Original subtitles

An Airbus flight crew scrambles to keep

their passenger jet in the air.

their passenger jet in the air.

We're losing an engine.

We had lost one reverse.

We had half the spoilers on the wings not working.

We had half the spoilers on the wings not working.

They never gave up.

Pilots don't give up.

On United Airlines Flight 232...

On United Airlines Flight 232...

Left. Left.

Left.

Left. Left.

Left. Left.

The pilots have lost all

The pilots have lost all

their critical flight controls.

We're turning. We're turning.

We're turning.

They have to be able to work with each other

to save a plane.

to save a plane.

Over the Bering Sea, the pilots

stare death in the face...

The whole airplane was shaking.

...while they try to save their jet.

...while they try to save their jet.

Terrifying emergencies...

All systems are down to zero.

All systems are down to zero.

...shine a light on three astonishing events.

Billion to one were the odds

that this would happen.

that this would happen.

You're never trained for that.

OK, everyone, here we go.

Ladies and gentlemen, we are starting our approach.

We lost both engines.

Last couple of notes.

- Emergency dispatch. - Mayday!

- Emergency dispatch. - Mayday!

Mayday!

Brace for impact!

Do the last one.

Last two engines stopped.

Last two engines stopped.

She's going to crash!

United Airlines Flight 232 has left

Denver, Colorado for Chicago.

Denver, Colorado for Chicago.

Heading home for a few days?

Yeah.

Be good to get back.

Be good to get back.

Today is Children's Day at United Airlines.

A child's ticket costs only a penny.

A child's ticket costs only a penny.

52 of the 285 passengers are children.

Captain Al Haynes and his First Officer Bill Records

Captain Al Haynes and his First Officer Bill Records

are former fighter pilots.

Well, it looks like we're going to make Chicago on time.

The airplane was trimmed up.

The airplane was trimmed up.

We had enjoyed a cup of coffee, and weather was good.

We had enjoyed a cup of coffee, and weather was good.

And all of a sudden with a bang, it's

just like being thrown into a great big tornado of activity.

just like being thrown into a great big tornado of activity.

First Officer Bill Records

First Officer Bill Records

immediately disengages the autopilot and takes control.

I have it.

I have it.

What was that?

There was no alarms at all.

No bells. No whistles.

No lights flashing.

Just this big explosion.

I've got control.

Check the gauges.

The pilots struggled to control the plane.

Captain Al Haynes tries to figure out the cause.

Captain Al Haynes tries to figure out the cause.

The airplane was shaking so bad you

couldn't read the instruments.

couldn't read the instruments.

We've lost the number two engine.

We're losing hydraulics.

I'm going to shut number two down.

I'm going to shut number two down.

The reason you shut down the engine when it fails

is you don't know what the damage is to the engine.

is you don't know what the damage is to the engine.

If it kept turning, it could tear itself apart.

A dangerous situation deteriorates.

A dangerous situation deteriorates.

Bill said Al, I can't control the airplane.

And that's a real attention-getter.

The plane is not responding to

The plane is not responding to

the first officer's commands.

It's banking further and further to the right.

I've got it, Bill.

If the pilots can't find a way to level the plane,

If the pilots can't find a way to level the plane,

it will soon be upside down.

We had the control wheel as far

as it would go to the left and as far back in your lap

as it would go to the left and as far back in your lap

as it would go.

You can't do that in flight so there's

something drastically wrong.

Second Officer Dudley Dvorak may have the answer.

Second Officer Dudley Dvorak may have the answer.

Dudley, check the gauges.

What's going on back there?

We have no hydraulic fluid left.

All systems are down to zero.

All systems are down to zero.

All three?

That's impossible.

That's impossible.

The plane's hydraulic system carries the commands

from the pilot's control column to the aircraft's

from the pilot's control column to the aircraft's

control surfaces, such as the elevators, rudders,

and ailerons.

Without fluids, pilots cannot move

Without fluids, pilots cannot move

these crucial flight controls.

If you do not have hydraulics, you have absolutely no control.

If you do not have hydraulics, you have absolutely no control.

What's it say in the book?

What's it say in the book?

The DC-10 has three separate hydraulic systems.

If one fails, the other two act as backups.

If one fails, the other two act as backups.

But all three systems are now drained.

There's nothing in here for anything like this.

There's nothing in here for anything like this.

A billion to one were the odds

that this would happen.

that this would happen.

You're never trained for that.

Captain Haynes has to improvise a solution

or his plane is going down.

or his plane is going down.

Everybody realized that this was something that we

didn't have a procedure for so you just kind of grabbed

didn't have a procedure for so you just kind of grabbed

for whatever was working.

Let's use the engines.

Yeah, why not?

Yeah, why not?

