was
on board Flight 574.

As you can tell, there's
more than 100 write-ups here.

Look at this.

Same unit.

Same problem.

The history shows

that there had been
numerous complaints

about the plane's
navigation system

over the past three months.

Again and again.

Investigators wonder
why the airline

didn't fix the problem.

In the case of the IRS
of this aircraft, you know,

that unit should have been
taken out

and sent to maintenance
for calibration or repairs.

Investigators discover
that when pilots complained

about a faulty IRS unit,

the airline
didn't fix it properly.

They would either swap it
with a unit from another plane,

or often, they would only do
a basic cleaning

of the malfunctioning unit.

They just pull out
the connectors,

spray it
with some lubricant cleaners,

then put it back on.

Did some ground tests,
and then just put,

"Ground test okay,"
on the maintenance log.

Since the IRS is
such a vital piece of equipment,

this is contrary to all
recommended repair policies.

Investigators listen
to the cockpit voice recorder...

hoping to discover how
the malfunctioning IRS

contributed to the crash.

This is crazy.

We're going to get lost
if it stays like this.

Don't turn it.
This is our heading.

Pull up! Pull up!

But nothing they hear
leads them to believe

that an IRS malfunction alone

could have caused
the plane to crash.

You have a failure
in one system of the airplane,

it shouldn't cause an accident.

Investigators now wonder if the severe storm

Flight 574 flew into

somehow played a role
in this crash.

This is messed up.

This is really messed up.

It's starting to fly
like a bamboo ship.

Confirm our position.

Weather is
a well-known cause

of airline accidents.

It can wreak havoc
with the airplane

and disorient pilots.

In 1977, a Southern Airways DC-9

flew into a violent storm
near New Hope, Georgia.

Our left engine
just cut out.

Hail clogged the engines.

They tore themselves apart.

Got the other engine going too.

Brace for impact!

The plane slammed
into the small town...

and 72 people were killed.

In order to determine

if weather was a factor
in the Adam Air crash,

investigators need
a more complete picture

of what happened
on board the flight.

They want to know everything
the crew did and said

from the time they discovered
that they were off-course,

to the time they hit the water.

To do this,
they combine the data
from the two black boxes

to create a computer simulation
of the flight.

That gives us fairly close
to the possibility

of what really happened
with the aircraft.

Investigators returned to Jakarta

to study the simulation.

The weather
in Mike Kilo Sierra isn't good.

This is crazy.

We're going to get lost
if it stays like this.

They can see that
throughout most of the flight,

the computer
was navigating the plane.

But since the flight computer

was sending
the plane off-course,

the captain decided
to navigate the plane himself.

Okay, put the IRS in attitude.

Co-pilot Susanto
switched the navigation system

to a mode that would
keep the plane flying
straight and level.

Captain Widodo
could now change his course.

This is where they switch
from NAV to Attitude.

Switching from one mode to the other

forces some computerized gauges

to temporarily go blank
while they reset.

One is the ADI,
or artificial horizon,

which tells the crew
if the plane is flying level.

ADI goes off and stays off.

There was
also another,

much more serious consequence
to the switch.

That's when the plane
starts its right roll.

The autopilot disengaged
when they consciously selected

from the NAV mode
to the attitude mode.

And then the aircraft commenced

an almost imperceptible roll
to the right

of around about
one degree per second.

The captain missed
a crucial step

when he switched
his flight computer

from one mode to the other.

Quick reference sample, please.

He should have
flown his plane
straight and level.

while the computer adjusted
to the new setting.

"Maintain straight and level
constant airspeed flight

"until attitude
displays recover.

"Approximately 30 seconds."

It's in the manual.

Any pilot
who is trained and qualified

on a Boeing 737-400

is regarded
to have a sufficient knowledge

that whenever they switch
the NAV mode to attitude,

they have to...

maintain wings level
for 30 seconds.

But neither
of the pilots did that.

It's an oversight
with grave consequences.

Without that step, the autopilot
disengages completely.

The flight computer
did send out a warning

when that happened.

But the warning was ignored.

