Original subtitles

Three different planes experience

the same devastating situation.

the same devastating situation.

What the hell?

Engines detaching mid-air.

Engines detaching mid-air.

Looks like we've lost number 1.

Put in an emergency!

They didn't even know the engine was actually gone.

They didn't even know the engine was actually gone.

Each case has vastly different consequences.

Each case has vastly different consequences.

The throttle cables must be cut.

We're losing hydraulics on system 3.

No, 3 and 4.

No, 3 and 4.

300 feet.

We're losing altitude.

Three separate crews must

Three separate crews must

use all their skills to get their passengers to the ground

safely.

Ladies and gentlemen,

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Max capacity load.

- Emergency dispatch. - Mayday!

Mayday!

Mayday!

Brace for impact!

On a clear Friday afternoon, the crew of American

Airlines Flight 191...

Airlines Flight 191...

Rudder is set.

...prepares for takeoff...

Spoilers armed.

...from Chicago's O'Hare Airport.

...from Chicago's O'Hare Airport.

Any updates on the weather?

Captain Walter Lux is a seasoned pilot

Captain Walter Lux is a seasoned pilot

with 22,000 flying hours.

Surface wind, 20 degrees at 22 knots.

Surface wind, 20 degrees at 22 knots.

Nothing but blue skies.

He and first officer James Dillard

are piloting a DC-10.

are piloting a DC-10.

Its three-engine configuration makes

it one of the most recognizable jets on the runway.

The 258 passengers settle in for the flight to Los Angeles.

The 258 passengers settle in for the flight to Los Angeles.

V1, rotate.

Damn.

There's the turbulence.

There's the turbulence.

Not too rough.

Did you see that?

I've lost power to my side.

I've lost power to my side.

The captain's instrument panel has gone dark.

Looks like we've lost number one 1.

Power in the left engine has gone.

Power in the left engine has gone.

You have to keep going.

You have to climb out.

You have to climb out.

And if there's something wrong with the airplane,

even if the problems are critical,

your best hope is to keep going, to climb,

your best hope is to keep going, to climb,

contact ATC, and come around and land somehow, somewhere.

contact ATC, and come around and land somehow, somewhere.

Look at this.

Look at this.

Right away, the air traffic

Right away, the air traffic

controller spots trouble.

Equipment.

I need equipment.

He blew an engine.

He blew an engine.

We're banking. Go right!

Go right!

The plane is just 325 feet from the ground,

but it's banking sharply to the left.

but it's banking sharply to the left.

I can't hold it.

What's going on?

What's going on?

The pilots can't achieve the altitude they need

and they bank even further.

I'm losing it.

I'm losing it.

Go right! Go right!

Come on!

Come on!

300 feet.

We're losing altitude.

We're losing altitude.

Witnesses on the ground

Witnesses on the ground

can clearly see Flight 181 flying on its side.

We're still turning.

Level, baby, level.

Brace, brace, brace!

There he goes.

The DC-10 slams into a hangar

The DC-10 slams into a hangar

at the edge of the airport.

The plane's loaded fuel tanks spark a terrifying inferno.

The plane's loaded fuel tanks spark a terrifying inferno.

31 seconds after takeoff, almost nothing is left of Flight 191.

31 seconds after takeoff, almost nothing is left of Flight 191.

All 271 people on board are dead.

All 271 people on board are dead.

Two workers inside the hangar are also killed.

It's the worst aviation disaster in US history.

It's the worst aviation disaster in US history.

A lot of people saw this happen.

Let's see what they can tell us.

Let's see what they can tell us.

The NTSB, America's National

Transportation Safety Board, is called in

Transportation Safety Board, is called in

to investigate what went wrong.

They start with the controller who witnessed

They start with the controller who witnessed

the shocking incident.

Look at this.

Look... look at this.

Look... look at this.

The air traffic controller

reveals that Flight 191's left engine did more than fail.

reveals that Flight 191's left engine did more than fail.

The engine fell off the plane just after they lifted off.

The engine fell off the plane just after they lifted off.

If you were sitting on the left-hand side of the airplane,

what you would have seen was the number 1 engine

on the left side rotated up and flipped back

on the left side rotated up and flipped back

and disappeared behind you.

Did you see that?

Did you see that?

These engines are actually designed to go back up

over the wing in case of failure so that they will miss

over the wing in case of failure so that they will miss

the tail as they go by and not cause

damage to the tail section.

damage to the tail section.

Investigators scour the wreckage

for clues about when the engines separated.

Well, my first priorities would be to look

Well, my first priorities would be to look

at the actual separation.

Where is it that this engine broke?

This is definitely part of the pylon.

I've never seen one break like that.

I've never seen one break like that.

The pylons are mounted under the wings.