I'm going to pull back number one about 10%.

You go up on number three 10% nice and slow.

You go up on number three 10% nice and slow.

By adjusting the power to the two remaining engines,

the pilots may be able to level the aircraft.

the pilots may be able to level the aircraft.

Easy does it.

OK, that's got it.

The improvised method of control levels the plane,

The improvised method of control levels the plane,

but only for a moment.

but only for a moment.

The nose is going down.

What's going on here?

What's going on here?

United Airlines Flight 232

starts to accelerate downwards.

starts to accelerate downwards.

In normal circumstances, pulling back on the control column

would raise the elevators and lift the nose of the plane.

would raise the elevators and lift the nose of the plane.

We have no elevators.

Let's try 10%.

The pilots increase power

The pilots increase power

to the two forward engines.

This is what you have to do

because the power creates the lift, and that's what you need.

because the power creates the lift, and that's what you need.

The maneuver works.

They pull out of the dive.

They pull out of the dive.

That's got it.

Easy.

Easy.

We just dropped 1,000 feet.

OK, we got to land this thing.

OK, we got to land this thing.

Find out where the hell we are, and get

us to the nearest airport.

This is United 232.

This is United 232.

We are declaring an emergency and requesting a vector

to the nearest airport.

United 232, you're heading toward Sioux City.

United 232, you're heading toward Sioux City.

Would you like to go there?

We'll take Sioux City.

Start getting the cabin ready.

United 232, radar contact.

Turn left, heading 255.

Turn left, heading 255.

The pilots are unable to use

The pilots are unable to use

flight controls so they turn the plane

by staggering the throttles.

by staggering the throttles.

But as the DC-10 begins to turn, its nose dips.

It accelerates downwards, again.

It accelerates downwards, again.

Haynes and Records complete the turn,

but they've dropped another 1,000 feet.

but they've dropped another 1,000 feet.

And Sioux City is still 40 miles away.

And Sioux City is still 40 miles away.

I don't think we're going to make the airport, fellas.

There's a DC-10 instructor on board

who's offering assistance.

OK, let him come up.

Could you come with me?

Denny Fitch is a United

Denny Fitch is a United

Airlines pilot and a flight instructor for the DC-10.

I transition from a passenger to a crew member.

I transition from a passenger to a crew member.

I transition from a passenger to a crew member.

And I remember their forearms and their tendons being tense.

I remember their knuckles being white.

I remember their knuckles being white.

Now, go forward.

Let it come back and lead it away.

When I took it all in,

the immediate fast conclusion is Denny,

the immediate fast conclusion is Denny,

today is the day you're going to die.

today is the day you're going to die.

Tell me what you want.

I'll help you.

I'll help you.

Take the throttles.

He can stand between Bill and myself now.

He can stand between Bill and myself now.

And he can operate the alternating thrusts

a lot easier than we can.

OK.

Pull back.

Pull back.

Start it down.

And it didn't take long before I started to sense

And it didn't take long before I started to sense

the airplane's behavior.

Is this Sioux City down to the right?

Is this Sioux City down to the right?

That's Sioux City.

Their destination might be in sight,

Their destination might be in sight,

but with no flight controls, the crew can't reduce their speed.

We had absolutely no way to control the speed.

We had absolutely no way to control the speed.

There's just nothing we could do about it.

Even if they can line up with a runway,

Even if they can line up with a runway,

they still won't be able to control their landing.

Emergency workers prepare for the worst.

Emergency workers prepare for the worst.

We were facing death, all of us were,

We were facing death, all of us were,

and our passengers.

A crippled DC-10 is just a few miles

from the airport in Sioux City, Iowa.

Forward. Forward.

Forward. Forward.

Forward.

The plane's airspeed is the only thing

keeping it in the air.

The pilots have no choice, but to keep the engine at close

The pilots have no choice, but to keep the engine at close

to full power.

Won't this be a fun landing.

We were going way too fast.

We had no flaps.

We had no brakes.

And we had no way to steer the airplane once we

And we had no way to steer the airplane once we

did arrive at the runway.

did arrive at the runway.

Brace.

Brace.

Brace.

Only 100 feet from the ground, the nose dips again,

Only 100 feet from the ground, the nose dips again,

further increasing speed.

Left. left.

Left. Left.

Left.

Left. Left.

Left. Left.

Left.

We're turning. We're turning.

We're turning.

Didn't get it quite right.

And we hit very hard.

And we hit very hard.

Wreckage is strewn across the runway

and a nearby cornfield.

On the initial viewing of the aircraft

hitting the ground and tumbling down

hitting the ground and tumbling down

the ground in a huge fireball and so on and so forth,

we didn't expect to find survivors.

we didn't expect to find survivors.