The crew didn't seem to notice

that the auto pilot
was no longer flying the plane.

And it only took seconds

for that to become
a very serious problem.

The data tells investigators
that this plane

had a natural tendency
to roll to the right.

Old planes, like old cars
don't always go straight.

Throughout the flight,

the autopilot compensated
for that

by raising the aileron
on the plane's left wing.

An aileron is a moveable flap
on the wing

that controls how much the plane
rolls to the left and right.

But once
the autopilot disengaged,

it stopped compensating,

and the ailerons went back
to a neutral position.

That allowed the plane
to revert to its tendency
to roll to the right.

And they don't even notice.

At this point,
the plane was rolling

at a rate
of one degree per second.

Focused on
their faulty navigation system,

and with thick clouds obscuring
the horizon,

the pilots had no idea
that their plane was dipping.

It's not uncommon for pilots
to get disoriented in this way.

Your body
will start to fool you.

Your senses
will start sending you

false information
or false senses.

You might think
that you are actually going

straight and level when you're
actually rolling slowly

to the right or to the left.

The 737 is programmed
to issue a warning

when it rolls past 35 degrees.

Bank angle.

Bank angle.

Bank angle.

The Flight Data Recorder
shows investigators

that in response to that alert,

Captain Widodo did attempt
to level the plane.

They get an aural warning
from the airplane

that says,
"Hey, bank angle, bank angle,"

and at that point

they made some small inputs

to the controls,
but they didn't...

they didn't fly the airplane.

Believing that
the autopilot would keep
the plane level,

Widodo soon turned his attention
back to the problematic IRS.

When the pilot
is engrossed

with troubleshooting of the IRS,

their ability to pay attention

for the other tasks
is reduced further.

This IRS anomalies has become

the only priority at the moment.

Usually you would say
one pilot deals with
the system issue,

the other pilot
flies the airplane.

They were both dealing
with this system issue,

and totally focused
on the issue,

so they never saw
what was happening.

This is not
the first accident, uh,

involving what we would call
spatial disorientation.

It was almost
three years earlier to the day

that another flight,
Flash Airlines 604,

taking off over the Red Sea
had a similar fate.

See what the aircraft just did?

Distracted by a malfunctioning component

in the cockpit, the captain
may have become disoriented.

Autopilot! Autopilot!

Like the Adam Air flight,
the captain's attention

was focused
on his flight computer.

And like the Adam Air flight,

his plane began rolling
dangerously to the right.

Investigators concluded that
without any external references,

the captain simply couldn't tell

that his plane
was falling from the sky.

Tragically, um,

just because a, uh,

there is an initial
reference system failure

or, let's say,
in another accident,

there might be
an engine failure,

uh, does not mean
that an aircraft has to crash.

It's 60 degrees now, and there's
no attempt at recovery.

Don't turn it!
This is our heading.

- Pull up! Pull up!
- Pull up.

Investigators can see

that when Captain Widodo
does take action,

he makes the situation
much worse.

With his plane still banked
drastically to the right,

Captain Widodo
should have leveled his wings,

and then pulled his nose up.

No!

He did the opposite.

He began pulling back
on his control column

before his wings were level.

That forced the plane
into a tight spiral dive.

Basically it rolled

and it just kept rolling
until it almost went inverted

and... and just fell.

It kind of fell out of the sky

once it got to a point
where it wasn't

flying like
a normal airplane should.

The aircraft was descending
at nearly 900 kms an hour,

uh, at a vertical speed,
at times

reaching in excess
of 21,000 feet per minute.

That's almost
the speed of sound

and more than
150 kms an hour faster

than this plane
was designed to withstand.

- Pull up.
- It's rolling over
rapid descent.

Pull up.

- Pull up.
- They can't recover now.

At that speed,
the plane is no longer able
to hold itself together.

And that sound...

That's the sound
of the plane coming apart.

The black boxes
have revealed

how Flight 574 crashed.

But they also raise
crucial questions.

It's just one error
after another.

There was ample opportunity,

ample time for the pilots
to correct the situation.

The investigators have come
to a disturbing conclusion.

