Original subtitles

What's going on?

In Miami, a 140-ton cargo plane

In Miami, a 140-ton cargo plane

pitches up suddenly on takeoff.

Oh, no!

How much weight was on the airplane

might have affected the pitch control of this aircraft.

might have affected the pitch control of this aircraft.

When a packed commuter flight crashes,

it reveals that passengers are at risk every day.

it reveals that passengers are at risk every day.

It was sitting low when taxied out.

It looked heavy.

It looked heavy.

Baggage people said it was hard to shut

the door because they thought bags were going to come out.

And a jumbo jet heavily

And a jumbo jet heavily

loaded with armored vehicles...

Get the nose down!

I'm trying!

...mysteriously falls from the sky.

...mysteriously falls from the sky.

Holy crap.

One of those things actually moved.

That cargo shifts, you'll wind up

That cargo shifts, you'll wind up

with a potential pitch problem.

Three planes with perilous payloads force

Three planes with perilous payloads force

investigators to question every calculation.

We know what to do.

We just don't do it.

We just don't do it.

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Put the mask over your nose.

Put the mask over your nose.

- Emergency descent. - Mayday, mayday.

Brace for impact!

I think lost one.

I think lost one.

Investigation is starting on the tragedy.

He's gonna crash!

August 7, 1997, Fine Air Cargo Flight 101

August 7, 1997, Fine Air Cargo Flight 101

prepares for a flight from Miami, Florida

to the Dominican Republic.

to the Dominican Republic.

Fine Air 101, clear to Santo Domingo.

Where are you parked?

Where are you parked?

Captain Patrick Thompson

is a former Marine and highly experienced pilot

specializing in cargo flights.

specializing in cargo flights.

OK, 1407 on the squawk, and we're

up in the northeast corner.

Thanks.

Thanks.

First Officer Steve Petrosky will be the pilot

flying during this leg.

flying during this leg.

All good out there.

OK.

Thank you.

Flight Engineer Glenn Millington

Flight Engineer Glenn Millington

just finished his walk-around.

He still needs to check the cargo.

He still needs to check the cargo.

They still got the belly open?

Yeah, I'll go back and check out what's going on.

Fine Air is the largest cargo

airline flying into and out of Miami,

airline flying into and out of Miami,

a hub that's rapidly expanding.

Miami-Dade and literally all the South Florida area,

the 90s was heyday.

the 90s was heyday.

There was this big economic boom from trade with Latin America.

Today's route to Santo Domingo

is a two-hour 10-minute flight southeast over the Atlantic.

is a two-hour 10-minute flight southeast over the Atlantic.

In the cargo hold, Millington checks to see if the pallets

holding the cargo are secure.

holding the cargo are secure.

Looks like we're good to go.

The DC-8 is loaded with more

The DC-8 is loaded with more

than 87,000 pounds of denim.

Howdy.

Howdy.

Cargo so valuable it requires a security escort.

At 12:30 PM, Flight 101 taxis to its runway.

At 12:30 PM, Flight 101 taxis to its runway.

Fine Air 101, fly heading two, seven, zero,

cleared for takeoff.

Clear takeoff 27 right.

Clear takeoff 27 right.

Fine Air 101, heavy.

Four spooled and stable.

Four spooled and stable.

Max power.

OK, coming up on 60 knots, power set.

OK, coming up on 60 knots, power set.

80.

80.

The takeoff is going smoothly.

V1, rotate.

Hey, easy, easy, easy.

Suddenly, the nose pitches up.

Suddenly, the nose pitches up.

Something is wrong.

Something is wrong.

The air traffic controller is alarmed by what he now sees.

The air traffic controller is alarmed by what he now sees.

What's going on?

Whoa, whoa!

The crew fights to get the plane under control.

The crew fights to get the plane under control.

But they can't.

Too low.

Too low.

Too low, terrain.

What's happening?

Up, up.

No!

Where is your emergency?

Yes, there's been a plane crash at 72nd and 25th.

Yes, there's been a plane crash at 72nd and 25th.

You need to roll everything because it's

right down across the street.

It's the unthinkable...

a plane crash in the heart of Miami.

a plane crash in the heart of Miami.

Everybody needs to move out of the way, back off the sidewalk.

All the way back.

We need you to go across the street, please.

We need you to go across the street, please.

Hundreds of people have witnessed the catastrophe.

I saw a plane coming directly at me.

I saw a plane coming directly at me.

When it crossed one of the freeways,

by chance the traffic lights were red.

by chance the traffic lights were red.

And so it managed to cross the freeway with not

And so it managed to cross the freeway with not

a huge amount of loss of life.

The plane's three-men crew and an onboard security

The plane's three-men crew and an onboard security

guard are confirmed dead.

And one victim on the ground is killed in his parked car.

And one victim on the ground is killed in his parked car.

The National Transportation Safety Board in Washington

rushes their go-team to Miami.

Former Air Force pilot Bob Benson

is the lead investigator.

is the lead investigator.

