Original subtitles

A botched takeoff in Buenos

Aires stuns investigators.

Aires stuns investigators.

To me, that was unprecedented.

Get out of it.

Get out of it.

Get out of it.

A shocking error...

We're stuck in it.

...lies behind the deadly freefall of American

...lies behind the deadly freefall of American

Airlines flight 587.

And when Continental Connection 3407 stalls,

flight crew's reaction is baffling.

flight crew's reaction is baffling.

Not only did they not respond correctly,

they responded in a the exactly opposite way.

they responded in a the exactly opposite way.

Commercial pilots undergo hundreds of hours

of training and testing.

of training and testing.

Still, experienced pilots make rookie mistakes.

Rookie errors don't necessarily occur to just rookie pilots.

Rookie errors don't necessarily occur to just rookie pilots.

It can happen to the most experienced pilot.

It can happen to the most experienced pilot.

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Mayday, mayday.

Brace for impact.

I think I lost one.

Investigations start...

Investigations start...

He's going to crash.

It's 8:30 PM at Jorge Newbery Airfield

in Buenos Aires, Argentina

in Buenos Aires, Argentina

Wind 020 at 5, altimeter 30.10.

Wind 020 at 5, altimeter 30.10.

A Boeing 737 flight crew prepares for takeoff.

A Boeing 737 flight crew prepares for takeoff.

The plane is operated by the Argentinean airline LAPA.

The plane is operated by the Argentinean airline LAPA.

Jamaica?

No.

Hey, captain.

Hey.

The captain of LAPA flight 3142 is Gustavo Weigel.

He's an experienced pilot who's been

He's an experienced pilot who's been

flying for more than 20 years.

Everything OK?

Fine.

Everything's fine.

We're just waiting on our fuel.

First officer Luis Etcheverry has logged

more than 500 hours in the 737.

Total fuel required 8,500 kilograms

to be transferred to the wings.

Tonight's flight is a little over an.

Tonight's flight is a little over an.

Hour its destination, the city of Cordoba, 400 miles west

Hour its destination, the city of Cordoba, 400 miles west

of Buenos Aires.

Along with the pilots, three flight attendants

and 95 passengers are on board.

and 95 passengers are on board.

Before start checklist.

Before start checklist.

Before start checklist.

The crew is making last minute

preparations for takeoff.

Cockpit preparations?

Cockpit preparations?

Completed.

The relationship between the crew seemed to be very close.

The relationship between the crew seemed to be very close.

It appeared that they were friends.

You guys should come for dinner in Cordoba.

You guys should come for dinner in Cordoba.

That sounds good.

What should we bring?

You can bring the ice cream.

You know, we're seconds away.

You know, we're seconds away.

You should probably get back there and strap in.

All right, guys.

It's been a pleasure.

See you soon.

See you soon.

Cleared for takeoff, LAPA 3142.

Cleared for takeoff, LAPA 3142.

Taking off.

Flight 3142 speeds down the runway.

Flight 3142 speeds down the runway.

As the aircraft lifts off, it's immediately apparent

that something is wrong.

The plane begins to take off,

but instantly it starts shaking like it

was going to fall apart.

was going to fall apart.

What the hell?

What the hell?

Hurtling forward at 160 knots,

Hurtling forward at 160 knots,

the 737 slams violently back to the ground.

the 737 slams violently back to the ground.

They're now headed straight for a busy highway

They're now headed straight for a busy highway

and an industrial gas plant.

Stop, stop, stop, stop.

It was very quick.

It was very quick.

I just looked at my friends and I braced my head.

No, no, no, no, no, no.

The airplane crossed a busy highway

without warning, killed people who were commuting

without warning, killed people who were commuting

at that time in their cars.

Flight 3142 slams into the gas plant.

I could feel extreme heat all around me.

I was suffocating.

And I needed to get out, but I couldn't release my seat belt.

Rescuers raced to the site of the crash.

But survivors on board don't have much time.

But survivors on board don't have much time.

Fire threatens to consume the entire plane.

Fire threatens to consume the entire plane.

I felt like I was dying.

I felt like I was dying.

And someone said to me, "get out."

Though badly injured, Marissa is lucky to survive.

Though badly injured, Marissa is lucky to survive.

The crash has killed 60 passengers, three crew members,

The crash has killed 60 passengers, three crew members,

including both pilots, and two motorists.

It's a disaster unlike anything Buenos

Aires has ever seen before.

It was a major calamity.

It was a major calamity.

It involved automobiles.

It involved a natural gas regulating plant.

A lot of smoke, hard to see anything.

Horacio La Rosa is a senior investigator

Horacio La Rosa is a senior investigator

for Argentina's Accident Investigation Unit.

