All language subtitles for Air.Disasters.S20E24.1080p.PMTP.WEB-DL.DDP5.1.H.264-BLOOM_track3_[eng]

Three risky runways.

Three risky runways.

Line green manual flight.

One in Sao Paulo.

TAM 3054, clear to land.

TAM 3054, clear to land.

Another in the Himalayas.

Pakistan 268 report position.

And a third
on the coast of Norway.

And a third
on the coast of Norway.

You are cleared for
a visual approach.

Runway 33.

Each one
pushing pilots...

Each one
pushing pilots...

Down to 11,500.

...to call
on all their training.

You have mountains
to get over,

and then you have to
drop down to land.

and then you have to
drop down to land.

And there's still...

No spoilers.

Full brakes.

...to pull off...

Decelerate

...notoriously
difficult landings.

...notoriously
difficult landings.

It can't!

Decelerate.

Stop!

Stop!

What's happening?

What's happening?

No, no, no!

Ladies and gentlemen,

we are starting our approach.

we are starting our approach.

We lost both engines!

Put the mask over your nose.

Emergency.

Mayday!

Mayday!

Brace for impact!

Brace for impact!

It's going to crash!

TAM Airlines, Flight 3054

is en route from the Brazilian
city of Porto Alegre.

is en route from the Brazilian
city of Porto Alegre.

The Airbus A320 is headed
for Sao Paulo's Congonhas

The Airbus A320 is headed
for Sao Paulo's Congonhas

Airport 90 minutes away.

There are 181 passengers
aboard the evening flight.

There are 181 passengers
aboard the evening flight.

Captain Enrique Stefanini Di
Sacco and First Officer Kleyber

Captain Enrique Stefanini Di
Sacco and First Officer Kleyber

Lima learn that heavy
rain in Sao Paulo

Lima learn that heavy
rain in Sao Paulo

has temporarily shut
down 35L, the main runway

has temporarily shut
down 35L, the main runway

at their destination.

Did they say when
it would reopen?

No.

No.

For now,
the crew remains

on course, waiting for weather
updates from Sao Paulo.

on course, waiting for weather
updates from Sao Paulo.

Congonhas Airport
lies at the center

Congonhas Airport
lies at the center

of Brazil's most populous city.

When pilots begin
landing at Congonhas.

When pilots begin
landing at Congonhas.

They're more worried
that when operating

at any other national airport.

At its heart, is
35L, runway built on a hilltop

and surrounded by urban sprawl.

and surrounded by urban sprawl.

To make matters worse,
it's just over 6,000 long,

To make matters worse,
it's just over 6,000 long,

which is short for large jets.

This makes 35L of
the most treacherous

runways in the world.

As you approach the
runway, your adrenaline

As you approach the
runway, your adrenaline

is really pumping.

For us pilots, it's like
landing on an aircraft carrier.

For us pilots, it's like
landing on an aircraft carrier.

As flight
354 nears Sao Paulo,

As flight
354 nears Sao Paulo,

the crew gets an update.

3054 35L is the active runway.

3054 35L is the active runway.

Runway 35L has reopened.

But Stefanini has an additional
challenge to landing.

But Stefanini has an additional
challenge to landing.

Remember, we only
have one reverse, sir.

Remember, we only
have one reverse, sir.

Yes, only the left.

The right thrust
reverser, one of two

The right thrust
reverser, one of two

on the Airbus, isn't working.

That reduces the
plane's stopping power.

That reduces the
plane's stopping power.

The devices are designed
to slow the aircraft

The devices are designed
to slow the aircraft

by reversing the direction of
the engine's forward thrust.

Thrust reversers,
they act like brakes

when you land the aircraft.

You deploy them only after
the aircraft is on the ground.

You deploy them only after
the aircraft is on the ground.

TAM 3054 35L clear to land.

TAM 3054 35L clear to land.

The runway
is wet and it's slippery.

The wind is 330 at 8 knots.

The wind is 330 at 8 knots.

On final approach,
the captain decides to take over

from the autopilot.

Line green manual flight.

Line green manual flight.