Each one is strong enough to suspend an engine

Each one is strong enough to suspend an engine

weighing 11,700 pounds.

The pylon is designed very well strength-wise.

The pylon is designed very well strength-wise.

You take a lot of load, much more load

than you would normally see in the course

than you would normally see in the course

of the airplane life.

The pylon gets its strength

from two internal bulkheads, one forward and one rear.

from two internal bulkheads, one forward and one rear.

The bulkheads also provide secure points of attachment,

The bulkheads also provide secure points of attachment,

ensuring that the engines are firmly fixed to the wings.

ensuring that the engines are firmly fixed to the wings.

It's almost inconceivable that one of the strongest

parts of the aircraft, with its fail safe design,

parts of the aircraft, with its fail safe design,

could break apart.

Any idea what happened to it?

I need to see the rest of the pylon.

I need to see the rest of the pylon.

While experts recover the rest of the broken pylon,

While experts recover the rest of the broken pylon,

investigators cross-check the aircraft's maintenance records.

They discover that the left engine

was removed for servicing eight weeks prior to the crash.

was removed for servicing eight weeks prior to the crash.

Any time that you have an airplane that's

been into maintenance just before a crash, that

been into maintenance just before a crash, that

also raises all sorts of warning flags.

All sorts.

Go down to Tulsa.

Let's see what they did.

If you have an investigation that involves maintenance,

If you have an investigation that involves maintenance,

you don't go inside the hangar, you don't follow that trail,

you're gonna miss some issues.

you're gonna miss some issues.

The team splits.

One group follows the maintenance trail for clues.

One group follows the maintenance trail for clues.

The other stays behind to piece together the broken pylon.

See, that had to happen before the crash.

Just don't know why.

Just don't know why.

Close examination reveals a crack in the metal.

It's a tell tale sign that the pylon bulkhead was already

It's a tell tale sign that the pylon bulkhead was already

damaged before the crash.

You can see where it spread, all along there.

You can see where it spread, all along there.

The crack runs along the top edge

of the rear bulkhead.

of the rear bulkhead.

The cracks were consistent with a fatigue phenomenon

from repeated loads.

Each time the load occurs, you then

Each time the load occurs, you then

have an extension of the crack.

And there's another clue,

And there's another clue,

a dent on the pylon bulkhead right

where the crack seems to start.

Looks like something hit the pylon.

OK.

I'll see what I can find.

I'll see what I can find.

In Tulsa, investigators

observe another DC-10 undergoing the same maintenance that

observe another DC-10 undergoing the same maintenance that

was performed on Flight 191.

Can you take me up and show me how the engine's mounted?

Can you take me up and show me how the engine's mounted?

OK, bring her up.

They discover that to save time, the airline modified

They discover that to save time, the airline modified

a key maintenance procedure.

Servicing an engine usually involves

Servicing an engine usually involves

removing it from the pylon and leaving

the pylon attached to the wing.

It requires unfastening hundreds of connections.

It requires unfastening hundreds of connections.

Procedures from the manufacturer were deemed to be

too time-consuming, and they could do it faster,

too time-consuming, and they could do it faster,

better, cheaper.

The quicker way involves

taking out just three bolts.

taking out just three bolts.

The engine can then be removed from the wing while still

attached to the pylon.

It was easier.

It was easier.

The attach points from the pylon to the wing were accessible.

The attach points from the engine to the pylon

were much more difficult to take apart and put back together.

were much more difficult to take apart and put back together.

Removing is not the issue.

It's the attempt to reinstall...

Whoa, stop!

...is where the problem comes from.

Left a bit.

Left a bit.

Now up.

They were using the forklift, and this forklift

is not very manageable.

is not very manageable.

It cannot be finely controlled as far

as the altitude is concerned.

Whoa, stop.

Whoa, stop.

Stop.

I think I know what happened.

I think I know what happened.

Take her down.

The team is now on the verge of discovering how

a mysterious dent in an engine pylon

a mysterious dent in an engine pylon

set off a catastrophic chain of events.

I can't hold it.

I can't hold it.

What do you got?

NTSB investigators learned that a maintenance crew

NTSB investigators learned that a maintenance crew

struggled to reattach the pylon into the mounting

bracket or clevis of Flight 191 just weeks before the crash.

bracket or clevis of Flight 191 just weeks before the crash.

And then, it all came together.

And then, it all came together.

The clevis itself had produced this deformation

that was on the fracture.

The team concludes that the clevis

The team concludes that the clevis

on the doomed plane must have slammed

into the pylon bulkhead as the engine was being reattached.

into the pylon bulkhead as the engine was being reattached.

The impact could have initiated the crack that

led to the pylon's failure.

led to the pylon's failure.