More than 48,000 pounds of jet fuel

More than 48,000 pounds of jet fuel

turn the plane into a mass of smoking debris.

There weren't a lot of large parts left.

There weren't a lot of large parts left.

The engines were recognizable, pieces of the tail perhaps.

But the rest of it was a burnt up mess.

But the rest of it was a burnt up mess.

Bob Benson is eager to get data from the plane's

blackbox recorders.

blackbox recorders.

I got them both.

Good work.

Good work.

They're sent to Washington for analysis.

As investigators wait for the flight data,

As investigators wait for the flight data,

a witness account from the plane's air traffic controller

gives them immediate insight.

gives them immediate insight.

Just after takeoff, he went steeply nose up.

I could see the tops of the wings.

I could see the tops of the wings.

What this told us early in the investigation

was that we either had a problem with the airplane, something

was that we either had a problem with the airplane, something

that the pilots did during the takeoff,

or there may have been something wrong with the load.

They were definitely spinning.

Benson and his team quickly

Benson and his team quickly

rule out a mechanical problem with the plane's engines.

We looked inside them, and it looked like they were all

We looked inside them, and it looked like they were all

operating at high-power settings,

just from visual examination.

just from visual examination.

They begin scouring the scorched cargo

hold in search of answers.

hold in search of answers.

Got something.

Picking through layers of torched debris,

Benson makes a shocking discovery.

Benson makes a shocking discovery.

This bear claw is unlocked.

Bear claws physically clamp

pallets to the cargo hold.

pallets to the cargo hold.

We found a lot of these bear claws, or cargo locks, open.

We found a lot of these bear claws, or cargo locks, open.

So they wouldn't have been restraining cargo.

Every pallet in the hold

is supposed to be locked before takeoff

to prevent cargo from shifting.

to prevent cargo from shifting.

But at the crash scene, investigators find even

more bear claws that are open.

more bear claws that are open.

We found 60 bear claws, and like 57 or so

were actually open.

were actually open.

And that was not a good thing.

It's a disturbing discovery,

It's a disturbing discovery,

indicating the possibility the cargo shifted on takeoff.

Hey, easy, easy.

Hey, easy, easy.

Easy.

A plane's cargo must be carefully positioned to keep

A plane's cargo must be carefully positioned to keep

its front and rear balanced.

The balancing point is called the center of gravity.

The balancing point is called the center of gravity.

The center of gravity of an airplane

is a theoretical point at which the airplane balances.

is a theoretical point at which the airplane balances.

If you could hold up the airplane by your finger,

If you could hold up the airplane by your finger,

it would be the one place that it would be totally balanced.

If the center of gravity shifts mid-flight,

If the center of gravity shifts mid-flight,

then the plane becomes unstable and might be impossible to fly.

then the plane becomes unstable and might be impossible to fly.

It's very important that the center of gravity

stays within its specified range.

stays within its specified range.

If you have too many pallets shifting

in the rear of the airplane, it's going to be too tailheavy.

in the rear of the airplane, it's going to be too tailheavy.

If they're in the forward part of the airplane,

it'll be too noseheavy.

it'll be too noseheavy.

If the cargo on Flight 101 shifted during takeoff...

Rotate.

Rotate.

...the change in the plane's center of gravity

could have been catastrophic.

Hey, easy, easy.

The airplane may pick up very rapidly,

The airplane may pick up very rapidly,

and they would have to react very

quickly so that it doesn't pitch up into a stall condition.

quickly so that it doesn't pitch up into a stall condition.

What's going on?

Whoa.

And that's exactly what the air traffic

controller reported seeing.

controller reported seeing.

Just four days after Flight 101 came down,

Just four days after Flight 101 came down,

investigators are now confident that shifting

cargo caused the crash.

cargo caused the crash.

Now all they have to do...

Oh, no.

No!

...is prove it.

Investigators need to confirm if the cargo on board

Fine Air Flight 101 wasn't properly

Fine Air Flight 101 wasn't properly

secured, shifting the center of gravity of the aircraft.

secured, shifting the center of gravity of the aircraft.

Hey, easy, easy.

That led us to start talking to the folks

that actually loaded the cargo.

that actually loaded the cargo.

Benson discovers that Fine

Air had a partnership with a Dominican

freight company, Aeromar.

freight company, Aeromar.

There's no doubt most of them were left unlocked.

There's no doubt most of them were left unlocked.

Investigators expect the supervisor to admit fault.

Investigators expect the supervisor to admit fault.

But it's almost the opposite.

We only log the first and last pallets.

We only log the first and last pallets.

The supervisor shows investigators

another DC-8 which is being loaded with 18 pallets.

another DC-8 which is being loaded with 18 pallets.

Each pallet is wheeled into place along a rail

Each pallet is wheeled into place along a rail

built into the floor.

All of the spaces in the hold get filled with

either empty or loaded pallets.

If the pallets at the front and back of the plane are locked,

If the pallets at the front and back of the plane are locked,

the cargo can't shift.

the cargo can't shift.