The concern was that
after touching down

The concern was that
after touching down

the pilots needed
to be sure that they

would be able to
stop their plane

before the end of the runway.

100, 100.

One dot now.

OK.

OK.

20 retard.

Middle.

The plane
is not slowing.

The plane
is not slowing.

Reverse number one only.

And it's
hurdling dangerously fast

And it's
hurdling dangerously fast

toward the end of the runway.

Decelerate.

It can't!

Look at this!

Look at this!

Turn!

Turn!

Flight 3054 has slammed

into a TAM Airlines office
building and a gas station

into a TAM Airlines office
building and a gas station

beside it.

All 187 passengers
and crew are dead.

All 187 passengers
and crew are dead.

A dozen people on the
ground are also killed.

It's the worst aviation accident
in South American history.

It's the worst aviation accident
in South American history.

Lieutenant Colonel
Fernando Camargo

is an accident investigator
with CENIPA, Brazil's aviation

is an accident investigator
with CENIPA, Brazil's aviation

safety agency.

The Black boxes will not
last long and the heat!

His first concern
is to recover the plane's

His first concern
is to recover the plane's

black boxes, and
send them to experts

in Washington DC for scrutiny.

in Washington DC for scrutiny.

While they wait for results,
investigators focus on runway

35L, looking for clues.

35L, looking for clues.

We knew that we would have
to run a complete investigation

We knew that we would have
to run a complete investigation

on the runway.

on the runway.

They soon make
an important discovery.

It's still wet!

It's still wet!

Rainwater is pooling,
creating puddles on the tarmac,

something that shouldn't happen.

something that shouldn't happen.

When this water
gets in contact

with the landing
gear, the tires,

with the landing
gear, the tires,

it can generate what
we call hydroplaning.

And this is a problem because
a pilot will have little

or no control of his aircraft.

or no control of his aircraft.

How can water be
pooling on one of the busiest

runways in Brazil?

To find out, the
team studies files

To find out, the
team studies files

from the government agency
that runs Congonhas Airport.

They learn that runway
35L was resurfaced

one month before the accident.

one month before the accident.

In 2007, the runway at
Congonhas underwent repairs.

In 2007, the runway at
Congonhas underwent repairs.

It had been offering a
very low level of traction.

It had been offering a
very low level of traction.

There were many
reports of skids.

But the
resurfacing work

on the busiest
runway at Congonhas

on the busiest
runway at Congonhas

lacked a critical
safety feature.

The runway
is wet and it's slippery.

Proving to be done at a later
date, no wonder it was wet.

Proving to be done at a later
date, no wonder it was wet.

Channels cut into the
tarmac carry away rainwater.

Without them, rain
collects in puddles.

Without them, rain
collects in puddles.

But even with a wet runway
and only one operating

thrust reverser, the A320
should have been able to stop.

thrust reverser, the A320
should have been able to stop.

To figure out why it
didn't, investigators

To figure out why it
didn't, investigators

examine the plane's
maintenance records.

They learn that the right
thrust reverser was deactivated

They learn that the right
thrust reverser was deactivated

because it was jamming.

But the aircraft was then
flown without incident

for four consecutive days.

for four consecutive days.

This plane landed
on the same runway

that day with the same
problems had only one thrust

reverser, no issues whatsoever.

reverser, no issues whatsoever.

Not only had the
plane landed repeatedly

with one thrust reverser.

with one thrust reverser.

It even touched down
safely on runway 35L.

So why did this
landing go so wrong?

The data from the badly
burned flight recorders

The data from the badly
burned flight recorders

has been retrieved by experts.

Here we go.

Here we go.

Investigators hope it will finally explain

what led to the disaster.

The speed is fine.

100, 100.

100, 100.

It came down fine.

The data confirms
the brakes were working.

The data confirms
the brakes were working.

Brakes were engaged.

And the plane
didn't skid or slide.

But it also reveals
a puzzling fact.

But it also reveals
a puzzling fact.

It can't!

On landing,
the plane's two engines

On landing,
the plane's two engines

seemed to be working
against each other.

Engine one.

The left
engine was in reverse

to help slow the aircraft down.