You try to focus on the job and look for details that later

You try to focus on the job and look for details that later

on could be harder to find once the rescue

teams have finished their work.

teams have finished their work.

Neither pilot survived.

OK.

Any hope of finding out what went

wrong lies in the wreckage.

Because the 737 is American-made,

Because the 737 is American-made,

the US National Transportation Safety

Board joins the investigation.

Whatever you need, we're here to help.

Whatever you need, we're here to help.

There was just a tremendous amount of public concern

and a great deal of encouragement to try to solve

and a great deal of encouragement to try to solve

this definitively and quickly.

One of the big questions was, how

One of the big questions was, how

did this aircraft go off the end of the runway, especially

on takeoff?

Look here.

The wings of the downed plane

reveal the first clue for investigators.

I was able to observe with some

of my colleagues that the aircraft's flaps

of my colleagues that the aircraft's flaps

were apparently not extended.

Let's get this wing piece out of here.

Let's get this wing piece out of here.

For takeoff, 737 pilots must always

extend the plane's wing flaps.

extend the plane's wing flaps.

The flaps increase the area of the wing

and give it extra lift.

and give it extra lift.

Without them, a fully-loaded 737 cannot get off the ground.

Did the flaps retract during the crash

or were they never deployed in the first place?

or were they never deployed in the first place?

When you see something that's out of place,

you begin to wonder, what has happened?

you begin to wonder, what has happened?

Has someone raised the flaps?

Or has some electronic or hydraulic intervention

Or has some electronic or hydraulic intervention

made the flaps come up?

We need to study the entire system.

In the meantime...

Oh, oh, yep.

...the team on site retrieves

...the team on site retrieves

the plane's black boxes.

The importance of flight recorders

in accident investigation cannot be overemphasized.

in accident investigation cannot be overemphasized.

But they're badly damaged

and immediately sent to Washington for repair.

and immediately sent to Washington for repair.

There was a good deal of pressure

to get back the cockpit voice recorder

and the flight recorder information in a timely way.

and the flight recorder information in a timely way.

In a nearby hangar, investigators

carefully examine every wire, gear,

and screw of the wing flaps.

and screw of the wing flaps.

Actuators seem fine.

They focus on a part that controls the flaps

They focus on a part that controls the flaps

movement, the jack screw, which acts much

like a jack used to lift a car.

like a jack used to lift a car.

As it turns, it moves a nut that extends or retracts the flaps.

As it turns, it moves a nut that extends or retracts the flaps.

That nut travels along the shaft.

That nut travels along the shaft.

It stops at various places to indicate various degrees

of flap extension.

of flap extension.

We had discovered the nuts on the screw

were in the retracted position.

were in the retracted position.

The flap lever from the cockpit

confirms the finding.

The lever is pretty banged up but it sure looks like

it's in the flaps-up position.

It had left a mark with the flap

lever in the upright position.

lever in the upright position.

So there was no chance that it had moved during the accident.

The astonishing discovery reveals

the flaps were never extended.

the flaps were never extended.

Flight 3142's configuration for takeoff was all wrong.

Flight 3142's configuration for takeoff was all wrong.

Baffled investigators wrestle with a difficult question.

How could an attempt to take off

be made with the flaps in this position?

Investigators want to know

how the experienced crew on board flight 3142

how the experienced crew on board flight 3142

took off without their flaps extended.

No, no, no, no, no.

You find yourself wondering,

why did this action not take place when

why did this action not take place when

it is indispensable for flight?

Can we get the FDR data on the screen?

Can we get the FDR data on the screen?

The crucial black box data finally

arrives from Washington.

Investigators hope this will help explain what happened.

Investigators hope this will help explain what happened.

Great.

Let's go to the flap positions and engine performance.

Let's go to the flap positions and engine performance.

The flight data recorder confirms suspicions.

The flight data recorder confirms suspicions.

With no flaps, they stall.

They get the plane back down here,

50 meters from the end of the runway.

There's no way they could stop in time.

It verifies the flaps were not extended, but not why.

It verifies the flaps were not extended, but not why.

Investigators turn to the cockpit

Investigators turn to the cockpit

voice recorder for clues.

The only possibility was in the voice recorder.

The only possibility was in the voice recorder.

Everything OK?

Fine.

Everything's fine.

Investigators begin by listening to what was

happening just before takeoff.

Just waiting on our fuel.

Just waiting on our fuel.

So besides him, any other guys

you're interested in?

Yes, but you don't know him.

I haven't seen him in a while.

I haven't seen him in a while.

What they hear from the crew is astounding.

A couple of things getting complicated.