Records show that all 18 positions on Flight 101

were filled with either full or empty pallets.

were filled with either full or empty pallets.

I can't see how it would have shifted.

We knew that there wasn't enough space

We knew that there wasn't enough space

for cargo to have shifted.

The tidy theory of cargo shifting is shot down.

The tidy theory of cargo shifting is shot down.

The investigation needs a new angle.

The investigation needs a new angle.

If the cargo was secure, Benson and his team

If the cargo was secure, Benson and his team

wonder if the pilots misconfigured the plane

according to its load.

Let's get started.

Let's get started.

That could have caused the plane to pitch up

and suddenly go out of control.

and suddenly go out of control.

Before takeoff, pilots pre-select

the pitch of the play by adjusting

the rear horizontal stabilizer.

the rear horizontal stabilizer.

The angle of the stabilizer is determined according to

the plane's weight and balance.

the plane's weight and balance.

All good up there.

OK, Thank you.

Now in possession of the blackbox data,

Now in possession of the blackbox data,

investigators listen to the cockpit voice recording.

2.4 indicated.

2.4 indicated.

They confirm the pilots had configured the jet

according to the reported load.

according to the reported load.

So why the extreme pitch-up?

Again, investigators are stumped.

If the stabilizer setting was configured according

to its weight and balance...

to its weight and balance...

Max power.

...investigators need to develop a new theory.

Was the plane too heavy to fly?

Was the plane too heavy to fly?

We were focusing on how much weight was

on the airplane, as it might have affected the pitch

on the airplane, as it might have affected the pitch

control of this aircraft.

Benson and his team compare the cargo

weight against the manufacturer's

weight against the manufacturer's

maximum weight specifications.

The plane was 32,000 pounds underweight.

The plane was 32,000 pounds underweight.

It's a dead end.

The plane wasn't overweight.

But Benson knows something isn't adding up.

But Benson knows something isn't adding up.

A lot of little things built up to have us

believe that Fine Airlines wasn't living up to its name.

Desperate to find a new clue,

Benson's team reviews all of their evidence,

Benson's team reviews all of their evidence,

including security footage of the plane loading.

Everything seems to be routine until Benson

is struck by the sight of cargo coming off the plane.

is struck by the sight of cargo coming off the plane.

Take a look.

Any idea what's going on?

Me neither.

Me neither.

Adding to the mystery, the Aeromar and Fine Air

supervisors are in a heated discussion.

supervisors are in a heated discussion.

Something was amiss.

We didn't know what, but something was going on.

We didn't know what, but something was going on.

Benson needs to find out what.

So they pay another visit to the loading teams.

So they pay another visit to the loading teams.

Why did you remove those pallets at the last minute?

The pallets didn't fit.

The pallets didn't fit.

Investigators now learn that two of the pallets

couldn't fit their assigned space

because their pre-wrapped cargo spilled over the side.

because their pre-wrapped cargo spilled over the side.

They don't fit.

They don't fit.

The Fine Air supervisor is

asked how he fixed the problem.

And his solution shocks investigators.

And his solution shocks investigators.

Get these ones out so you can push those ones back.

Get these ones out so you can push those ones back.

They moved several loaded pallets back

into the spaces designated for empty pallets.

into the spaces designated for empty pallets.

So all the pallets were just moved back?

Yes, sir.

Yes, sir.

But what's even more troubling

is that no one thought to tell the flight

crew that the center of gravity had shifted to the back.

crew that the center of gravity had shifted to the back.

Looks like we're good to go.

To investigators, it looks

To investigators, it looks

like the plane's center of gravity

was now dangerously wrong.

They zero in on a new theory.

They zero in on a new theory.

You can move cargo around as much as you want,

but the flight crew needs to know what

but the flight crew needs to know what

the final configuration is.

Knowing the configuration...

Knowing the configuration...

2.4 indicated.

...allows the pilots to properly set

their rear stabilizer for takeoff.

their rear stabilizer for takeoff.

They just weren't thinking.

Now investigators must prove whether the careless act

Now investigators must prove whether the careless act

caused the accident.

They review the plane's actual weight distribution.

13 moves to 14.

That's an extra 5,854 pounds to the back.

That's an extra 5,854 pounds to the back.

This shift of heavy pallets to the rear

This shift of heavy pallets to the rear

became a rather big deal, because it ended up putting

the center of gravity very, very far to the rear,

the center of gravity very, very far to the rear,

probably past the safe point.

Investigators head to a flight simulator

to do flight tests with the actual cargo

arrangement on Flight 101.

arrangement on Flight 101.

OK, good to go.

The conditions at takeoff

are recreated as accurately as possible.

are recreated as accurately as possible.

Too low, terrain.

Too low, terrain.

In the end, we were able to determine

that the actual center of gravity

for the accident airplane was just beyond safe limit.

for the accident airplane was just beyond safe limit.

Pull up.

That's what allowed the airplane

to pitch up so aggressively just after takeoff.

to pitch up so aggressively just after takeoff.

They didn't stand a chance.

They didn't stand a chance.