The only mechanical failure
was with the plane's
navigation system.

And that shouldn't have caused
the crash.

The more significant failures
were human.

Okay, put the IRS in Attitude.

Bank angle!

But why should
qualified pilots

make these disastrous mistakes?

Don't turn it!
This is our heading!

To find these answers,

investigators must look
at the airline itself.

This one accident
will raise serious questions

about Indonesia's
entire aviation industry.

The investigators
turn their attention

from the actions
of the pilots on Flight 574

to the airline
that employed them, Adam Air.

They meet with the owners.

Frans Wenas.

Adam Air
was founded in 2002

by a wealthy businesswoman
named Sandra Ang.

Ang named the airline
after her son, Adam,

whom she also appointed
as the company's president.

We need to know more
about your training program.

The investigators interview
Adam Air pilots.

Did the airline provide
any training

on recovery procedures
in the event of an IRS failure?

No?

They want
to find out more about

how the airline
trained its flight crews.

What about recovery techniques?

IRS troubleshooting?

No?

What they uncover
is disturbing.

We could not find
any evidence

that the pilot

was properly trained

when they have a sudden
disengaging autopilot,

or when they're flying with
the IRS failure.

Thank you, gentlemen,
for your time.

As they dig deeper,

investigators find an airline
plagued with safety issues.

Eleven months
before the Adam Air crash

in February 2006,

another Adam Air plane,
Flight 782

flew off-course
the same way as Flight 574.

That crew was also getting
faulty navigation data,

but they couldn't even reach
controllers on the radio.

They couldn't get directions.

They were badly lost
for three hours.

The crew was trying
to find where they were,

the ATC was trying to find
where they were,

and they were over the water.

Like Flight 574,
they had a malfunctioning IRS.

In the end, the plane landed

almost 500 kms south
of where it should have been.

They just continued
until they found an island

and it had an airport.
And then they said, "Okay,
we have to land there,

"otherwise we don't know where
we're gonna go."

And they landed,
and they didn't know

exactly where they were
until they landed.

Six months
after Flight 574,

the European Commission
banned all Indonesian airlines

from flying to Europe.

That sent a very strong message
to the whole world that we,

the European Union, believe

that all Indonesian airlines
are unsafe,

and you should not fly on them.

Then, in March 2008,

there's another accident
involving Adam Air,

this time in the city of Batam.

The airplane
slewed off the runway,

came to rest on the side.

The evacuation
was a bit strange.

No slides were deployed,

and that was the final accident.

And after that,
I think everybody said

"Enough is enough," you know?

People who did care,
people who were wanting

to shake up the industry,

and reform it and improve it,

were horrified that
the situation

had been so bad within Adam Air,

and that the authorities
had allowed

such a situation
to continue and deteriorate.

Immediately after
the crash in Batam,

the Indonesian government
suspended, and then

ultimately revoked
Adam Air's license to operate.

It is also apparent
that Adam Air

isn't the only
Indonesian airline
with problems.

Prior to the Adam Air crash,

Indonesia experienced
a bad crash

about every year to 18 months.

Many of those accidents
involved the discount carriers

that the government
had allowed to thrive.

More than 50 such airlines
were in operation

at the time
of the Adam Air crash.

The problem, though,
was that

this expansion occurred in a way

that was not properly monitored,

not properly regulated
by the government.

Thousands and thousands
of people are being employed

to work for airlines
when they just

don't have
the experience to do so,

and are not being
adequately trained,

as the investigation report into
the Adam Air crash demonstrated.

Indonesia's
poor safety record

forces the government
to take steps to improve

airline safety
throughout the country.

It begins rating airlines
on safety,

and grounds
those that don't comply.

There have been
fewer fatal incidents

since the reforms.

But a year and a half
after it was put in place,

the European Union's ban

on Indonesian airlines
was still in effect.

Those familiar
with Indonesian aviation

think the reforms
could go even further.

So that we have no Adam Airs,
we have no more companies that

that cut costs too much.

And gives all these extra
risks to the public,

because, that's not what
the public should receive.

The public should receive

a reliable and safe means
of air transportation.