Each time the plane took off, the stress

Each time the plane took off, the stress

that the massive engine put on the pylon

made the crack larger.

The engine is not only imparting a thrust load,

The engine is not only imparting a thrust load,

but it's also imparting a sideways load.

So each time you have this load, it breaks a little bit more

So each time you have this load, it breaks a little bit more

and more and more.

The team now understands

what caused the engine to tear off,

what caused the engine to tear off,

but that doesn't explain why Captain

Lux wasn't able to land.

The plane was in bad shape.

The plane was in bad shape.

It had lost an engine.

It had lost several critical systems,

but it was still airworthy and was still able to fly.

but it was still airworthy and was still able to fly.

In fact, you could lose a second engine shortly

after lift off and you would still be able to power

after lift off and you would still be able to power

the aircraft around.

Photos taken just before the crash

Photos taken just before the crash

provide investigators with a vital clue.

Is that hydraulic fluid?

Is that hydraulic fluid?

Several of the DC 10's hydraulic-lines run along

the leading edge of the wing.

the leading edge of the wing.

Take a look at this.

It's the area that was damaged the most

when the engine broke off.

We need to see those slats.

We need to see those slats.

American 191.

Thank you for taxi.

And hold runway 32 right.

And hold runway 32 right.

Flaps and slats to 10.

Deployed at takeoff, the slats increase

the wing's surface area, which enables pilots

the wing's surface area, which enables pilots

to climb at lower speeds.

Investigators discover that while all the slats

Investigators discover that while all the slats

on the right wing were extended, some slats on the left wing

were not.

were not.

You have one wing that is flying

and the other wing that isn't.

The team determines that the engine tore away

from the wing with enough force to rupture the hydraulic lines.

The fluid keeping the slats extended on the left wing

The fluid keeping the slats extended on the left wing

would have drained quickly.

I can't hold it.

Without fluid, some slats on the left wing

Without fluid, some slats on the left wing

retracted, causing that wing to lose lift.

retracted, causing that wing to lose lift.

The plane began to roll left.

I'm losing it.

Without full slats, the plane had required a higher

Without full slats, the plane had required a higher

speed to avoid stalling.

So why didn't the experienced pilots increase speed

So why didn't the experienced pilots increase speed

if they were about to stall?

To find out, investigators recreate

the takeoff in a simulator.

the takeoff in a simulator.

There is a stall warning system

that will advise the pilots when the airplane is about to stall.

It's called a stick shaker.

The stick shaker vibrates the control column

to get the pilot's attention.

to get the pilot's attention.

If you get a stall warning, you obviously lower the nose

and you apply full power and you fly it out of the stall.

and you apply full power and you fly it out of the stall.

Investigators examine the DC-10's stall warning.

Investigators examine the DC-10's stall warning.

They make an important discovery.

All the alarms are powered by the left engine.

All the alarms are powered by the left engine.

Once the engine broke off,

the stick shaker stall warning went dead.

I've lost power to my side.

I've lost power to my side.

We're banking.

Go right!

Go right!

Without that warning, the pilots didn't

Without that warning, the pilots didn't

know the plane was stalling.

Instead, they followed procedures for an engine

failure on takeoff.

failure on takeoff.

We're taught to pull back on the wheel

and go back to the minimum safe flying speed

and go back to the minimum safe flying speed

to get away from the ground.

Reducing speed is the opposite

of what pilots need to do when a plane is about to stall.

If they didn't know they were stalling,

they didn't stand a chance.

The pilots flew the plane exactly

The pilots flew the plane exactly

as they'd been trained to do, exactly as procedure

demanded that they fly it.

The NTSB concludes the pilots were not at fault.

The NTSB concludes the pilots were not at fault.

They do, however, fault American Airlines'

maintenance practices.

The Federal Aviation Administration

is also singled out for not enforcing the installation

is also singled out for not enforcing the installation

of stick shakers on both columns,

and for not mandating that warning systems be powered

by more than one engine.

by more than one engine.

The DC-10's hydraulics are also redesigned with special plugs

The DC-10's hydraulics are also redesigned with special plugs

to prevent slats and other control surfaces

from retracting if the lines get cut.

from retracting if the lines get cut.

When pilots say lose an engine,

we mean lose engine power.

This plane actually lost an engine.

This plane actually lost an engine.

This kind of accident never happened again.

This engine never fell off this kind of airplane again.

This engine never fell off this kind of airplane again.

Though the DC-10 never lost another engine,

Though the DC-10 never lost another engine,

it takes only a few years for a different aircraft

to face the same terrifying event.

to face the same terrifying event.

In Cold Bay, Alaska, Reeve Aleutian Airlines Flight 8

is set for takeoff, destination, Seattle, Washington.

is set for takeoff, destination, Seattle, Washington.