Thanks to the pilot's skill, 185 people survived.

But 111 passengers and cabin crew are dead.

But 111 passengers and cabin crew are dead.

Compounding the tragedy, 11 are children.

Still inside the cockpit, 590 feet away

Still inside the cockpit, 590 feet away

from the rest of the wreckage, are the pilots.

All have survived.

All have survived.

I was unconscious.

Fortunately, I was knocked out on impact.

I have absolutely no recollection

I have absolutely no recollection

of the crash at all.

I had no idea what kind of shape I was in.

I had no idea what kind of shape I was in.

Whether my legs were attached, I had no...

I couldn't move my fingers.

I was literally pinned to the ground.

I was literally pinned to the ground.

I was compressed in the wreckage.

I was compressed in the wreckage.

White, hot pain in my back and my side.

Broken ribs.

Punctured the lung.

Punctured the lung.

I never lost consciousness.

Investigators from the National Transportation Safety

Board need to know why the number two

engine exploded in mid-flight.

engine exploded in mid-flight.

And how that led to the catastrophic loss

of all hydraulics.

of all hydraulics.

Early on, investigators realized that a vital piece

Early on, investigators realized that a vital piece

of the engine is missing.

The fan disk is such an obvious part

The fan disk is such an obvious part

of the front of the engine that when it's missing, you know it.

The fan disk is responsible for bringing air

The fan disk is responsible for bringing air

into the core.

It takes three months to find it.

It takes three months to find it.

It was discovered in a field approximately

60 miles from the airport.

The massive disk is broken in two.

How could it break like that?

It was extremely unusual.

It was extremely unusual.

And we really wanted to try and figure out why this thing had,

what we call, burst.

Investigators closely examine the fracture points.

It's definitely fatigue.

It was pretty easy visually

to look at this to see that there

was a fatigue crack there.

was a fatigue crack there.

Well, well, well.

Well, well, well.

A microscopic examination

reveals an imperfection in the titanium

used to make the fan blade.

used to make the fan blade.

This flaw caused a crack that grew larger over 17 years.

This flaw caused a crack that grew larger over 17 years.

A bad batch of titanium?

I'd say so.

It was only a matter of time before the disk broke.

I have it.

What was that?

What was that?

When it did, the fragments destroyed

all three hydraulic systems.

This part was supposed to be inspected on a regular basis,

This part was supposed to be inspected on a regular basis,

and indeed, it was.

But where the crack was located simply

But where the crack was located simply

was extremely difficult to detect.

was extremely difficult to detect.

The NTSB immediately recommends

more thorough inspections of all engine fan disks.

more thorough inspections of all engine fan disks.

Given the broad system failure, it's astonishing that anyone

survived the crash landing.

survived the crash landing.

In terrifying conditions, the pilots managed

a phenomenal act of flying.

a phenomenal act of flying.

Let's use the engines.

All four pilots received the Polaris Award.

All four pilots received the Polaris Award.

It's the highest civilian aviation

decoration, honoring exceptional airmanship and heroic actions.

decoration, honoring exceptional airmanship and heroic actions.

We got the airplane to the runway,

and that's the most we could hope for.

and that's the most we could hope for.

Even more than most people thought we could hope for.

And to say that we were heroes in doing that, no.

No, we were just fortunate that the things we tried worked.

No, we were just fortunate that the things we tried worked.

Here, they were all one team,

and they found a way to do something that

and they found a way to do something that

was technically impossible.

It was absolutely astounding that they

It was absolutely astounding that they

managed to find solutions.

They never gave up.

Pilots don't give up.

We don't do that.

We don't do that.

21 years later, an Australian flight crew

will be tested as never before.

will be tested as never before.

Qantas Flight 32 has just finished

refueling at Singapore Airport.

refueling at Singapore Airport.

The Airbus A380 is more than halfway

through a marathon 22-hour flight from London

through a marathon 22-hour flight from London

to Sydney, Australia.

There are 440 passengers and 29 crew on board.

There are 440 passengers and 29 crew on board.

A former fighter pilot, Richard de Crespigny,

is one of the few pilots qualified

is one of the few pilots qualified

to captain an Airbus A380.

Everyone ready for takeoff?

The A380 is

The A380 is

the latest generation of innovation,

automation, and excellence.

automation, and excellence.

And it's the largest, most complex aircraft in the sky.

First Officer Matt Hicks's main duty is to monitor

the vast number of electronic gauges

the vast number of electronic gauges

and computer displays needed to fly

this state-of-the-art aircraft.

this state-of-the-art aircraft.

Everything's looking good here, Richard.

The more automated aircraft get,

it doesn't necessarily make them easier to fly.

it doesn't necessarily make them easier to fly.

It just makes them different to fly.