Had the pilots known of the change in balance

to the load...

2.4 indicated.

...they could have adjusted

...they could have adjusted

their stabilizer setting appropriately prior to takeoff.

Set for departure.

Set for departure.

Instead, Flight 101...

Hey, easy.

...is configured for disaster.

What's going on?

What's going on?

Whoa, whoa.

Pull up.

Pull up.

No!

The NTSB's conclusions are

a wake-up call for the cargo industry in Southern Florida.

a wake-up call for the cargo industry in Southern Florida.

Fine Air is ordered to overhaul their supervision

of the cargo loading process.

Weight and balance are so fundamental to flight

Weight and balance are so fundamental to flight

that the lessons learned from the Fine Air crash

should last throughout the industry.

should last throughout the industry.

But they don't.

It's stunning that they keep happening,

because that's no mystery.

because that's no mystery.

That one has been solved.

We know what to do.

We just don't do it.

Go!

In North Carolina, just 6 and 1/2 years later,

In North Carolina, just 6 and 1/2 years later,

an out-of-balance commuter plane crashes.

You got it?

I'm trying.

And investigators uncover

And investigators uncover

how another perilous payload takes

the lives of everyone onboard.

January 8, 2003, Charlotte Douglas

International Airport, Captain Katie Leslie is at work early.

International Airport, Captain Katie Leslie is at work early.

International Airport, Captain Katie Leslie is at work early.

Only 25 years old, this Texas native is one of the youngest

flight captains at her airline.

flight captains at her airline.

Air Midwest runs a bustling commuter

service out of the airport.

Today, Captain Leslie commands a Beechcraft 1900-D

Today, Captain Leslie commands a Beechcraft 1900-D

on a 30-minute hop to Greenville Spartanburg Airport

in Greer, South Carolina.

in Greer, South Carolina.

At 8:00 in the morning, 19 passengers board the flight.

At 8:00 in the morning, 19 passengers board the flight.

Meanwhile, as part of the standard checklist

before takeoff, the crew calculates

before takeoff, the crew calculates

the weight of all the baggage passengers

and fuel on the plane.

So we got a full house back there?

You can count 19 people in the back.

You can count 19 people in the back.

Cool.

17,018.

17,120 is our weight, huh?

Yeah, is our max.

So we're cool?

So we're cool?

So yeah.

Good morning.

Welcome aboard US Airways Express Service

to Greenville-Spartanburg.

It's a very short flight, and we'll have

It's a very short flight, and we'll have

you there in a few minutes.

Ready for departure, the pilots

taxi on to the runway.

taxi on to the runway.

Air Midwest 5481, turn right heading two, three, zero.

Air Midwest 5481, turn right heading two, three, zero.

Cleared for takeoff.

Set takeoff power, please.

Set takeoff power, please.

80 knots.

80 knots.

Cross-check.

To air traffic control, Flight 5481's takeoff

To air traffic control, Flight 5481's takeoff

roll is perfectly normal.

Gear up.

Gear up.

What?

Whoa!

Without warning, the plane's nose

Without warning, the plane's nose

pitches dramatically upward.

Push the nose down!

Oh my god.

We have an emergency on Air Midwest 5481!

We have an emergency on Air Midwest 5481!

The plane stalls, rolls to the left,

The plane stalls, rolls to the left,

and begins falling from the sky.

Captain Leslie tries to get the plane to climb,

but it's too late.

but it's too late.

The plane dives towards a US Airways hangar

with hundreds of people working inside.

with hundreds of people working inside.

Fire station. Emergency.

A plane just crashed.

There's a plane that's crashed?

Yes, at the US Air maintenance place.

It approached the building.

There's a fire.

There's a fire.

It's a total loss.

All 21 people onboard, including the flight crew, are dead.

All 21 people onboard, including the flight crew, are dead.

Remarkably, only one person on the ground

Remarkably, only one person on the ground

is injured in the disaster.

It falls on NTSB lead investigator Lorinda Ward

It falls on NTSB lead investigator Lorinda Ward

to figure out what happened to the plane.

Due to the post-crash fire, when you initially walked up

to it, it was hard to identify that you had an airplane

to it, it was hard to identify that you had an airplane

that could hold 21 people.

Within hours of the crash,

Within hours of the crash,

investigators find the blackboxes

from the charred remains of Air Midwest Flight 5481.

from the charred remains of Air Midwest Flight 5481.

While they wait for the blackbox data to be downloaded,

While they wait for the blackbox data to be downloaded,

they begin interviewing ground workers at the airport.

And did you notice anything unusual before takeoff?

And did you notice anything unusual before takeoff?

Well, it was sitting low when taxied out.

Well, it was sitting low when taxied out.

It looked heavy.

We had a couple of witnesses that were implying that we had

a very heavily loaded airplane.

a very heavily loaded airplane.

Every plane has a maximum weight

it can handle before the engines can't get it off the ground.

it can handle before the engines can't get it off the ground.