The route will take the plane over a wide area

The route will take the plane over a wide area

of the icy North Pacific.

Captain James Gibson is a hardened Bush pilot with more

Captain James Gibson is a hardened Bush pilot with more

than 25 years experience.

Set at takeoff thrust.

Gibson's flight engineer...

Gibson's flight engineer...

Thrust set.

...is 45-year-old Alaskan Gerald Moose Lauren.

His first officer is 39-year-old Gary Lintner.

Generally, we flew that route once a week.

Generally, we flew that route once a week.

On this particular day, we were scheduled

for five hours of flying time.

for five hours of flying time.

Gear up.

Gear up.

They're flying a Lockheed L-188 Electra, powered

They're flying a Lockheed L-188 Electra, powered

by four turboprop engines.

Gibson completes the turn on a course bound

Gibson completes the turn on a course bound

for Seattle when an unusual vibration resonates

throughout the cockpit.

throughout the cockpit.

You hear that, Gar?

I do.

I don't know.

I don't know.

- Have a look, would you? - Yeah.

You bet.

Flight attendant Wendy Kroon

helps Lauren check the engines.

And just as I looked out the window, the engine went.

And just as I looked out the window, the engine went.

As the prop came off, I thought, oh, crap.

As the prop came off, I thought, oh, crap.

It's gonna kill me.

It's gonna cut me in two.

But it flew forward, and then it came back

and slapped the engine, and then went underneath.

and slapped the engine, and then went underneath.

Holy crap!

A gash in the fuselage has caused

A gash in the fuselage has caused

an explosive decompression.

Cabin pressure dropping!

The rapid change in air pressure and temperature

creates heavy fog and starves the plane of oxygen.

creates heavy fog and starves the plane of oxygen.

You end up getting lightheaded,

and you can actually pass out.

The pilots must act quickly to have

The pilots must act quickly to have

any chance of saving the plane.

In the cockpit of Reeve Aleutian Flight 8,

Captain Gibson and First Officer Lintner

Captain Gibson and First Officer Lintner

attempt to regain control of the aircraft.

When the fog cleared, I saw out the window

When the fog cleared, I saw out the window

that we were in a right turn.

The damaged plane has veered off course

and is now flying northwest toward the Bering Sea.

and is now flying northwest toward the Bering Sea.

And so I naturally grabbed the yoke to try to level the wings.

And so I naturally grabbed the yoke to try to level the wings.

Jam!

No ailerons, either.

It felt like the yoke was in concrete.

It felt like the yoke was in concrete.

It just felt solid as a concrete block.

It just felt solid as a concrete block.

Meanwhile, Wendy Kroon and Moose

Lauren spring into action.

My first thoughts were, get the passengers

to the back of the airplane.

to the back of the airplane.

But the gash in the cabin floor

tells her everyone must stay put.

tells her everyone must stay put.

I had a really bad feeling.

I stopped with one foot still in the air.

Fear just ran through me.

Fear just ran through me.

I'm looking straight down at my foot over a hole

straight down to the ocean.

straight down to the ocean.

In the cockpit, a jammed control column...

In the cockpit, a jammed control column...

Damn it!

...won't let the pilots descend to a lower altitude

where there's more oxygen.

Everybody, calm down.

Everybody, calm down.

Just a second.

Gibson tries the autopilot.

Gibson tries the autopilot.

It's working.

The pilots realized the cables controlling manual operations

The pilots realized the cables controlling manual operations

are jammed, but those for the autopilot

seemed to be functional.

seemed to be functional.

Wings level.

Captain Gibson sets the autopilot

to keep the plane flying a steady and descending course.

to keep the plane flying a steady and descending course.

Now, he needs to slow it down.

Its high speed could tear the damaged plane to pieces.

Its high speed could tear the damaged plane to pieces.

Pull power back to 2,000.

Throttle.

Throttle.

Limp.

Nothing.

When his hand moved those throttles back,

When his hand moved those throttles back,

and the horsepower gauges didn't move,

and the horsepower gauges didn't move,

boy, I'll tell you what, I said, man,

I wish I'd have called in sick.

This was about as bad as it can get.

This was about as bad as it can get.

The throttle cables must be cut.

The pilots can't reduce their speed.

Let's see if we can get turned around.

Let's see if we can get turned around.

Gibson sets the autopilot to make a right turn

back towards Cold Bay.

back towards Cold Bay.

But the plane goes into a rapid rolling turn.

But the plane goes into a rapid rolling turn.

The autopilot's lateral control must also be damaged.

The autopilot's lateral control must also be damaged.

It scared the living crap out of all of us.

It scared the living crap out of all of us.

Gibson has no way of steering his airplane.

The crew and passengers are heading straight out to sea.