Today, de Crespigny's flight skills

are being evaluated by fellow pilot Dave Evans.

are being evaluated by fellow pilot Dave Evans.

This is an annual requirement at Qantas.

The A380 is powered by four massive Rolls-Royce engines.

The A380 is powered by four massive Rolls-Royce engines.

Each can deliver 72,000 pounds of thrust.

They designed wonderful engines.

Very reliable.

V1.

V1.

Rotate.

Autopilot.

Autopilot.

On.

Climb out checklist, please.

Climb out checklist, please.

Autothrust is set.

And ECAM is clear.

And ECAM is clear.

The ECAM, or Electronic Centralized

Aircraft Monitor, keeps watch over all the onboard systems

Aircraft Monitor, keeps watch over all the onboard systems

and alerts the crew to the slightest malfunction.

and alerts the crew to the slightest malfunction.

The first few minutes in the air are uneventful.

The atmosphere in the cabin was...

The atmosphere in the cabin was...

was perfectly casual.

We were chatting away the whole time since we were seated.

We were chatting away the whole time since we were seated.

We're losing an engine.

There was a loud explosion.

My reaction immediately, I think,

My reaction immediately, I think,

was oh, my goodness, maybe this is it.

was oh, my goodness, maybe this is it.

We've lost number two.

There's something wrong with the A380's number

two engine.

two engine.

Holding 7,500 feet.

De Crespigny takes back

control from the autopilot.

control from the autopilot.

I press the Altitude Hold

button, which would cause the nose to lower,

and the aircraft leveled.

and the aircraft leveled.

Matt, ECAM actions.

On it.

Hicks faces a barrage of error messages on the ECAM.

Hicks faces a barrage of error messages on the ECAM.

We had to work our way through it

and build up a picture of what was

going on with the aeroplane.

Number two's overheating.

The crisis escalates.

The engine is now in flames.

This plane is in very real danger of becoming a fireball.

Qantas Flight 32 is in serious trouble.

Number two is overheating.

First Officer Matt Hicks

First Officer Matt Hicks

activates the emergency extinguishers

inside the burning engine.

Fire number two.

Fire number two.

Push button.

Confirmed.

It was stressful.

It was difficult.

It was difficult.

The warning's off.

I think the fire's out.

They've dealt with one alarm,

They've dealt with one alarm,

but the emergency isn't over.

Failure messages persist.

OK, I've cleared slate one and two.

OK, I've cleared slate one and two.

What have you got for me now?

Hydraulics.

In a training environment,

you probably only do two or three consecutive failures.

you probably only do two or three consecutive failures.

And in this case, I think we had 58.

And in this case, I think we had 58.

And that list of failures is growing.

Degraded pneumatics, hydraulics, electrics.

Degraded pneumatics, hydraulics, electrics.

Power to the left wing shut down.

Flaps, slats, and ailerons are damaged, but operable.

Flaps, slats, and ailerons are damaged, but operable.

Captain de Crespigny needs

to get the A380 back to Singapore

before it's impossible to fly it.

before it's impossible to fly it.

We don't want to stay one minute more

in the air than we have to.

in the air than we have to.

Singapore, Qantas 32, we require a left

turn back towards Singapore.

Qantas 32, Singapore, turn left heading 020.

Qantas 32, Singapore, turn left heading 020.

Singapore is about 217 miles away.

Singapore is about 217 miles away.

The captain needs more information

on the damaged engine, but it can't be seen from the cockpit.

on the damaged engine, but it can't be seen from the cockpit.

Second Officer Matt Johnson goes back to investigate.

Second Officer Matt Johnson goes back to investigate.

The hole that was in the wing that had been

made by the explosion seems, from what I could see,

made by the explosion seems, from what I could see,

quite a large hole, like a couple of feet across.

And all the metal was jagged and sticking up.

And all the metal was jagged and sticking up.

And we could see the stream of the fuel coming out.

The A380's wings are filled with more than 100

The A380's wings are filled with more than 100

tons of highly flammable fuel.

We were all just wondering,

what was going to happen next?

What can you tell me, Matt?

Number two's blown apart, cut holes through the wing,

Number two's blown apart, cut holes through the wing,

and we're leaking fuel.

The news helps explain why

so many systems are failing.

so many systems are failing.

Vital flight controls run through the wing.

These are likely damaged by shrapnel from the burst engine.

These are likely damaged by shrapnel from the burst engine.

We had so many checklists...

100 in the air... that it took Matt 55 minutes to stabilize

100 in the air... that it took Matt 55 minutes to stabilize

the aircraft so that this aircraft

situation didn't get worse.

situation didn't get worse.

That is unprecedented in aviation history.

The pilots are finally near Singapore.