A couple of things getting complicated.

You're breaking my heart.

Not only unexpected, but entirely unprofessional.

Not only unexpected, but entirely unprofessional.

They should be running checklists.

What's going on?

They're required to have a sterile cockpit.

They're required to have a sterile cockpit.

Once you start the engines, up to 10,000 feet

you talk only about operational procedures.

you talk only about operational procedures.

And this is to prevent distraction.

You guys should come for dinner in Cordoba.

You guys should come for dinner in Cordoba.

That sounds good.

What should we bring?

You can bring the ice cream.

OK.

Before start checklist.

Before start checklist.

Before start checklist.

They're talking about planning a meal together.

They're talking about their romantic lives.

And this is interspersed with the checklist.

And this is interspersed with the checklist.

Hey, you know I'm with you in the good times and the bad,

moron.

It's a good thing I'm nothing like you.

It's a good thing I'm nothing like you.

You're full of it.

You're only with me for the good times.

Cockpit preparations?

Completed.

The checklists were interrupted

and were performed incorrectly.

and were performed incorrectly.

Flaps are part of the before takeoff checklist.

Do they even do that?

Anti ice.

Anti ice.

Off.

Start levers.

Idle stop.

Radio taxi 3142?

3142, ready to taxi, Charlie Five to Runway 13.

3142, ready to taxi, Charlie Five to Runway 13.

Charlie Five to 13.

Don't smoke all of it.

Give me a puff at least.

Give me a puff at least.

Even a puff can make you look great.

Thanks.

They're actually smoking in the cockpit.

They're actually smoking in the cockpit.

Three of them are passing a cigarette, which

is prohibited by the company.

They're not supposed to be smoking in the cockpit at all.

No mention of flaps.

They're starting to taxi.

You should probably head back there and strap in.

You should probably head back there and strap in.

All right, guys.

The reason the crew failed to extend

the flaps is now clear.

Hurry, hurry.

They were simply too distracted

by their own careless behavior.

Prepare for takeoff, LAPA 3142.

Prepare for takeoff, LAPA 3142.

But what investigators hear next

is even more shocking.

There it is.

It's an alarm, warning the crew of their mistake.

It's an alarm, warning the crew of their mistake.

The sound of the alarm was loud.

The sound of the alarm was loud.

It could be heard perfectly in the voice recorder many times.

I don't know what the alarm is, my friends.

Everything seems fine.

OK, pause.

How can they ignore that?

How could a crew forget

to perform one of the most basic takeoff procedures

to perform one of the most basic takeoff procedures

and then go on to ignore the loud persistent warning,

designed to alert them to their serious mistake?

designed to alert them to their serious mistake?

█

I believe they didn't understand

the importance of this alarm, which was absolutely

the importance of this alarm, which was absolutely

critical for takeoff.

65 people lost their lives

because the crew wasn't paying attention

because the crew wasn't paying attention

to what they were doing.

If the alarm went off and it warned

that the flaps weren't configured,

that the flaps weren't configured,

why didn't they do something?

In their final report.

In their final report.

Investigators stressed the need for pilots to always comply

with a sterile cockpit rule.

with a sterile cockpit rule.

It restricts crew conversation and helps minimize distractions

during key parts of the flight.

during key parts of the flight.

By not maintaining sterile cockpit,

and following every checklist, and doing exactly what you're

and following every checklist, and doing exactly what you're

supposed to do, people died.

But sometimes, following

strict operational discipline can still lead to catastrophe.

strict operational discipline can still lead to catastrophe.

Even when pilots are following the procedures correctly,

you can still have the rookie error.

you can still have the rookie error.

Get out of it.

Get out of it.

Just nine weeks after the 9/11

attacks, New York's John F Kennedy Airport is busy again.

attacks, New York's John F Kennedy Airport is busy again.

American Airlines flight 587 is carrying 251 passengers

American Airlines flight 587 is carrying 251 passengers

en route to the Caribbean.

Your leg.

You check the rudders.

The crew is preparing the plane for takeoff.

Rudders check.

Taxi checklist is complete.

OK.

Captain Ed States is a former military pilot

who joined American Airlines 16 years ago.

who joined American Airlines 16 years ago.

First officer Stan Mullen has racked up

more than 4,000 hours of flying time

more than 4,000 hours of flying time

and is the pilot flying today.

Winds checked.

Winds checked.

American 587, follow Japan Air Boeing 747 ahead.

Follow Japan Air, American 587.

Follow Japan Air, American 587.

Flight 587's flight plan takes it out

over New York's Jamaica Bay before heading south

over New York's Jamaica Bay before heading south

to the Dominican Republic.

You have the airplane.