The crew and passengers are heading straight out to sea.

Declare an emergency.

Declare an emergency.

Mayday, mayday, this is Reeve Flight 8.

Flight dispatcher Richard Hough receives the call

of the Reeve Base in Anchorage.

of the Reeve Base in Anchorage.

Reeve 8, understand.

No flight control.

Confirm.

No, no, negative.

No, no, negative.

We got no manual control, but autopilot, vertical control

kind of working.

Approaching 10,000 feet.

Approaching 10,000 feet.

Dropping at 10,000 feet.

OK, we got you.

The autopilot brings the Electra

The autopilot brings the Electra

down low enough for everyone to breathe comfortably.

Thank God.

It's now safe to remove your masks.

It's now safe to remove your masks.

Yet, Gibson still can't move

his column enough to turn back.

his column enough to turn back.

And I thought, well, hell, maybe I can do that.

So I reached up and I grabbed the yoke and I just I moved it.

So I reached up and I grabbed the yoke and I just I moved it.

Whoa!

Lintner moves his column just enough

Lintner moves his column just enough

to turn the plane slightly.

Now, at least, we knew that we could overpower or help

Now, at least, we knew that we could overpower or help

the autopilot.

So that meant that probably, our control

cables were not severed.

cables were not severed.

The pilots combine their muscle

to force the plane into a right bank towards Cold Bay.

to force the plane into a right bank towards Cold Bay.

The wide turn will get the plane on course,

but won't provide the precision needed to touch down.

We can't land like this.

No chance in hell.

No chance in hell.

The older Electra is not

equipped to land on autopilot.

The landing has to be performed manually.

The landing has to be performed manually.

But there's a bigger problem.

The plane is still traveling too fast to land.

The plane is still traveling too fast to land.

The captain needs a longer runway.

Reeve 8 dispatch, consider flight direct to Anchorage.

Reeve 8 dispatch, consider flight direct to Anchorage.

Over.

Richard Hough proposes something risky.

Fly 440 miles northeast towards Anchorage Airport,

Fly 440 miles northeast towards Anchorage Airport,

which has two long runways.

which has two long runways.

This thing's a damn tank.

We'll make it.

OK, dispatch.

We are flying to Anchorage.

We are flying to Anchorage.

The controls were just real stiff,

The controls were just real stiff,

and all we knew was that as long as we tried to use

the autopilot and manually helped,

the autopilot and manually helped,

that we could fly the airplane a little bit.

It takes four hours for the crew of Flight 8

to get within sight of the runway.

But they still don't have the manual control

needed to touch down.

Dispatch, Reeve 8.

Hang on.

I gotta get some controls back or I absolutely cannot land.

I gotta get some controls back or I absolutely cannot land.

Over.

15 lives depend on the pilot's

skill grappling with the unpredictable aircraft.

skill grappling with the unpredictable aircraft.

Hours of wrestling with the damaged controls

Hours of wrestling with the damaged controls

have taken their toll on the captain.

Gary, I'm done.

You gotta take it.

As Lintner takes control,

As Lintner takes control,

he notices something that changes the entire situation.

I suddenly saw that the autopilot was off.

I suddenly saw that the autopilot was off.

It's turned off.

There are two sets of flight control cables

on the Electra, one set for the autopilot,

on the Electra, one set for the autopilot,

and one for manual control.

They work independently of each other.

Somehow, Lintner is hand-flying the plane without the help

Somehow, Lintner is hand-flying the plane without the help

of the autopilot.

And I turn to Jim and I said, hey, I've got control here.

And I turn to Jim and I said, hey, I've got control here.

What?

Man, immediately, he grabbed the yoke, and the two of us

got on it, and with the two of us, hell,

got on it, and with the two of us, hell,

we had pretty good control.

The pilots can now pitch the nose up

and can accurately line up with the runway.

and can accurately line up with the runway.

As long as we have manual control over the airplane

without the autopilot, we'll deal with the rest.

without the autopilot, we'll deal with the rest.

But this doesn't solve all of their problems.

The plane is still flying too fast to land safely.

The plane is still flying too fast to land safely.

So Gibson tries shutting down one of the engines.

So Gibson tries shutting down one of the engines.

OK, Moose, kill number 2.

Emergency shut down, engine number 2.

Emergency shut down, engine number 2.

The speed drops, but not enough.

The speed drops, but not enough.

Our problem was that we were just going too fast.

Our problem was that we were just going too fast.

Gibson cannot slow down the speeding plane,

but he must land the plane now.

It's his only chance to save everyone on board.

It's his only chance to save everyone on board.

Let's do this.

Reeve Flight 8 is moments from touching down.

Reeve Flight 8 is moments from touching down.

Anchorage, Reeve 8.

Ready to land, runway 6 right.