The pilots are finally near Singapore.

Dave, I need you to run the numbers on this landing.

Check Captain Dave Evans does the math.

Check Captain Dave Evans does the math.

Three engines, full load, all that.

He uses the A380 landing software to calculate

He uses the A380 landing software to calculate

how much runway they'll need to bring the huge plane to a stop.

The computer says we can't make it.

Runway is too short.

With the nine failures

With the nine failures

that I put into the system and the surface conditions

in Singapore, at our maximum landing weight,

in Singapore, at our maximum landing weight,

I couldn't come up with an answer.

I couldn't come up with an answer.

The A380 is weighed down with fuel.

Almost none of the 105 tons it took on for the flight

Almost none of the 105 tons it took on for the flight

to Sydney is used up.

Can we dump some fuel?

That's a good idea, but we can't.

Fuel transfer pumps are down.

Fuel transfer pumps are down.

Damn it.

The heavy load of flammable fuel

The heavy load of flammable fuel

means any landing attempt will be dangerous.

We were some 40 tons above our maximum landing weight.

We were some 40 tons above our maximum landing weight.

And the heavier you are, the more

runway and the higher speeds will be on your approach.

runway and the higher speeds will be on your approach.

Evans first set of numbers

gives him the worst case scenario.

He tries again with some more optimistic numbers.

He tries again with some more optimistic numbers.

OK, looks like we can do it with 139 meters to spare.

OK, looks like we can do it with 139 meters to spare.

139 meters surplus on a 4,000 meter runway

139 meters surplus on a 4,000 meter runway

is a slim margin, but it's better than a -139 meters.

is a slim margin, but it's better than a -139 meters.

What do we need for our approach speed?

166 works.

166 works.

Captain de Crespigny doesn't

know if his plane is capable of landing with any precision.

know if his plane is capable of landing with any precision.

OK, let's see what you can do.

He rolls the plane carefully

left and right to simulate lining up with the runway.

left and right to simulate lining up with the runway.

We had degraded roll control.

So I knew that we had to certify the aeroplane ourselves

So I knew that we had to certify the aeroplane ourselves

to fly before we landed.

OK.

There's barely enough control

There's barely enough control

to roll the plane to the right.

If the few flight controls that we have

remaining are working to their limit, then clearly,

remaining are working to their limit, then clearly,

we have very little margin for maneuvering

when we come in to land.

Four green, confirmed gear down

Qantas Flight 32 is now

just two minutes from landing.

just two minutes from landing.

de Crespigny adjusts the throttle

so he can land at the slowest speed possible to make

so he can land at the slowest speed possible to make

it easier to stop.

Air speed low.

Damn, not that slow.

Damn, not that slow.

Air speed low.

The Airbus is getting close to stalling.

The Airbus is getting close to stalling.

Air speed low.

If we sped up 3 knots,

we would run off the runway.

We slow down 1 knot, we get a speed warning.

We slow down 1 knot, we get a speed warning.

De Crespigny has just one shot at landing Flight 32.

Everybody ready?

At the end of the day, it just came down to,

I think, we've covered everything.

I think, we've covered everything.

Can anyone think of anything?

No?

OK, let's go and do it.

OK, let's go and do it.

Confirm Fire Services standing by.

Affirmative.

100.

100.

The pilots of Qantas Flight 32 struggle to guide

their plane toward the runway.

their plane toward the runway.

You think about your kids.

You think about your wife.

And that's just what you do.

And that's just what you do.

And then it was game on, again.

50.

40.

30.

30.

20.

We had lost one reverse.

We had half the spoilers on the wings not working.

We had the ailerons not making a speed brake action.

We had the ailerons not making a speed brake action.

If the pilots can't slow the plane down,

they'll overshoot the runway.

they'll overshoot the runway.

Brakes, brakes, Rich.

Put on the brakes. Pump them.

Push them.

Push them.

Brakes.

Full brakes, Rich.

I am!

My feet are flat to the floor.

The A380 stops with just 500 feet to spare.

The A380 stops with just 500 feet to spare.

Beautiful.

Welcome to Singapore, guys.

Despite an engine exploding,

a massive system failure, and being weighed down with fuel,

a massive system failure, and being weighed down with fuel,

the pilots of Qantas Flight 32 have landed their crippled jet

with no loss of life.

with no loss of life.

When we finally...

When we finally...

finally walked off the plane, there

was a great sense of relief.

was a great sense of relief.

And I noticed my legs were shaking,

which I kind of thought, oh, why are my legs shaking?

I guess, maybe, I must've been a bit

I guess, maybe, I must've been a bit

more nervous than I was aware.

Safely on the ground, the flight crew

can finally check out the engine.

can finally check out the engine.

I was shocked.