The captain indicated the first officer would be

the flying pilot on this leg.

The captain designated him to fly the flight.

That's routine.

It's the captain's choice.

American 587, Kennedy Tower.

Caution, wake turbulence, runway 31, left.

Taxi into position and hold.

Taxi into position and hold.

You happy with that distance?

We'll be all right once we get rolling.

We'll be all right once we get rolling.

He's supposed to be five miles by the time we're airborne.

That's the idea.

So you're happy?

So you're happy?

I'm on the roll.

Thank you, sir.

Thank you, sir.

V1, rotate.

Flight 587 lifts off at 9:14 AM.

Flight 587 lifts off at 9:14 AM.

American 587 heavy.

Climb and maintain 13,000.

Climb and maintain 13,000.

Residents of Queens, New York

Residents of Queens, New York

hear the familiar sound of jets overhead.

Planes take off and land.

Planes take off and land.

They fly right over the Peninsula every 45 seconds.

It was just a normal thing.

It was just a normal thing.

High above, a patch of turbulence rocks flight 587.

OK.

Max power.

You all right?

You all right?

Yeah, I'm fine.

Hang on to it.

Hang on to it.

Let's go for power, please.

2,300 feet above the ground, disaster strikes.

2,300 feet above the ground, disaster strikes.

Holy crap.

The plane is losing altitude

and falling out of the sky.

What the hell are we into?

What the hell are we into?

There are more than 68,000 pounds

of flammable jet fuel on board.

of flammable jet fuel on board.

Flight 587 plummets towards Queens, New York.

Flight 587 plummets towards Queens, New York.

We're stuck in it.

Get out of it.

Get out of it.

Get out of it.

Get out of it.

The house are vibrating very heavily.

The house are vibrating very heavily.

This all happened really quick.

At impact, the fuel ignites a massive fireball,

engulfing several homes.

engulfing several homes.

Plane crashed pretty much in the backyard,

in the street, exploded.

It's a plane.

It looks like a war zone.

All 260 people on board are dead,

as well as five people on the ground.

as well as five people on the ground.

Many wonder, was this an accident?

We are still heavily involved in the investigation of 9/11.

I immediately get concerned as to,

was this another terrorist attack?

That means the FBI and the NTSB will be investigating

this air crash together.

This accident occurred

so close to the tragedy of 9/11 that we naturally

so close to the tragedy of 9/11 that we naturally

jumped to conclusions.

Then we had to force ourselves to back up and carefully study

Then we had to force ourselves to back up and carefully study

the evidence.

It came in fast and steep.

Let's hope it's not what we think.

Their mission is to answer a vital question was

Their mission is to answer a vital question was

this terrorism or an accident?

Any evidence of a bomb...

Any evidence of a bomb...

Airplane parts go in the bins, everything else

stays here for now. ...would be in the debris.

Experts would be physically examining all

Experts would be physically examining all

of the parts of the plane to see if there was any indentations

of the parts of the plane to see if there was any indentations

indicating that the explosion was inside

and pushed everything out.

But the crash site and tests for explosive residue

But the crash site and tests for explosive residue

reveal no evidence that a bomb took down the plane.

We learned very quickly that, in fact,

We learned very quickly that, in fact,

it was not a terrorist event.

Then a discovery...

3/4 of a mile from the crash provides investigators

with a massive clue.

with a massive clue.

We found the vertical stabilizer

miles and miles away.

The vertical stabilizer is found in Jamaica Bay,

The vertical stabilizer is found in Jamaica Bay,

between the airport and the crash site.

The location tells investigators it broke off while the plane

was still in the air.

was still in the air.

It was a good first step for us.

The vertical stabilizer is part of the tail.

The vertical stabilizer is part of the tail.

Along with the horizontal stabilizer,

it's critical for stable flight.

it's critical for stable flight.

You can't fly without a tail.

I mean, you can't.

The airplane is going to go down.

The airplane is going to go down.

There's nothing you can do about it.

NTSB investigators are under pressure to find out

NTSB investigators are under pressure to find out

what happened to the A 300, one of the world's

most popular aircraft.

most popular aircraft.

How does a vertical stabilizer just fall off?

How does a vertical stabilizer just fall off?

I've been an investigator in charge

with the NTSB for, at that time, gosh, 20 years or so.

with the NTSB for, at that time, gosh, 20 years or so.

And I had never seen anything quite like this.

Investigators turned to the plane's cockpit voice

Investigators turned to the plane's cockpit voice

recorder, hoping to discover what

went wrong with the stabilizer.

went wrong with the stabilizer.

American 587, Kennedy Tower.

American 587, Kennedy Tower.