But the right engine, the
one with the disabled thrust

But the right engine, the
one with the disabled thrust

reverser...

It's powering up.

It's powering up.

...was
accelerating to climb power.

Decelerate!

It can't!

It can't!

Decelerate!

So engine two
was thrusting when

it should have been idling.

That would explain the veer
off to the left, right?

The question is, why would

this experienced crew touch down
with one engine at climb power?

this experienced crew touch down
with one engine at climb power?

They would have known
it could doom the flight

and everyone on board.

and everyone on board.

Why flight 3054 engines were
working against each other

is now the team's main focus.

is now the team's main focus.

We could establish
roughly two main lines

We could establish
roughly two main lines

of investigation, one,
mechanical failure,

of investigation, one,
mechanical failure,

and the other one, pilot error.

and the other one, pilot error.

The flight data
and physical evidence shows

the engines were functioning.

Investigators turn their
attention to the pilots.

Investigators turn their
attention to the pilots.

They start with a
captain's landing

They start with a
captain's landing

prior to the one at Congonhas.

First, how did they
land in Porto Alegre?

First, how did they
land in Porto Alegre?

They learned that
during the previous landing

in Porto Alegre, Captain
Stefanini pulled back

in Porto Alegre, Captain
Stefanini pulled back

both thrust levers, exactly
the right procedure for landing

both thrust levers, exactly
the right procedure for landing

with only one reverser.

And now both
levers to reverse.

And now both
levers to reverse.

That a captain
knew the procedure,

he performed the
correct procedure hours

he performed the
correct procedure hours

before in the previous landing.

before in the previous landing.

So what did he do
differently in Sao Paulo?

So what did he do
differently in Sao Paulo?

OK.

OK, now Congonhas.

Left lever to
idle, then reverse.

Left lever to
idle, then reverse.

20 retard.

20 retard.

Retard.

Instead of
throttling back both levers,

he only brought the
left engine to idle,

he only brought the
left engine to idle,

leaving the right
one at full power.

Then once the
aircraft touched down,

he activated the left thrust
reverser to slow the plane,

he activated the left thrust
reverser to slow the plane,

but kept the right
engine at climb power.

That is quite different.

I don't get it.

How could a guy that knew
the aircraft, that knew

How could a guy that knew
the aircraft, that knew

the correct procedure, that
executed a correct procedure,

the correct procedure, that
executed a correct procedure,

how could he do
something different?

how could he do
something different?

It doesn't make sense.

We could really use
your help on this.

We could really use
your help on this.

Investigators enlist
the help of another pilot.

OK.

He shares an outdated
procedure for landing an A320

with a single thrust
reverser that pilots find

with a single thrust
reverser that pilots find

useful on wet short runways.

It brings the plane
to a quicker stop.

The former procedure was
taking both levers to idle,

The former procedure was
taking both levers to idle,

The former procedure was
taking both levers to idle,

and then just the lever
corresponding to the engine

with the reverser operating
normally that would

with the reverser operating
normally that would

be taken to reverse position.

be taken to reverse position.

But Captain
Stefanini never brought

the right engine to idle.

Did they get it wrong?

Did they get it wrong?

Investigators learn of previous accidents

caused by pilots mishandling
thrust levers on landing.

caused by pilots mishandling
thrust levers on landing.

That old procedure
led pilots to error.

That old procedure
led pilots to error.

To reduce the risk
of pilots making that mistake,

To reduce the risk
of pilots making that mistake,

Airbus modified the procedure.

The team now speculates that
Captain Stefanini, hoping

to bring the A320 to a
quicker stop on a rain

to bring the A320 to a
quicker stop on a rain

slicked 35L opted for
the old procedure.

slicked 35L opted for
the old procedure.

But in doing so made
a critical error.

It is completely
understandable

It is completely
understandable

that he had tried
a former procedure

that he had tried
a former procedure

and under such pressure
made a mistake.

To test their
theory, investigators

recreate the final moments
of the flight in a simulator.

recreate the final moments
of the flight in a simulator.

OK.

Engine one to idle.

Engine two stays at climb.