Before takeoff, it's the pilots' job to calculate

Before takeoff, it's the pilots' job to calculate

the onboard weight.

So we got a full house back there?

Yeah, you can count 19 people in the back.

Yeah, you can count 19 people in the back.

When investigators review the cockpit voice

recorder, they get confirmation that the crew of Flight 5481...

recorder, they get confirmation that the crew of Flight 5481...

Cool.

17,018.

...did perform that calculation.

...did perform that calculation.

So we're cool?

So yeah.

On any plane, large or small,

On any plane, large or small,

the weight of cargo and passengers

has to be distributed evenly.

And pilots work closely with the loading team

And pilots work closely with the loading team

to monitor the weight and balance of the cargo.

I don't think we're going to have to take anything off.

I don't think we're going to have to take anything off.

Air Midwest pilots are trained to make

weight calculations using average weights...

weight calculations using average weights...

175 pounds per passenger and 20 pounds per bag.

175 pounds per passenger and 20 pounds per bag.

Due to using the average weight

and average calculations, the paperwork

and average calculations, the paperwork

showed them being within the range

that they needed to take off.

that they needed to take off.

3, 200...

But Ward needs to know if the plane really

was within the proper range of weight and balance.

was within the proper range of weight and balance.

What we did is we looked at the weights

of the actual baggage itself and then the weight

of the passengers and the crew.

of the passengers and the crew.

Yes, could you tell me please what the last recorded weight

of your patient is, please?

Ward learns that most passengers are now

heavier than the average weight that's

guided pilots for decades.

guided pilots for decades.

And when all the numbers are in...

212?

Thank you.

...Ward discovers the real weight of Flight 5481

...Ward discovers the real weight of Flight 5481

is 17,700 pounds, some 580 pounds over its maximum takeoff

is 17,700 pounds, some 580 pounds over its maximum takeoff

weight.

It's not right.

They would not have been able to take off if they

They would not have been able to take off if they

had used actual weights.

They would have had to pull either passengers or bags off.

They would have had to pull either passengers or bags off.

The excess weight meant the plane was tailheavy,

and its center of gravity was too far to the rear.

and its center of gravity was too far to the rear.

Gear up.

The discovery explains the plane's sudden pitch

The discovery explains the plane's sudden pitch

upwards.

But flight data reveals the pitch

was at an angle from which the pilot should

was at an angle from which the pilot should

have been able to recover.

For Lorinda Ward, something doesn't add up.

For Lorinda Ward, something doesn't add up.

She needs to know what other factors contributed

to the catastrophic crash.

to the catastrophic crash.

Investigators need to understand why the pilots of US Airways

Investigators need to understand why the pilots of US Airways

Flight 5481 didn't regain control when their plane

pitched violently upwards.

pitched violently upwards.

Sifting through the crash site wreckage,

Sifting through the crash site wreckage,

they make a critical discovery...

the shredded remains of the plane's elevator control

cables, vital to flight control.

cables, vital to flight control.

They looked unusual.

They looked unusual.

They weren't like the normal position

that you would find them.

In this case, we had one adjusted all the way out

In this case, we had one adjusted all the way out

and then one adjusted all the way in.

The state of the elevator cables is alarming.

The state of the elevator cables is alarming.

These cables link the pilots' control columns to the flight

elevator, an aerodynamic panel that helps pilots climb

elevator, an aerodynamic panel that helps pilots climb

and descend.

Ward now believes that the pilots' ability

to control the plane's pitch could

have been severely compromised.

have been severely compromised.

But she doesn't know why.

Puzzled, investigators dig into the plane's maintenance history

Puzzled, investigators dig into the plane's maintenance history

and interview the aircraft mechanics.

What they find strikes at the very heart of what went wrong.

What they find strikes at the very heart of what went wrong.

Once you have the rig pin set, adjust the turnbuckle barrels

Once you have the rig pin set, adjust the turnbuckle barrels

for more tension in the cable.

Yeah.

In the days before the crash,

during maintenance of the plane's elevator cables...

Got it.

...mechanics in training skip some vital steps.

...mechanics in training skip some vital steps.

What about the other steps?

Yeah, don't worry about those.

Skipping critical steps...

- Oh. - Help me!

...put the elevator cables out of alignment...

...put the elevator cables out of alignment...

Oh my god.

...and crippled the pilots' efforts

to adjust the plane's pitch.

to adjust the plane's pitch.

They lost the ability to control the aircraft.

Oh my god!

They had no elevator movement enough to bring

They had no elevator movement enough to bring

the nose back down.

Push the nose down!

Oh my god!

Oh my god!

We have an emergency on Air Midwest 5481.

Alert three standby, runway one, eight, right.

In her report, Ward concludes that before takeoff,

In her report, Ward concludes that before takeoff,

Flight 5481 was 580 pounds overweight

and slightly tailheavy.

Then careless maintenance meant pilots

Then careless maintenance meant pilots

did not have sufficient control of the elevators

to fight the problem.

Loaded with a perilous payload, the plane was doomed

the moment it left the ground.

the moment it left the ground.