I'd never seen such extraordinary damage

to an aeroplane before.

The Trent 900 is an increasingly popular engine.

The Trent 900 is an increasingly popular engine.

What a disaster.

I've never seen anything like it.

I've never seen anything like it.

It's up to the Australian Transport Safety

Bureau to find out what happened.

An uncontained engine

An uncontained engine

failure is a pretty rare event.

We knew that this was going to be a big investigation,

particularly for the ATSB.

particularly for the ATSB.

Investigators examine the engine

that burst into flames.

that burst into flames.

Oil fire.

The inside is charred and covered with soot and oil.

The inside is charred and covered with soot and oil.

This strongly suggests there was an oil leak.

Kev, I think we got it.

Kev, I think we got it.

At that point, it was all wow,

At that point, it was all wow,

this is a really important moment of the investigation.

Investigators determined that a narrow pipe

Investigators determined that a narrow pipe

snapped and released oil into the area

around the turbine disk.

The broken part is called a stub pipe.

The broken part is called a stub pipe.

This nearly brought down an A380?

This nearly brought down an A380?

Jeez, man.

Investigators believe the oil from the broken stub

pipe ignited and burned at more than 1,800 degrees Fahrenheit.

pipe ignited and burned at more than 1,800 degrees Fahrenheit.

pipe ignited and burned at more than 1,800 degrees Fahrenheit.

Fire number two, push button.

Confirmed.

The fire damaged the drive shaft, which allowed

The fire damaged the drive shaft, which allowed

the turbine disk to spin faster and faster,

until it broke apart.

The internal oil fire happened so quickly

and accelerated that the crew had absolutely

no opportunity to shut down that engine

no opportunity to shut down that engine

before the engine failure.

But what caused the stub pipe to break,

nearly killing 469 people?

nearly killing 469 people?

Investigators send what's left of the pipe

Investigators send what's left of the pipe

to the engine's manufacturer, Rolls-Royce.

Engineers make a startling discovery.

One side of the pipe is thinner than the other.

One side of the pipe is thinner than the other.

That allowed it to break apart, spray the engine with oil,

That allowed it to break apart, spray the engine with oil,

and cause a near catastrophic fire.

It's no wonder, it cracked.

It's no wonder, it cracked.

We're only talking, it was 0.35 millimeters in thickness.

That's a couple of sheets of paper.

There are 28 A380s in service with

the same Rolls-Royce engine.

the same Rolls-Royce engine.

The ATSB calls for a fix.

The ATSB calls for a fix.

As a result of this investigation,

all engines that had non-conforming oil feed pipes

all engines that had non-conforming oil feed pipes

have been removed from service.

Investigators conclude that Flight 32 ended safely

Investigators conclude that Flight 32 ended safely

because the highly-trained crew responded

quickly and effectively.

Matt, ECAM actions.

Matt, ECAM actions.

I'm truly proud of every one

in the aircraft that day.

in the aircraft that day.

And I'm really proud of the decisions

we made, the way we worked as a unified, cohesive team.

Dave, I need you to run the numbers on this landing.

I think in every regard,

the Qantas 32 story is one of aviation's finest hours.

What a pilot needs to deal with the unexpected

is this combination of skill, training, intelligence.

is this combination of skill, training, intelligence.

is this combination of skill, training, intelligence.

They aren't just flying on autopilot.

They're someone who understands all the systems on their plane.

They're someone who understands all the systems on their plane.

And by troubleshooting, figuring out what they might do with one

system to make up for the loss of another, and that's

system to make up for the loss of another, and that's

a very special skill.

Eight years before, that same kind of skill

Eight years before, that same kind of skill

was pushed to the limit.

Northwest Airlines Flight 85 is making

Northwest Airlines Flight 85 is making

its way over the Bering Sea toward Narita Airport in Japan.

Frank, I'm taking the lasagna.

You get option B.

Does option B includes starving?

Does option B includes starving?

Captain Frank Geib is at the controls

of the Boeing 747-400.

of the Boeing 747-400.

He has more than 11,000 flying hours.

You sure, you're not hungry?

You sure, you're not hungry?

Mike Fagan... a Vietnam veteran

with 25 years flying experience...

is the First Officer.

is the First Officer.

Trust me, I'm good.

Flight 85 is more than six

hours from landing at Narita.

hours from landing at Narita.

Captain Geib faces a life and death scenario.

Captain Geib faces a life and death scenario.

Did we lose an engine?

Do we still have engines?

We still have all engines.

We still have all engines.

That's not it.

The lives of 386 passengers

depend on what the pilots do in the next few minutes.

depend on what the pilots do in the next few minutes.

Northwest Airlines Flight 85 is on the brink of disaster.

Northwest Airlines Flight 85 is on the brink of disaster.