Ready to land, runway 6 right.

Gear down.

Gear down.

Gear down.

But with two engines stuck on full throttle,

landing at 160 knots could cause a fatal crash.

landing at 160 knots could cause a fatal crash.

146 knots.

146 knots.

The plane hits the ground 15 knots faster

than it should.

Gibson needs to act fast.

Gibson needs to act fast.

Cut all engines!

Emergency shut down engines 1 and 3.

It's a risky move.

It's a risky move.

Cutting the engine slows the aircraft,

but it also severs power to the hydraulic brakes

and the steering.

and the steering.

I mean, we're essentially passengers now.

We've become passengers with front row seats.

We've become passengers with front row seats.

The plane hurtles forward at tremendous speed.

All Gibson has left to try are the emergency brakes,

All Gibson has left to try are the emergency brakes,

and they don't have nearly as much stopping

power as the main brakes.

power as the main brakes.

The emergency brakes burst into flames.

The emergency brakes burst into flames.

We have a fire on the nosewheel.

Now, we're going off the runway.

Now, we're going off the runway.

We're definitely going off the runway.

We're just looking straight into that ditch.

Brace yourselves!

Nice!

The terrifying ordeal is finally over.

The terrifying ordeal is finally over.

Captain Gibson and his crew have landed a shattered plane

and saved the lives of everyone on board.

and saved the lives of everyone on board.

Sometimes, pilots have to fly by the seat of their pants

Sometimes, pilots have to fly by the seat of their pants

and they have to rely on their instincts.

What is that really?

It's experience and training.

The exceptional airmanship of Flight 8's crew

The exceptional airmanship of Flight 8's crew

prevented tragedy on the runway.

Now, it's up to the NTSB and lead investigator Ron Schleede

Now, it's up to the NTSB and lead investigator Ron Schleede

to find out what happened to bring Reeve

Flight 8 so close to disaster.

Flight 8 so close to disaster.

They study the wrecked plane.

The wreckage really didn't give us much of a clue

The wreckage really didn't give us much of a clue

because what we needed to look at was gone.

The propeller and the gearbox it was attached

to are both lost at sea.

The team turns to the flight data recorder,

but it, too, is of little use in determining why

but it, too, is of little use in determining why

the engine tore off in mid-air.

The flight recorder on this airplane

was a very rudimentary recorder.

was a very rudimentary recorder.

It records by a stylus scraping a metal foil.

It records by a stylus scraping a metal foil.

And so it's not a very scientific thing

compared to what we have today.

compared to what we have today.

But they still have to answer the crucial question.

Why was Gibson's plane so hard to control?

Why was Gibson's plane so hard to control?

The loss of a propeller is not necessarily catastrophic.

The loss of a propeller is not necessarily catastrophic.

It's designed to fly with only half its engines.

And still, with three engines intact,

Gibson could barely maneuver the plane.

Gibson could barely maneuver the plane.

NTSB investigators examined the gash where the propeller

punctured the hull.

It doesn't look like any cables were cut.

It doesn't look like any cables were cut.

It's only by taking a closer look at the tear

from inside the cabin that they finally discover

the source of the problem.

That buckling of the floor from the explosive

decompression jammed the flight controls

decompression jammed the flight controls

where the cables ran through holes in the floor structure.

where the cables ran through holes in the floor structure.

The autopilot and manual control cables

were both pinched by the collapsed floor.

were both pinched by the collapsed floor.

Jammed!

But because the autopilot uses hydraulics

to move the cables, it can apply far more force

to move the cables, it can apply far more force

on them than a human pilot.

This is why the autopilot was able to control

This is why the autopilot was able to control

the plane ever so slightly.

Hey, I've got some control here.

What?

But if the manual cables were jammed,

But if the manual cables were jammed,

why was the crew suddenly able to regain the control

they needed to land the plane?

A closer look at the pinched cables provides the answer.

Looks like they sawed their way out of this mess.

They kept pulling as hard as they could on the yoke,

They kept pulling as hard as they could on the yoke,

pushing and pulling, turning.

Come on!

Come on!

Deep scars in the hulls joists

reveal what happened.

The pinched control cables gradually carved grooves.

The pinched control cables gradually carved grooves.

They were actually cutting right into the metal

during the long flight before they landed.

during the long flight before they landed.

That gave the crew enough maneuverability

to line up with the runway.

to line up with the runway.

Anchorage, Reeve 8.

Ready to land, runway 6, right.

Ready to land, runway 6, right.

Clear to land, runway 6 right.

But it was Gibson's quick thinking

that saved the day.

that saved the day.

Cut all engines!

Emergency shut down, engines 1 and 3.

I personally thought that was probably

one of the smartest things that anybody ever

one of the smartest things that anybody ever

did in the history of aviation.