They didn't know that they had these two

hidden latent failures that were waiting for them.

hidden latent failures that were waiting for them.

The NTSB states the need

for more thorough and supervised maintenance of small aircraft.

for more thorough and supervised maintenance of small aircraft.

Ward's investigation also makes the stunning revelation

that average weight calculations put passengers at risk.

that average weight calculations put passengers at risk.

She recommends the Federal Aviation Administration

She recommends the Federal Aviation Administration

review how the weight of people and their baggage

is calculated.

When you see a weight and balance accident,

When you see a weight and balance accident,

it's a failure of the system.

We have the knowledge to safely load airplanes.

We have the knowledge to safely load airplanes.

It's an accident type we've seen before.

And those are the worst type for an investigator.

Bagram Airfield in Northeastern Afghanistan, the US

Bagram Airfield in Northeastern Afghanistan, the US

military base is a hive of activity

military base is a hive of activity

with troops, weapons, and heavy machinery

constantly on the move.

constantly on the move.

Bagram ground, ISAF.

95 Alpha, get back, ready to taxi.

95 Alpha, get back, ready to taxi.

The crew of National Airlines Flight 102

is flying cargo in a converted Boeing 747.

is flying cargo in a converted Boeing 747.

Air is just billowing out of here.

Yeah, sure is.

Yeah, sure is.

They're in the last leg of a grueling shift.

After flying from Chateauroux, France

After flying from Chateauroux, France

to Camp Bastion where they loaded 207,000 pounds of cargo,

it was a quick hop to Bagram.

it was a quick hop to Bagram.

Once the plane is refueled, they'll

fly 2 and 1/2 hours to Dubai.

fly 2 and 1/2 hours to Dubai.

Captain Brad Hasler is heading home to his pregnant wife.

Captain Brad Hasler is heading home to his pregnant wife.

Beside him is first officer Jamie Brokaw.

Augment Captain Jeremy Lipka is in the jump seat.

Augment Captain Jeremy Lipka is in the jump seat.

Sheets back there?

I haven't seen him.

I haven't seen him.

I hope he's in the back.

Yeah, he's back there.

In a cabin behind the cockpit

In a cabin behind the cockpit

is loadmaster Michael Sheets along with three other crew

members.

The loadmaster is double checking

that the flight cargo is properly stowed and ready

that the flight cargo is properly stowed and ready

for the flight.

At 3:25 PM, the flight crew are cleared for takeoff.

Nine, five, alpha, Quebec, runway three, full length.

Nine, five, alpha, Quebec, runway three, full length.

Prepare for departure.

At the same moment, military journalist Steven

Hartov is returning to the base from a day's work

Hartov is returning to the base from a day's work

taking photographs for a magazine.

taking photographs for a magazine.

I saw, after I left the truck, a white and purple 747.

I saw, after I left the truck, a white and purple 747.

And I remember thinking this is a beautiful airplane

because it looked brand new.

V1 rotate.

V1 rotate.

Positive climb.

What's going on with that aircraft?

It was almost stuttering in the air.

It was almost stuttering in the air.

And I immediately said to Chris, what's

going on with that aircraft?

Is he taking fire?

Keep on that.

The plane is suddenly uncontrollable.

Get the nose down!

I'm trying.

The nose won't drop.

The nose won't drop.

My airplane!

If they can't get the nose down fast,

the plane will stall.

the plane will stall.

For a moment, they hang in the air as suspended.

For a moment, they hang in the air as suspended.

And then the aircraft seemed to sort

And then the aircraft seemed to sort

of careen in our direction.

Stop the car.

Now, you're looking at a big 747 coming at you.

Now, you're looking at a big 747 coming at you.

Come on!

A 747 cargo plane falls from Afghan skies.

A 747 cargo plane falls from Afghan skies.

And in a very slow motion, it just went straight down

And in a very slow motion, it just went straight down

and pancaked into the ground.

It was a mushroom cloud like a small atom bomb.

It was huge.

The entire base thundered under our feet.

National Airlines Flight 102 is obliterated.

National Airlines Flight 102 is obliterated.

It's the worst aviation accident ever at Bagram Airfield.

It's the worst aviation accident ever at Bagram Airfield.

Remarkably, no one in the ground is hit.

But the entire flight crew is dead.

But the entire flight crew is dead.

Watching those people die was tough.

It was tough.

It was tough.

Amid the specter of a terrorist attack,

the NTSB is assigned to lead the investigation.

the NTSB is assigned to lead the investigation.

This investigation was a lot different because we

were flying into a war zone.

were flying into a war zone.

When we first got there, we were given

bulletproof vests and Kevlar helmets

to wear into the accident site.

to wear into the accident site.

So what do you got for me?

The NTSB will have to work closely with the military.

The NTSB will have to work closely with the military.

A sweep of the crash site has already

turned up the blackboxes.

But there's not much else for investigators to work with.

Except for the tail section, much of the plane

Except for the tail section, much of the plane

has been consumed by the inferno.