Caution wake turbulence, runway 31 left.

Taxi into position and hold.

After the controller issues

After the controller issues

a warning about wake turbulence, the first officer

sounds concerned.

sounds concerned.

Are you happy with that distance?

We'll be OK once we get rolling.

He's supposed to be five miles by the time we're airborne.

He's supposed to be five miles by the time we're airborne.

Wake turbulence is caused by the movement of air

Wake turbulence is caused by the movement of air

over and under the wing.

When the two streams of air meet at the wingtips,

they combine to create a powerful vortex

they combine to create a powerful vortex

that trails behind the plane.

Max power.

You all right?

You all right?

Holy crap.

Did the pilots get too close to the plane

in front of them?

Holy crap.

Holy crap.

Investigators listen as First Officer

Mullen wants more speed to help them

fly through the turbulence.

fly through the turbulence.

Hang on to it.

Hang on to it.

Hang on to it.

Moments later, catastrophe strikes.

Moments later, catastrophe strikes.

15:48, that's the tail coming off.

Was the aircraft upset by the wake of a plane

taking off ahead of it?

We knew, of course, from listening to the air

We knew, of course, from listening to the air

traffic control tapes, that the accident aircraft took off

traffic control tapes, that the accident aircraft took off

a minute and a half or two minutes

after a JAL, Japanese Airline, Boeing 747.

after a JAL, Japanese Airline, Boeing 747.

Radar data shows that flight 587

was flying at a safe distance.

was flying at a safe distance.

The wake was too weak to be dangerous.

Not even close to what it would take

Not even close to what it would take

to rip the tail off an Airbus.

But another piece of data provides a vital clue...

But another piece of data provides a vital clue...

frantic rudder movements.

11 degrees left.

11 degrees right.

We saw the rudder go back and forth

to its maximum deflection several times very,

to its maximum deflection several times very,

very rapidly.

Could he have ripped the tail off his own plane?

NTSB investigators wonder if extreme rudder

movements on flight 587 created an aerodynamic force

movements on flight 587 created an aerodynamic force

strong enough to rip the vertical stabilizer off.

strong enough to rip the vertical stabilizer off.

We needed to determine whether that particular motion

We needed to determine whether that particular motion

would be violent enough to snap the vertical stabilizer off.

Normally, pilots only move

the rudder a couple of degrees in either direction

to steer the plane.

But First Officer Stan Mullen was moving his plane's

rudder much more than that.

rudder much more than that.

Are you ready?

To learn more, to create a computer simulation

To learn more, to create a computer simulation

of an A 300 and fly at the same way as First Officer Mullen,

of an A 300 and fly at the same way as First Officer Mullen,

moving the rudder 11 degrees back and forth three times.

With each rudder deflection, the aerodynamic loads

on the tail increase.

on the tail increase.

There.

That would have done it.

And it was those increasing loads that caused this.

And it was those increasing loads that caused this.

Well, he's doing it to himself.

The discovery finally explains

what happened to American Airlines flight 587.

But it doesn't explain why.

So now we've eliminated several items

and we're starting to look at the actions of the flight crew

and we're starting to look at the actions of the flight crew

very carefully.

Why would an experienced pilot

Why would an experienced pilot

move his rudder so violently to fly out of the wake?

When they talk to pilots who flew with Mullen,

investigators make a surprising discovery.

investigators make a surprising discovery.

You can take a seat.

We began to suspect that the first officer overreacted.

We began to suspect that the first officer overreacted.

Tell me what happened.

He had a history of responding very aggressively

He had a history of responding very aggressively

to wake turbulence.

He did the same thing seven years ago.

He did the same thing seven years ago.

He moved the rudder pedal quickly back and forth.

The captain said that he was shocked by this.

The captain said that he was shocked by this.

He was overworking the rudders.

He said, why did you do that?

Why did you respond like that?

Why did you respond like that?

And according to the statement, the first officer

said, they taught us to respond like that in the training.

said, they taught us to respond like that in the training.

When investigators turn their attention

to American Airlines training, they're

shocked by what they learn.

shocked by what they learn.

Pilots are taught that minor wake turbulence

can induce a sudden steep roll.

can induce a sudden steep roll.

We determined that they were actually providing...

inadvertently, providing some negative training

inadvertently, providing some negative training

to their pilots that led us to the conclusion

that he overreacted.

that he overreacted.

First Officer Mullen was trained

to believe that severe weight turbulence could

cause a catastrophic upset.

cause a catastrophic upset.

Max power.

You all right?

You all right?

The captain asks him, are you all right?

And it's noteworthy that the captain does not add max power.

And it's noteworthy that the captain does not add max power.