Right away,
Lieutenant Vanessa Dias notices

Right away,
Lieutenant Vanessa Dias notices

how difficult it
is to distinguish

the position of the thrust
levers inside a dark cockpit.

the position of the thrust
levers inside a dark cockpit.

20 retard, retard.

Engine one to reverse.

Don't touch number two.

Brakes.

In the simulator we
were able to program

in every known factor.

in every known factor.

The chronology of
events, the wet surface,

position of the levers.

We also went off
the runway and had

an accident in the simulator.

The team now
understands why TAM Airlines

The team now
understands why TAM Airlines

Flight 3054 ended in tragedy.

Flight 3054 ended in tragedy.

To increase the plane stopping
power on a short, slick runway,

To increase the plane stopping
power on a short, slick runway,

Captain Stefanini tried an
old procedure for landing

with a disabled thrust reverser.

with a disabled thrust reverser.

Line green, manual flight.

But he
was out of practice,

and combined with the stress of
touching down in rainy weather,

and combined with the stress of
touching down in rainy weather,

the captain became
so unnerved he

the captain became
so unnerved he

botched the simple procedure.

It's possible
that tension might

It's possible
that tension might

block a crucial motor response.

It can affect the
pilot's ability to react.

There was no
alarm to warn the crew

There was no
alarm to warn the crew

that one engine
was revving forward

while the other was in reverse.

First Officer Lima
tried to figure

out what was going wrong.

out what was going wrong.

Decelerate!

Decelerate!

But in a dark cockpit
overwhelmed by a landing going

But in a dark cockpit
overwhelmed by a landing going

badly, he didn't catch
the faulty thrust

lever settings either.

Look at this!

A runway with a
dangerous reputation so worried

A runway with a
dangerous reputation so worried

the pilots they made
a deadly mistake.

It cost 199 lives.

In the wake of the accident
the runways at Congonhas

In the wake of the accident
the runways at Congonhas

have been grooved for runoff,
and are regularly inspected.

have been grooved for runoff,
and are regularly inspected.

New rules are in place dictating
wet weather landing procedures.

Pakistan 268 is at 1-6 miles.

And when a difficult
approach into an airport

And when a difficult
approach into an airport

in the Himalayas leads to
an error in the cockpit,

in the Himalayas leads to
an error in the cockpit,

the landing takes a tragic turn.

No, no, no!

Pakistan International Airlines

Pakistan International Airlines

Flight 268 is
heading to Kathmandu,

the capital of Nepal.

the capital of Nepal.

The country is home to
eight of the world's

tallest mountain peaks.

Captain Iftikhar Janjua is in
command of the Airbus A300.

Captain Iftikhar Janjua is in
command of the Airbus A300.

He's a former officer in
the Pakistani Air Force.

He's a former officer in
the Pakistani Air Force.

His first officer is Hassan
Akhtar, a junior pilot

with the airline.

with the airline.

I'll take over
from here, Akhtar.

Yes, commander.

I have control.

You have control.

You have control.

Flight 268 begins
the approach into Kathmandu.

Flight 268 begins
the approach into Kathmandu.

It could get bumpy.

Let's keep them seated.

Let's keep them seated.

Agreed, commander.

Fasten seat belt sign is on.

Fasten seat belt sign is on.

To clear
the mountains,

pilots must reduce the plane's
altitude at specific distances

pilots must reduce the plane's
altitude at specific distances

from the airport.

Pakistan 268 approaching

overhead, Cimarron 150.

overhead, Cimarron 150.

And report
their positions

to air traffic control.

Pakistan 268
descend to 11,500.

Pakistan 268
descend to 11,500.

No delay expected.

Roger, Sir, down to 11,500.

Roger, Sir, down to 11,500.

You have a range of
mountains to the South

that you have to get
over, and then you

that you have to get
over, and then you

have to drop down quite steeply
in order to be able to land

at the threshold of the runway.

at the threshold of the runway.

Sierra approach, commander.

Here it is.

Watch my levels.

At 10
miles out, Pakistan

At 10
miles out, Pakistan

Airlines 268 should
take approximately

four minutes to touch down.