Soon after the team starts sifting through the wreckage,

a video of the accident appears on the internet.

a video of the accident appears on the internet.

Holy cow.

Holy cow.

There it is.

It reveals a huge clue about the plane's erratic climb

and fall.

and fall.

Looks like a problem with the cargo load.

Looks like a problem with the cargo load.

The aircraft's movement in the video

suggests the flight may have been out of balance.

suggests the flight may have been out of balance.

Some of the early questions were what

was the cargo in the airplane?

How heavy was the cargo?

How heavy was the cargo?

By examining the cargo manifest,

investigators discover that the plane

investigators discover that the plane

was carrying an unusual load...

five armored vehicles called MRAPs, or mine-resistant

five armored vehicles called MRAPs, or mine-resistant

ambush-protected vehicles.

These massive, heavily-armed cars each way

These massive, heavily-armed cars each way

between 12 and 18 tons.

between 12 and 18 tons.

Each vehicle was chained to a custom-built pallet

and secured with straps to the plane's main deck

and secured with straps to the plane's main deck

by the loading crew.

The cargo in this particular case was very heavy.

The cargo in this particular case was very heavy.

It was the first time they'd ever

flown five vehicles this heavy.

Investigators calculate the precise weight

carried on board.

Max takeoff weight is 870,000 pounds.

Max takeoff weight is 870,000 pounds.

We have 207,000 pounds of cargo plus fuel.

We have 207,000 pounds of cargo plus fuel.

They learn that with the heavy cargo and fuel load,

the plane was not overweight.

the plane was not overweight.

Weight was definitely not an issue.

But it's not just the onboard weight that

But it's not just the onboard weight that

investigators need to analyze.

The balance of the load could be the problem.

Bring up the schematics.

We fill it with our cargo.

After a few calculations,

After a few calculations,

investigators have their answer.

The airplane actually could carry

The airplane actually could carry

the weight, and as loaded, was within the center of gravity.

It's a dead end.

Investigators explore another angle.

Investigators explore another angle.

Even if the load was balanced before takeoff,

it could have shifted as the plane left the ground.

it could have shifted as the plane left the ground.

The focus now turns to the loading procedures.

The focus now turns to the loading procedures.

Specifically, were the MRAPs properly secured

by the loadmaster and his crew?

by the loadmaster and his crew?

Now, I flew transports for the US

Air Force for many, many years, 23

Air Force for many, many years, 23

years in the Lockheed C-1-41.

We were totally dependent on our loadmasters to get it right.

They were the ones who could kill us

They were the ones who could kill us

or not if they put the load in the wrong position.

Investigators study the manual the loadmaster used

to calculate how many heavy nylon straps are

needed to secure the vehicles.

needed to secure the vehicles.

And seeing his rationale for calculating those numbers

And seeing his rationale for calculating those numbers

all seemed to make sense to me.

But it adds yet more mystery to the investigation.

If the plane was underweight with a cargo secured

If the plane was underweight with a cargo secured

and balanced in line with company standards,

what else could possibly have caused the crash?

what else could possibly have caused the crash?

Desperate for a new theory, the investigators

Desperate for a new theory, the investigators

hope the data retrieved from the 747's blackboxes

will shed some light on the horrific crash.

will shed some light on the horrific crash.

Flight data recorders record what

the elevator and the ailerons and what

the elevator and the ailerons and what

the control pitches are doing.

You have the readouts?

And so we were very hopeful that we would get

good information from those recorders

good information from those recorders

that would help explain why the airplane had crashed.

Thank you.

Thank you.

But the team is hit with another problem.

The cockpit voice recorder stopped recording mere seconds

The cockpit voice recorder stopped recording mere seconds

after takeoff.

Bring up the CVR.

Stand by.

Stand by.

Fortunately, it was recording during the crew's

hour-long wait on the tarmac.

hour-long wait on the tarmac.

There's trouble, Brad.

What is it?

Sounds like the first officer's showing

something to the captain.

One of the damn straps is busted.

One of the damn straps is busted.

Pause it there.

The CVR suggests the first officer found a broken

The CVR suggests the first officer found a broken

strap inside the cargo hold.

Did the strap move?

Yeah, just tighten up on the straps.

Yeah, just tighten up on the straps.

Holy crap.

One of those things actually moved?

So from that information, we know that they had a load shift

So from that information, we know that they had a load shift

when they came in and landed.

And that was very important to us in our investigation.

And that was very important to us in our investigation.

Investigators now wonder whether the loadmaster

properly tied down the MRAPs.

properly tied down the MRAPs.

How far did it move?

A couple inches?

Yeah, it just moved a couple inches because it's nylon,

you know?

you know?

They have no idea how serious this really is.

That cargo shifts during rotation,

you'll wind up with a potential pitch problem.

you'll wind up with a potential pitch problem.

The discovery changes the face of the investigation.

Bam.

Did the MRAPs shift after takeoff...

Did the MRAPs shift after takeoff...

Get the nose down!

I'm trying.

...throwing the 747 dangerously out of balance?