In the captain's opinion, max power is not

appropriate in this situation.

The first officer began responding

with wheel back and forth, and accompanied

with wheel back and forth, and accompanied

by back and forth rudder.

Hang on onto it.

Hang on to it.

First officer overreacted on the rudders.

He didn't let the aircraft stabilize

He didn't let the aircraft stabilize

in one position or the other.

So it hits a stop and then flips itself back...

So it hits a stop and then flips itself back...

back and forth, back and forth.

And this creates huge loads on the vertical part of the fin.

And this creates huge loads on the vertical part of the fin.

The first officer's actions

stress the vertical stabilizer until it

stress the vertical stabilizer until it

breaks under the strain.

What the hell are we going to?

Get out of it.

Get out of it.

Get out of it.

Get out of it.

After the accident, American Airlines

After the accident, American Airlines

changes its training procedures for wake turbulence.

Once it became clear that some negative training was going on,

Once it became clear that some negative training was going on,

American Airlines, to their credit,

revamped the program to prevent this type of activity.

revamped the program to prevent this type of activity.

American Airlines modifies their training

simulator to be more realistic.

simulator to be more realistic.

Pilots are now taught not to use the rudder at high speed.

A new warning light is also installed in the cockpit

to help prevent pilots from deflecting the rudder too far.

to help prevent pilots from deflecting the rudder too far.

I think 587 brought an awareness

I think 587 brought an awareness

to the aviation industry.

Pilots, they push that rudder in full deflection,

Pilots, they push that rudder in full deflection,

it could have disastrous effects.

But despite the lessons learned from the crash

of American Airlines 587, a rookie mistake causes

of American Airlines 587, a rookie mistake causes

disaster seven years later.

Gear down.

Locs alive.

Gear's down.

All right.

Jesus Christ.

Continental Connection flight

Continental Connection flight

3407, operated by Colgan Air, is en route from Newark, New

Jersey to Buffalo, New York.

Jersey to Buffalo, New York.

It's been a busy flight for Captain Marvin Renslow.

He's providing guidance to a new first officer.

He's providing guidance to a new first officer.

24-year-old Rebecca Shaw has been with the airline

for just over a year.

She must decide now if she wants to become a captain.

She must decide now if she wants to become a captain.

I don't know what I want to do with the upgrade.

If you stayed on the queue, obviously

If you stayed on the queue, obviously

you're not making captain rate.

Right.

But you may have a better quality of life

with regards to buying a house, having a schedule.

with regards to buying a house, having a schedule.

Shaw trained on the plane they're flying now,

a Canadian-made Bombardier Q400.

a Canadian-made Bombardier Q400.

400.

There are 45 passengers on board.

Flight 3407 is heading northwest over upstate New York.

Flight 3407 is heading northwest over upstate New York.

The trip is only 53 minutes.

Visibility is poor and there's a forecast of snow

Visibility is poor and there's a forecast of snow

and moderate winds in Buffalo.

Folks, from the flight deck, your first officer speaking.

Folks, from the flight deck, your first officer speaking.

At this time, we're about 15 minutes outside of Buffalo.

Weather in Buffalo is pretty foggy.

Weather in Buffalo is pretty foggy.

Snowing a little bit there.

I'd like to make sure everyone remains in there

seats so the flight attendants can

prepare the cabin for arrival.

prepare the cabin for arrival.

As the flight makes its approach.

The pilots prepare the aircraft for landing.

The pilots prepare the aircraft for landing.

Gear down.

Locs alive.

Gear's down.

All right, flaps 15?

Extending the flaps provides

more lift, allowing the plane to slow

more lift, allowing the plane to slow

to its final approach speed.

Uh... [gasping].

Jesus Christ.

Suddenly, the Q400 slips out of control.

Suddenly, the Q400 slips out of control.

Captain Renslow struggles to contain his aircraft.

Mother...

But it seems to have a mind of its own.

Mother...

Should gear be up?

Gear up.

It's too late.

It's too late.

The plane is now in a stall and Renslow can't recover.

Oh, we're down.

The plane crashes into a suburban home

The plane crashes into a suburban home

in Clarence Center, a town five miles short of Buffalo airport.

All 49 passengers and crew are killed on impact.

One person on the ground also dies.

One person on the ground also dies.

The devastated house and down plane are a blazing inferno.

The devastated house and down plane are a blazing inferno.

The height of it was just unbelievable.

The height of it was just unbelievable.

Obviously, because of the fuel, that was probably added to it.

And the debris area was very large.

And the debris area was very large.

It was a horrific sight.

Firefighters worked tirelessly through the night.

The scene in the morning is one of utter devastation.

Clint Crookshanks from the NTSB.