Pakistan 268 is at 10 miles.

Pakistan 268 is at 10 miles.

Report your level.

We crossed out of 8,500...

We crossed out of 8,500...

200 now.

Roger.

Clear for final.

Clear for final.

Report four miles runway 0-2.

We'll call you at four
miles, Pakistan 268.

We'll call you at four
miles, Pakistan 268.

Clear for final.

Runway 0-2.

Runway 0-2.

Air traffic
control waits for the flight

crew's next position report.

Three minutes go by.

Pakistan 268 report position.

But there's
no word from Flight 268.

But there's
no word from Flight 268.

Pakistan 268, report position.

Pakistan 268 tower.

Pakistan 268 tower.

Pakistan 268, this is tower.

Pakistan 268, this is tower.

PIA Flight
268 has crashed

PIA Flight
268 has crashed

somewhere in the Himalayas.

By nightfall, the
plane's wreckage

is found on a mountainside.

All 167 people were
killed on impact.

The Nepalese government
launches an investigation

into the crash of Flight 268.

into the crash of Flight 268.

Thanks for coming, Andrew.

Andrew Robinson from Britain's

Air Accidents
Investigation branch,

joins the Nepalese team.

joins the Nepalese team.

The crash site is more
than 7,000 feet up

the side of a mountain.

Reaching it is not
the only problem.

In this case, it
was just the aircraft

was just totally destroyed.

was just totally destroyed.

It was just complete
obliteration of the aircraft.

This is the location of the
crash site, nine miles south

of the airport.

of the airport.

The aircraft collided
with a mountain

at an elevation of 7,280 feet.

at an elevation of 7,280 feet.

Where should they have been?

Can you pass me that
approach chart, please?

Can you pass me that
approach chart, please?

Thank you.

At 10 miles out, he should
have been at 8,200 feet.

At 10 miles out, he should
have been at 8,200 feet.

At 10 miles out, he should
have been at 8,200 feet.

Flight 268's crew
should have been following

the standard approach chart
to get past the mountains

the standard approach chart
to get past the mountains

and into Kathmandu.

Watch my levels.

The approach chart is designed
to keep you clear of terrain,

The approach chart is designed
to keep you clear of terrain,

so you had to follow
the approach chart.

so you had to follow
the approach chart.

It requires a stepped
approach in which pilots

It requires a stepped
approach in which pilots

descend to lower altitudes
at specific distances

from the airport.

from the airport.

How do you hit a
mountain you're supposed

to clear by 1,000 feet?

to clear by 1,000 feet?

to clear by 1,000 feet?

to clear by 1,000 feet?

OK.

Let's see what the
wreckage can tell us.

The team pours over
evidence from Pakistan Airways

The team pours over
evidence from Pakistan Airways

Flight 268's crash site.

Look at this.

Look at this.

The right wing impacts up here.

Robinson notices
something about 4 feet

below the impact scar.

The top of a tree
has been cut cleanly.

The top of a tree
has been cut cleanly.

The wing couldn't
have cut that tree.

So what did?

So what did?

What about the flaps?

What about the flaps?

Fully extended, exactly
1.3m below the wing.

Fully extended, exactly
1.3m below the wing.

For the team,
it's a critical clue.

As the Airbus A300
slows for landing,

its wing flaps extend by
as much as 25 degrees.

its wing flaps extend by
as much as 25 degrees.

Hanging below the wings,
the extended flaps

Hanging below the wings,
the extended flaps

shaved a tree top as the
plane hit the mountain.

Wings level no pitch
down, flaps extended.

Wings level no pitch
down, flaps extended.

In other words, the exact
landing configuration.

In other words, the exact
landing configuration.

This plane was absolutely
not out of control.

The question is, if
the pilots had the plane under

The question is, if
the pilots had the plane under

control, why were they too low?

Flaps 10.

Flaps 10.

Flaps 10.

All right.

Let's look at this.

Investigators turn to the flight

Investigators turn to the flight

data recorder for an answer.

They started their
descent at 16 miles out.

They're at 10,500 feet.

They're at 10,500 feet.

Then down to 9,500 at 13 miles.