We've lost an engine.

We've lost an engine.

The only thing you have to rely on

is literally your training as a pilot,

and it makes all the difference in the world.

and it makes all the difference in the world.

Yet, even the most skilled pilots...

Mayday, mayday, mayday.

...may be powerless to stop

rogue engines from causing devastation

rogue engines from causing devastation

in a dense residential neighborhood.

Amsterdam Schiphol Airport.

Amsterdam Schiphol Airport.

An El Al cargo jet is fueled and ready to depart for Tel Aviv.

An El Al cargo jet is fueled and ready to depart for Tel Aviv.

El Al 1862, good evening.

Good evening, El Al 1862.

Good evening, El Al 1862.

Line up in sequence 01 left.

Roger.

The Boeing 747 is under the command

The Boeing 747 is under the command

of Yitzhak Fuchs.

He earned his wings in the Israeli military.

He earned his wings in the Israeli military.

Gedalya Sofer is the flight engineer.

Cleared for takeoff, 01 left.

Roger.

Roger.

First Officer Arnon Ohad will be handling

the controls for this flight.

the controls for this flight.

On the row.

Rotate.

Engines are looking good.

Engines are looking good.

Climb power is set.

For the first seven minutes of the flight,

the plane climbs steadily over the Dutch capital.

the plane climbs steadily over the Dutch capital.

Without warning, the 747 rolls violently to the right.

The crew has no idea why.

The crew has no idea why.

I have control.

You have control.

Engines 3 and 4 are out.

Engines 3 and 4 are out.

Both engines on the right wing have suddenly died.

The captain tries to level the plane.

The captain tries to level the plane.

We're losing hydraulics on system 3.

No, 3 and 4.

No, 3 and 4.

Critical flight controls begin to fail.

El Al 1862, mayday, mayday, we have an emergency.

El Al 1862, mayday, mayday, we have an emergency.

El Al 1862, do you wish to return to Schiphol?

El Al 1862, do you wish to return to Schiphol?

Affirmative.

Mayday, mayday, mayday.

We need to land.

See if they can get us down on runway 27.

See if they can get us down on runway 27.

Request runway 27 for landing.

In that case, heading 360.

In that case, heading 360.

Heading 360.

You only have 7 miles to go from current position.

You only have 7 miles to go from current position.

Damn it.

There's no way that we can slow down at this distance.

Captain Fuchs decides to descend and turn

Captain Fuchs decides to descend and turn

over Amsterdam so he can lose speed and altitude

before coming in for an emergency

landing at Schiphol airport.

landing at Schiphol airport.

Flaps 2.

Flaps 2.

Flaps 2.

Flaps 2.

All right, nice and easy.

Easy.

Easy.

Easy.

No, no, no, no!

No, no, no, no!

We're losing it!

By going slower, he was having even more control

problems than he already had.

problems than he already had.

No, no, no!

Come on!

Going down!

Going down.

1862, going down.

I can't hold it.

I can't hold it!

I can't hold it!

Come on!

El Al 1862 has slammed into

El Al 1862 has slammed into

an 11-story residential block.

The building is engulfed in flames.

The building is engulfed in flames.

It's not until dawn that the full extent of the crash

It's not until dawn that the full extent of the crash

becomes apparent.

No one on board has survived.

Another 43 people on the ground are dead.

Another 43 people on the ground are dead.

It's the worst aviation disaster in the history

of the Netherlands.

The Dutch government assigns Pim Van Santen to lead

the crash investigation.

the crash investigation.

How soon can I get my team in here?

Thank you.

Jeez.

There was a lot of pressure, both from the public,

There was a lot of pressure, both from the public,

from the press to come up with some findings

from the press to come up with some findings

as quickly as possible.

Dig in, guys.

We need those black boxes.

City officials have ordered

City officials have ordered

the crash debris to be taken to dump sites around Amsterdam.

That's where NTSB's Bob Benson joins the team.

That's where NTSB's Bob Benson joins the team.

Hang on, that's an engine part.

Hang on, that's an engine part.

Goes over there.

You'd be surprised how much building

You'd be surprised how much building

debris, pipes and things, can actually

look like airplane parts.

look like airplane parts.

It gets confusing.

Within hours, witnesses

provide a stunning lead.

provide a stunning lead.

Just minutes before the crash, they

saw what looked like two jet engines

saw what looked like two jet engines

fall into Lake Goymer, a lake east of the airport.

Losing two engines for us was...

Losing two engines for us was...

we've never heard of that before.

The entire investigation hinges

The entire investigation hinges

on the recovery of not one, but two engines

at the bottom of a lake.

The search of the lake pays off.

The team recovers the two missing

The team recovers the two missing

engines from the right wing.