Can I start poking around?

Clint Crookshanks is one of the first investigators

Clint Crookshanks is one of the first investigators

on the case.

When we arrived on scene,

there was the fire still burning.

there was the fire still burning.

It turns out it was from a gas line that

had been broken in the house.

The firemen would put the fire out

and it would re-ignite every couple of minutes.

and it would re-ignite every couple of minutes.

Investigators hope the flight's black boxes

Investigators hope the flight's black boxes

will provide answers.

We were able to cut a hole in the side of the fuselage.

We were able to cut a hole in the side of the fuselage.

Once we took the recorders out of the airplane,

we put them on the jet and they were flown back to Washington

we put them on the jet and they were flown back to Washington

DC, to our headquarters.

At the NTSB labs in Washington,

At the NTSB labs in Washington,

systems investigator Scott Warren analyzes the aircraft's

cockpit voice recorder, or CVR, to determine

cockpit voice recorder, or CVR, to determine

if there are any indications of a problem in the cockpit.

Is that ice on the windshield?

He discovers that six minutes before the crash,

He discovers that six minutes before the crash,

the crew of flight 3407 notices a buildup of ice

on the aircraft.

I've got it on my side.

You don't have yours?

Oh, yeah, Oh, it's lots of ice.

Oh, yeah, Oh, it's lots of ice.

Ice can be a deadly threat to any airplane.

Ice can be a deadly threat to any airplane.

If an aircraft has ice on it, it will have more drag on it.

So it will require more power to maintain a given airspeed.

So it will require more power to maintain a given airspeed.

When ice accretes on a wing,

it adds weight to the airplane.

it adds weight to the airplane.

But most importantly, it changes the shape of the wing.

And of course, it's the curve of the shape of the wing

that actually creates the lift.

that actually creates the lift.

So by changing the lift characteristics

of the airplane, it makes it less able to fly.

of the airplane, it makes it less able to fly.

The CVR reveals that only minutes

after the crew detects ice, a device

after the crew detects ice, a device

called the stick shaker goes off.

Jesus Christ.

Jesus Christ.

It's a warning to pilots

that the plane is losing airspeed.

If they don't go faster, the plane will

If they don't go faster, the plane will

stall and fall out of the sky.

Scott Warren knows the Q400 has a

Scott Warren knows the Q400 has a

sophisticated de-icing system.

To prevent ice accumulating, the plane

To prevent ice accumulating, the plane

has rubber bladders along the front of the wings

called de-icing boots.

called de-icing boots.

A series of valves uses air from the engines

to inflate the boots and crack the ice off the wing.

to inflate the boots and crack the ice off the wing.

Studying the flight data recorder, or FDR,

Studying the flight data recorder, or FDR,

will reveal whether the de-icing system was switched on.

We know from the FDR data

that the de-icing system had been selected on by the crew.

And it was on during the majority of the flight.

And it was on during the majority of the flight.

The pilots had switched

the de-icing mechanisms on.

the de-icing mechanisms on.

But were they working properly?

To answer that question, investigators

To answer that question, investigators

sift through piles of charred wreckage until they

find the de-icing valves.

We took those valves.

And as far as we could tell, all those valves

were working properly.

If ice didn't bring down flight 3407,

what else caused the plane to stall,

crash, and kill 50 people?

Investigators know icing conditions

were not bad enough to take down Continental

Connection flight 3407.

Connection flight 3407.

Something else must have caused it to suddenly lose air speed.

Something else must have caused it to suddenly lose air speed.

NTSB investigator Scott Warren knows the plane was flying

at 131 knots when the stick shaker went off,

at 131 knots when the stick shaker went off,

more than enough speed to stay airborne.

All right, flaps 15.

When the stick shaker went off...

When the stick shaker went off...

Jesus Christ.

...they were not necessarily at the edge of a stall.

...they were not necessarily at the edge of a stall.

They were still 20 knots or so away from the stall.

They were still 20 knots or so away from the stall.

This new revelation deepens

the mystery of flight 3407.

The storm warning was triggered when the plane was in no danger

of slowing to a stall speed.

of slowing to a stall speed.

Investigators work with the plane's manufacturer to learn

more about the aircraft.

more about the aircraft.

They discovered that the Bombardier

Q400 has a unique safety feature known

Q400 has a unique safety feature known

as a reference speed switch.

The switch changes the air speed at which the plane's

The switch changes the air speed at which the plane's

stall warning is activated.

Some kind of variable ref speed?

Captain Renslow should have

activated the switch before flying through the icy weather.

activated the switch before flying through the icy weather.

When you are in icy conditions

When you are in icy conditions

and ice does accrue on the wing, it can

cause the stall speed to go up.