8,200 at 10 miles.

8,200 at 10 miles.

Then quickly down to 7,500
until impact at 7280.

Then quickly down to 7,500
until impact at 7280.

So 1,000 feet too low,
right from the get go.

What the aircraft flew
was pretty much what

What the aircraft flew
was pretty much what

the chart said, except
that the pilot had

got one step ahead of himself.

So he's flying the correct
altitude for the next position.

What if the problem is the
actual approach chart itself?

Investigators scrutinize the approach chart

Investigators scrutinize the approach chart

for Kathmandu.

So is, let's say, 8,200
feet the right altitude

for 10 miles, or 8 miles?

for 10 miles, or 8 miles?

It's hard to say.

They realize the
chart was difficult to read.

They realize the
chart was difficult to read.

There was a large amount
of information on it.

There was a large amount
of information on it.

It was... there was
a lot of clutter.

But that's not
enough to explain why

But that's not
enough to explain why

the crew was one step ahead.

Both pilots had made the
descent into Kathmandu before,

Both pilots had made the
descent into Kathmandu before,

using the exact same chart.

Inside the cockpit of
another Airbus A300,

the team looks for answers.

the team looks for answers.

There's no place to clip
an approach chart here.

Robinson notices that the pilots

Robinson notices that the pilots

would have had to
repeatedly pick up the chart

to set their altitude.

Then quite by accident...

Then quite by accident...

Could it be?

...investigators find
a key clue about the handling

...investigators find
a key clue about the handling

of the chart.

If you pick up
the chart and happen

to put your thumb over the
11,500 foot mark for 16

to put your thumb over the
11,500 foot mark for 16

nautical mile marker.

nautical mile marker.

In that case, it might
have guided his eye

to the next height
fix, and he might

to the next height
fix, and he might

have assumed that that
was the correct height

for the 16-mile marker point.

This definitely makes
it look like 10,500

is the correct
altitude at 16 miles.

is the correct
altitude at 16 miles.

It's an important
lead the team now believes

the captain misread the chart.

Kathmandu tower,
good afternoon.

Pakistan 268 2-5
miles at 11,500.

Pakistan 268 2-5
miles at 11,500.

Just a few
minutes before impact,

the first officer
reports being 25

miles from the airport at the
correct altitude of 11,500

miles from the airport at the
correct altitude of 11,500

feet.

But then when the
captain takes the chart,

his thumb may have
obscured the next altitude.

his thumb may have
obscured the next altitude.

There it is.

Watch my levels.

So instead of
maintaining 11,500 feet,

So instead of
maintaining 11,500 feet,

Captain Janjua dials
in the altitude

he sees next on the chart.

Descending to 10,500.

Descending to 10,500.

Oblivious to the fact
that that altitude is actually

for the next step
of the approach.

for the next step
of the approach.

As investigators
pursue their theory...

At 16 miles, they
should be at 11,500.

At 16 miles, they
should be at 11,500.

But they've descended to 10,500.

They uncover a new mystery.

They uncover a new mystery.

But then they report
being at 11,500.

How could
a misread chart

cause the crew to misreport
their actual altitude?

cause the crew to misreport
their actual altitude?

It's a fast and
steep approach,

It's a fast and
steep approach,

and unless you're a pilot
with considerable experience

flying this route maybe
several times in a week,

it's going to be very testing.

it's going to be very testing.

Flaps 15.

At the
16 mile marker...

Landing gear down.

...the captain has
already dialed the flight's

...the captain has
already dialed the flight's

descent 1,000 feet too low.

Gear down, three green.

But the first
officer reports the altitude

But the first
officer reports the altitude

listed on the approach chart...

11,500.

...without
double checking

the data on his altimeter.

Captain Janjua doesn't
notice the discrepancy

Captain Janjua doesn't
notice the discrepancy

between the reported and
the actual altitudes.

In quite a
stressful environment,

In quite a
stressful environment,

such as the arrival
at this airport,

the build-up of pressure
inside the pilot

the build-up of pressure
inside the pilot

must be quite considerable.

Runway 0-2.

Both pilots appear
to have made fatal mistakes.