Thorough examination leads investigators to discover

an unusual streak of paint on the cowling

of the inboard engine.

of the inboard engine.

Let's see if the lab can tell us where this came from.

Let's see if the lab can tell us where this came from.

In the meantime, the team recovers

In the meantime, the team recovers

the flight data recorder.

Its badly damaged condition means

it'll go to NTSB headquarters in Washington DC for analysis.

it'll go to NTSB headquarters in Washington DC for analysis.

Any luck?

The cockpit voice recorder is never found.

But there's a break in the case when the paint

But there's a break in the case when the paint

analysis results come in.

The paint found on the engine came

The paint found on the engine came

from the cone-shaped spinner at the front of another engine.

Get everyone together.

Get everyone together.

I think I know what happened.

Van Santen believes there's

only one possible scenario to explain the unusual finding.

only one possible scenario to explain the unusual finding.

See, this is engine 3.

See, this is engine 3.

Paint transfer is right there.

Paint transfer is right there.

No way engine 4 could come forward,

but if engine 3 came off first, it could fly back,

but if engine 3 came off first, it could fly back,

and the spinner would hit right here.

and the spinner would hit right here.

In other words, engine 3 knocked engine 4 off the plane.

In other words, engine 3 knocked engine 4 off the plane.

What the hell?

What the hell?

Pim Van Santen knows how engine

4 was knocked off the 747.

4 was knocked off the 747.

Now, he and his team have to determine why number

3 came off in the first place.

3 came off in the first place.

They scrutinized the engine fitting,

in particular, the crucial fuse pins which

secure the pylon to the wing.

A metallurgical scan leads to a stunning discovery.

A metallurgical scan leads to a stunning discovery.

There's a 4 millimeter crack on the inside of one

of the fuse pins.

If there's a micro crack in it,

If there's a micro crack in it,

it weakens the entire structure and makes it easier to break.

Once the fuse pin failed,

the entire engine fitting would have broken apart.

the entire engine fitting would have broken apart.

But there is still one more mystery to be solved.

The damaged plane got within sight of the runway.

The damaged plane got within sight of the runway.

No, no, no, come on!

Going down.

Going down.

But why couldn't it make it all the way there?

The damaged tape from the flight data recorder

The damaged tape from the flight data recorder

has been repaired.

OK, let's get started.

Pim Van Santen is now able to combine flight data...

Pim Van Santen is now able to combine flight data...

Engines are working fine at takeoff.

...with the recordings captured from the tower.

...with the recordings captured from the tower.

Flight level 210.

Roger.

Then, right here, the pylon fails.

Then, right here, the pylon fails.

Engine 3 breaks away.

Engine 3 moves sideways, tears off the leading edge,

Engine 3 moves sideways, tears off the leading edge,

and damages hydraulic lines before hitting engine 4.

We're losing hydraulics on system 3.

No, 3 and 4.

With half the hydraulics inoperable,

the massive jet becomes increasingly difficult

to balance and control.

Mayday.

Mayday.

We have an emergency.

We have an emergency.

They put out their flaps to slow down.

Flaps don't go out on the right side.

Much like American Airlines Flight 191, some

Much like American Airlines Flight 191, some

of the plane's hydraulics are so badly

damaged that the wing flaps can't extend as they should.

damaged that the wing flaps can't extend as they should.

When the speed drops, so does the wing.

When the speed drops, so does the wing.

Easy.

No, no, no, no!

We're losing it.

We're losing it.

More lift on the left, less on the right,

causing a roll to the right.

causing a roll to the right.

And as the aircraft slowed down, this rolling tendency

got harder and harder to counteract.

got harder and harder to counteract.

Come on!

Going down.

1862, going down.

1862, going down.

1862, going down.

43 dead because of one small part.

43 dead because of one small part.

Investigators conclude that the accident is the result

of a faulty fuse pin.

The Dutch-led team immediately calls on Boeing to redesign

The Dutch-led team immediately calls on Boeing to redesign

the critical engine fastener.

Boeing did a massive redesign of the pylons.

Boeing did a massive redesign of the pylons.

To its credit, the company knew they had a problem,

and they fixed it.

The safety record of subsequent generations

The safety record of subsequent generations

of aeroplanes says that problem has been solved.

of aeroplanes says that problem has been solved.

Three planes facing the nightmare of lost engines.

Three planes facing the nightmare of lost engines.

Lives lost, lives saved.

Lives lost, lives saved.

But vital lessons learned from each investigation

have made the skies safer.

have made the skies safer.

Good investigations of incidents and accidents

that do happen cause changes in the industry for the good.

that do happen cause changes in the industry for the good.

And that, I think, is why the accident rate worldwide has

just plummeted over the years.

just plummeted over the years.