The plane banks violently to the left.

Captain Geib disconnects the autopilot

and pulls back on the control column to level the wings.

and pulls back on the control column to level the wings.

Frank, have you got it?

Yeah, I think I've got it.

Yeah, I think I've got it.

If it's not the engines, then we have a problem with the rudder.

The pilots have leveled the plane,

The pilots have leveled the plane,

but they're still struggling to maintain control.

The warning system confirms Geib's suspicion.

The warning system confirms Geib's suspicion.

Yaw damper lower.

The rudder system isn't responding.

The rudder system isn't responding.

The rudder controls the plane's left and right movements.

The rudder controls the plane's left and right movements.

On the 747, there's both an upper and lower rudder.

For some reason, the lower rudder is

For some reason, the lower rudder is

stuck 17 degrees to the left.

Using the foot pedals, Geib can barely

Using the foot pedals, Geib can barely

control the upper rudder, which is still functioning.

Anchorage is two hours behind us.

Anchorage is two hours behind us.

Call them and declare an emergency.

We're turning around.

We're turning around.

He needs the rudder to turn the plane around.

But Captain Geib can't rush his moves.

But Captain Geib can't rush his moves.

We had no idea what the problem was.

So Frank was very cautious on using the rudder, which

So Frank was very cautious on using the rudder, which

means that he had to use full aileron

to control the aircraft.

P3, get them back.

Geib calls on the senior pilots,

Geib calls on the senior pilots,

Captain John Hanson and First Officer David Smith, resting

in the flight crew's cabin.

in the flight crew's cabin.

Let's move it.

What's happening?

What's happening?

Lower rudder is hard over 17 degrees to the left.

We don't know why, and it's not responding.

We don't know why, and it's not responding.

We don't know what else is wrong, yet.

We don't know what else is wrong, yet.

Frank was the junior captain.

I was the senior captain.

And when I saw him battling the controls,

And when I saw him battling the controls,

I decided that I was going to take over.

First Officer Fagan must now

First Officer Fagan must now

hold the yoke steady as Captain Geib relinquishes

control of the plane.

control of the plane.

I have control.

Any mishandling of the controls

could send the plane into a fatal spin.

could send the plane into a fatal spin.

I was pretty appalled

at how much force it took to fly this big, beautiful airplane.

at how much force it took to fly this big, beautiful airplane.

Keeping the huge aircraft level at 35,000 feet

Keeping the huge aircraft level at 35,000 feet

is becoming increasingly difficult.

The control wheel was shaking because

The control wheel was shaking because

the whole airplane was shaking.

Hanson decides to descend

to a lower altitude, where denser

air will provide more lift.

air will provide more lift.

But we had to be very careful

how we flew this airplane.

The tail might be coming apart, the rudder

The tail might be coming apart, the rudder

might be just barely hanging on, or it

could be a hydraulic problem.

could be a hydraulic problem.

Are you ready to do this?

All set.

You want to do it very carefully so they're

You want to do it very carefully so they're

handling the controls under this really unusual circumstance

as carefully and gently and as delicately as they can.

as carefully and gently and as delicately as they can.

28,000.

The pilots get the plane down to 28,000 feet.

The pilots get the plane down to 28,000 feet.

But the physical effort needed to fly the damaged 747

But the physical effort needed to fly the damaged 747

is taking its toll.

Yeah, my leg's starting to cramp up.

Yeah, my leg's starting to cramp up.

I'm having a tough time holding this together.

We were pushing so hard with our leg

on that rudder pedal that we could only

do it for about 10 minutes.

You're going to have to take it.

You're going to have to take it.

Are you ready?

I'm ready.

All right.

Nice and easy.

Nice and easy.

They were facing really,

a very confusing situation.

It was something that they had never done in training.

It was something that they had never done in training.

Something they'd never seen in training.

There are going to be some circumstances where

a pilot is going to have to figure out

a pilot is going to have to figure out

what to do on his or her own.

The pilots have managed

to reach Anchorage, Alaska and slowly descend to 14,000 feet.

to reach Anchorage, Alaska and slowly descend to 14,000 feet.

Flying gets even more difficult.

Flying gets even more difficult.

The rudder is tied to airspeed and altitude.

The lower you get, the further the rudder goes out.

The lower you get, the further the rudder goes out.

So then it required more rudder, more aileron, and that

So then it required more rudder, more aileron, and that

was physically exhausting.

OK, we can't do this anymore.

OK, we can't do this anymore.

Let's use the engines.

Dave, get on the levers.

One and two up.

Three and four down.

Three and four down.

Just like on United Flight 232,

First Officer David Smith will stagger the throttles

First Officer David Smith will stagger the throttles

to help control the plane.