...throwing the 747 dangerously out of balance?

Searching for evidence that the cargo of National Airline

Searching for evidence that the cargo of National Airline

Flight 102 shifted on takeoff...

Take a look at this.

Take a look at this.

...investigators look more closely at the wreckage

from the rear of the aircraft.

Bam.

What became obvious was that the tire from the aft M-ATV

What became obvious was that the tire from the aft M-ATV

had impacted the aft pressure bulkhead

and left that tire impact.

and left that tire impact.

The metal antenna box from the rear of the same MRAP

The metal antenna box from the rear of the same MRAP

provides another big clue.

Look at that...

paint transfer.

paint transfer.

Orange paint on the box

comes from the flight recorders.

That looks like a direct hit.

That looks like a direct hit.

The flight recorders are located

at the rear of the plane.

To hit them, the MRAP would have had to shift at least 12 feet.

To hit them, the MRAP would have had to shift at least 12 feet.

Where the CVR and FDR are located

is 104 inches above the floor of the aircraft.

is 104 inches above the floor of the aircraft.

That's exactly the same height

That's exactly the same height

as the metal antenna box from the rear of the MRAP.

Now you're starting to see a chain of events

Now you're starting to see a chain of events

that this vehicle had to be moving in an outward direction.

that this vehicle had to be moving in an outward direction.

Could the shifting cargo bring down a huge 747?

Could the shifting cargo bring down a huge 747?

To find out, investigators take another look at the few pieces

of salvaged wreckage they have, including

of salvaged wreckage they have, including

the horizontal stabilizer from the rear of the plane.

The horizontal stabilizer is a large control

surface that adjusts the pitch of the plane during flight.

surface that adjusts the pitch of the plane during flight.

It's controlled by a jackscrew, which lowers and raises

It's controlled by a jackscrew, which lowers and raises

the edge of the stabilizer in response

to the pilot's commands.

What we were surprised to find out

What we were surprised to find out

was that that jackscrew had actually been pushed aft

and had broken loose from the airplane.

Without the jackscrew, pilots

would have had no control of the horizontal stabilizer

would have had no control of the horizontal stabilizer

and therefore no ability to balance the jet.

Hmm.

Hmm.

I wonder.

The question now is, did the jackscrew snap

before or during the crash?

before or during the crash?

Closer analysis reveals it snapped

in the opposite direction than if it were broken in the crash.

in the opposite direction than if it were broken in the crash.

It was through here.

It was through here.

Investigators wonder what could have caused

the jackscrew to snap off.

the jackscrew to snap off.

They take some careful measurements

and make a vital discovery.

Straight hit.

Straight hit.

I was able to determine that the bumper of the M-ATV lines

up directly with the motor of the jackscrew

up directly with the motor of the jackscrew

in the area where it detached from the lower fuselage.

The results point to a clear suspect.

The results point to a clear suspect.

OK, let's play it.

And based on this new evidence,

And based on this new evidence,

investigators finally have a theory to prove.

As the jet began its takeoff roll, the weight of the vehicle

As the jet began its takeoff roll, the weight of the vehicle

strains the nylon strap.

strains the nylon strap.

An 18-ton MRAP comes loose and hurtles

to the back of the plane.

to the back of the plane.

It smashes the rear jackscrew, destroying the pilots' control

of the horizontal stabilizer, making

of the horizontal stabilizer, making

the plane impossible to fly.

Back in Washington, D.C. the theory

is examined using a detailed simulation.

is examined using a detailed simulation.

One MRAP at the back.

The two elevators down equals one uncontrollable plane.

The two elevators down equals one uncontrollable plane.

The two elevators down equals one uncontrollable plane.

Investigators finally know

that an MRAP crashing into the jackscrew crippled the plane.

that an MRAP crashing into the jackscrew crippled the plane.

Keep on that.

You take away the horizontal tail,

you're not going to be able to control this airplane in pitch.

you're not going to be able to control this airplane in pitch.

This was an uncontrollable event.

This was an uncontrollable event.

Come on!

In the wake of the accident,

In the wake of the accident,

the NTSB recommends mandatory certification of all cargo

handling personnel, a move that would

handling personnel, a move that would

standardize their procedures, training, and workloads.

standardize their procedures, training, and workloads.

The organization had looked at the capacity of the 747

The organization had looked at the capacity of the 747

and said, we can put five MRAPs in there,

and without considering not only the weight

and without considering not only the weight

but how they were going to safely secure it.

History shows that a plane that

flies with a perilous payload...

What's happening?

...flirts with catastrophe.

...flirts with catastrophe.

But it's a flight risk that's entirely preventable.

You can't take weight and balance for granted.

You can't take weight and balance for granted.

Oh my god!

We have an emergency on Air Midwest 5481.

We are aiming for zero accidents.

We are aiming for zero accidents.

Humans can't do that.

But humans with systems and backup systems can.

That's what makes aviation safe when it's safe.

That's what makes aviation safe when it's safe.

And that's what screws it up when

we don't do it the right way.