And so this ref speed switch correspondingly

And so this ref speed switch correspondingly

causes the warning to come on sooner, or at a higher speed.

causes the warning to come on sooner, or at a higher speed.

What that switch does, is it basically changes the trigger

settings for the stick shaker.

settings for the stick shaker.

If ice was slowing the plane,

Captain Renslow would be alerted sooner

Captain Renslow would be alerted sooner

than usual to pick up speed and avoid a stall situation.

Investigators eventually find the reference speed switch

Investigators eventually find the reference speed switch

panel buried in layers of crash debris.

Bingo.

And it's in the activated position.

And it's in the activated position.

And we'll probably be picking up some ice.

If Renslow and Shaw remembered to configure

the plane properly by turning on the reference speed switch,

the plane properly by turning on the reference speed switch,

why didn't they notice their airspeed was too

why didn't they notice their airspeed was too

slow for the icy conditions?

Obviously you're not making captain, right?

Obviously you're not making captain, right?

Right.

The CVR reveals a chilling answer.

The flight crew had been talking throughout the flight,

The flight crew had been talking throughout the flight,

continuing into the landing approach, a violation

continuing into the landing approach, a violation

of the sterile cockpit rule.

Yeah, that's another thing.

He said, yeah, you're going to be upgraded in six months.

He said, yeah, you're going to be upgraded in six months.

Blah, blah, blah.

When the stick shaker goes off,

the distracted crew is caught off guard.

the distracted crew is caught off guard.

Jesus Christ.

Once the stick shaker was activated,

Once the stick shaker was activated,

they could have turned the switch off

or they could have put the nose down

and increase their airspeed.

and increase their airspeed.

Using data from the flight recorders,

investigators create a computer simulation

investigators create a computer simulation

to give them a better understanding of the crash.

Watch what happens just after the stick shaker goes off.

Watch what happens just after the stick shaker goes off.

It illustrates that just

after the stick shaker was triggered,

after the stick shaker was triggered,

the plane suddenly pulled up.

This action dramatically slowed the aircraft.

And at this point, it did stall.

And at this point, it did stall.

Essentially, the airplane entered an aerodynamic stall

from which it did not recover.

from which it did not recover.

It pitched over and hit the ground.

Investigators are dumbfounded.

Both pilots should have known how

Both pilots should have known how

to respond to one of the flight's most basic tasks.

The crew's every action during the critical seconds

after the stall warning sounded now demand careful scrutiny.

after the stall warning sounded now demand careful scrutiny.

We wanted to see if the way they flew the airplane

We wanted to see if the way they flew the airplane

was the way they were trained.

Investigators dig deeper into the FDR data

Investigators dig deeper into the FDR data

to examine how the pilot maneuvered the plane after

the stick shaker was triggered.

They focus in on the control column.

What Scott Warren finds is stunning.

What Scott Warren finds is stunning.

In response to the stick shaker, Captain Renslow

should have pushed the column forward to bring

should have pushed the column forward to bring

the nose down and gain speed.

But the distracted captain did the exact opposite.

But the distracted captain did the exact opposite.

We found that the crew, instead of pushing forward,

We found that the crew, instead of pushing forward,

which is the normal response to a stick shaker triggering,

the crew was actually pulling back on the controls.

the crew was actually pulling back on the controls.

This had the effect of pulling the nose up, causing

the airspeed to drop, and tipping the aircraft

the airspeed to drop, and tipping the aircraft

into an actual stall.

Captain Renslow apparently mishandled

one of the most elemental piloting maneuvers,

how to recover from a stall.

how to recover from a stall.

And had the first officer simply called out,

And had the first officer simply called out,

you're stalled, advance the power, push the nose over,

the airplane would have been able to recover.

From a human point of view, it's

From a human point of view, it's

sad to recognize that those sorts of things happened

and the tragedy that came from that.

and the tragedy that came from that.

It's concluded that Captain Renslow's failure

to properly respond to the stall warning

to properly respond to the stall warning

was the primary cause of the crash of Flight 3407.

He reacted in the worst possible way

and sealed the fate of the plane.

You get a stall warning, and you

have to take corrective action, and you

know the altitude is very low.

You don't have a lot of options.

You don't have a lot of options.

You just have to be able to react.

No, no, no, no, no, no, no.

No, no, no, no, no, no, no.

At the heart of some of the worst airline

accidents lie mistakes of staggering simplicity.

accidents lie mistakes of staggering simplicity.

What the hell are we going to do?

Rookie errors don't necessarily

Rookie errors don't necessarily

occur to just rookie pilots.

It can happen to the most experienced pilot.