Minutes before touchdown, the pilots

Minutes before touchdown, the pilots

increased power to the left engines

while reducing power to the right.

while reducing power to the right.

This uneven thrust should help keep the plane straight.

I thought if there's ever going

to be a time that you fly a perfect approach,

to be a time that you fly a perfect approach,

it's got to be this one.

If the crew makes a mistake,

there will be no second chance.

there will be no second chance.

With their rudder damaged, Captain John Hanson

With their rudder damaged, Captain John Hanson

and his crew now need to land the aircraft.

Northwest 85 cleared land.

Northwest 85 cleared land.

Emergency equipment standing by.

Roger, cleared to land.

Roger, cleared to land.

Let's make sure we get it right the first time.

As far as the missed approach is concerned,

we're not going to do one.

we're not going to do one.

We're just going to do it right the first time.

We're going to put it right on the spot.

We're going to put it right on the spot.

On touchdown, First Officer Fagan

will take the control column.

Captain Hanson will guide the front wheels with the tiller.

Captain Hanson will guide the front wheels with the tiller.

OK, everyone, here we go.

One false step and the plane

could come off the runway.

could come off the runway.

Touch down in five.

Prepare for Impact.

Brake! Brake!

Brake! Brake!

Brake!

You got it?

I got it.

We got it.

We got it.

Good job, Mike.

Good job, Mike.

Good job, guys.

Every one in the cockpit

was finally able to exhale.

was finally able to exhale.

Against the odds, the crew performs

an astounding feat of flying.

an astounding feat of flying.

All 404 people on board survive.

With the emergency over, controllers

can see what the pilots can't.

That's quite the rudder he got there.

That's quite the rudder he got there.

Must have been a hell of a ride.

Oh, yeah, it was a real joy ride.

Oh, yeah, it was a real joy ride.

The pilots have narrowly avoided a fatal crash.

Now, the NTSB must find out what went wrong on Flight 85.

Investigators immediately discover

Investigators immediately discover

a trail of hydraulic fluid leaking

from the rear of the plane.

The pilot's foot pedals are linked to the rudder

by a hydraulic power control module, or PCM.

by a hydraulic power control module, or PCM.

When the pilot depresses the pedals,

the PCM adjusts the hydraulic pressure,

the PCM adjusts the hydraulic pressure,

which moves the rudder.

They opened up the access panels in the tail,

They opened up the access panels in the tail,

and they noticed that the end cap on the control module

had separated.

had separated.

The end cap is a circular piece about 2

and 1/2 inches in diameter.

and 1/2 inches in diameter.

And it had completely fractured all of the way

around its diameter and had then fallen off.

around its diameter and had then fallen off.

Without the end cap in place,

the internal piston moved too far,

resulting in a rudder hardover.

resulting in a rudder hardover.

The failure of this one piece of engineering

nearly brought down the plane.

Exhaustive tests can't determine the cause of the fracture.

Exhaustive tests can't determine the cause of the fracture.

We were very frustrated when we realized

that all of the paths we chased down

that all of the paths we chased down

didn't give you that aha, eureka moment.

Nevertheless, the NTSB recommends

that airlines check the power control module more frequently.

that airlines check the power control module more frequently.

On Flight 85, the sudden loss of the lower rudder

would have caused a catastrophe if not for the quick reactions

would have caused a catastrophe if not for the quick reactions

of the pilots.

Frank, have you got it?

Yes, I think I've got it.

Yes, I think I've got it.

If Frank hadn't reacted the way he had,

we probably would not be here to tell the story.

we probably would not be here to tell the story.

Captain Geib's actions in the first few seconds

were critical to saving the plane.

It then took all four pilots to get the plane to Anchorage

It then took all four pilots to get the plane to Anchorage

and land it safely.

I think this crew

I think this crew

did a phenomenal job in getting this aircraft back

on the ground.

In 2003, the Airline Pilot's

In 2003, the Airline Pilot's

Association honored the crew of Northwest Airlines Flight

85 for their incredible flying.

85 for their incredible flying.

We got it.

In this day and age of automated cockpits,

hand flying is in danger of becoming a lost art.

hand flying is in danger of becoming a lost art.

We have to remember, as pilots, that we are there

We have to remember, as pilots, that we are there

because of our flying skills.

We had prepared so well for this thing

We had prepared so well for this thing

that the failure was not an option.

Your pilot is only as good as his or her training.

Your pilot is only as good as his or her training.

So if you want your pilots to be superheroes and save the plane,

So if you want your pilots to be superheroes and save the plane,

you have to give them the best training.

They have to have a lot of experience, lots of hours

in the air, and they have to be able to work with each other

in the air, and they have to be able to work with each other

to save a plane when the unthinkable happens.