Both pilots appear
to have made fatal mistakes.

Air traffic control would
normally spot the danger.

Air traffic control would
normally spot the danger.

But without radar,
the controller

couldn't warn the pilots
they were flying too low.

couldn't warn the pilots
they were flying too low.

In this case, without radar,
it's really the responsibility

of the crew to make sure
of where they are flying

of the crew to make sure
of where they are flying

and their approach.

Investigators believe they

have discovered the chain of
events that led to the crash.

have discovered the chain of
events that led to the crash.

The first mistake happened
before the 16-mile marker

The first mistake happened
before the 16-mile marker

where the captain misread
the approach chart.

where the captain misread
the approach chart.

Here it is.

Watch my levels, and entered the
altitude for the 13-mile marker

one step ahead.

one step ahead.

Descending to 10,500.

Landing gear down.

Landing gear down.

Then the first officer
misreported the altitude.

Pakistan 268 is at 1-6 miles.

Pakistan 268 is at 1-6 miles.

Relaying where they should be...

11,500.

11,500.

...not where
they actually were.

Shrouded in clouds,
flight 268 remained

1,000 feet below the recommended
safe altitude for descent.

1,000 feet below the recommended
safe altitude for descent.

We crossed out of 8,500...

200 now.

200 now.

Next altitude 6,800
at eight miles.

Now crossing through
7,500, 7,400.

Now crossing through
7,500, 7,400.

What's happening?

No, no, no, no!

No, no, no, no!

In the
aftermath of the tragedy,

investigators recommend
simplifying and clarifying

investigators recommend
simplifying and clarifying

the approach to Kathmandu.

They also urge
installing air traffic

They also urge
installing air traffic

radar at Kathmandu airport.

But what happens when critical
equipment fails pilots...

Stop!

Just stop!

Just stop!

...on a notoriously
difficult landing strip?

High above the Norwegian
coast, Atlantic Airways 670

High above the Norwegian
coast, Atlantic Airways 670

is flying a short
15-minute commuter flight.

We're all the way up.

It must be time to get
ready to go down again.

It must be time to get
ready to go down again.

The plane is
making several stops.

Next is the island of
Stord before flying

Next is the island of
Stord before flying

to its final destination at
Molde on the mainland's coast.

to its final destination at
Molde on the mainland's coast.

The crew is flying a
British Aerospace 146,

a four-engine commuter plane
designed for steep approaches

a four-engine commuter plane
designed for steep approaches

to shorter runways.

The runway is going
to be in sight soon.

The runway is going
to be in sight soon.

Why don't you see what
the weather's doing?

34-year-old
Captain Niklas

Djurhuus is at the controls.

Djurhuus is at the controls.

He's been a commercial pilot
for more than a decade.

Control, Atlantic
6-7-0, can you

advise on current conditions?

The first officer,
38-year-old Jakob Evald,

The first officer,
38-year-old Jakob Evald,

joined Atlantic Airways
just a few months ago.

joined Atlantic Airways
just a few months ago.

Stord Airport is positioned
on the edge of a rugged island

above rocky cliffs that border
the runway on three sides.

above rocky cliffs that border
the runway on three sides.

There is no margin for error.

Planes that overshoot the
runway can end up in the sea.

Planes that overshoot the
runway can end up in the sea.

Control Atlantic
6-7-0, we'd like

to do a visual onto runway 3-3.

Affirmative, 6-7-0,
the runway is free.

You are cleared for
a visual approach.

You are cleared for
a visual approach.

Runway 3-3.

We are stable.

We are stable.

We have landing speed.

And spoilers.

No spoilers.

Full brakes.

Full brakes.

We're not stopping!

Speed!

Flight 670 hurtles
toward the edge of a cliff.

Captain Djurhuus
uses all his might...

Captain Djurhuus
uses all his might...

Hang on!

...trying
to stop the plane.

Stop!

Stop!

Stop!

Just stop!

We're going over!

The door!

The door is stuck!

All 16 people aboard
fight to save their lives.

All 16 people aboard
fight to save their lives.

We have to get out of here.

The pilots escape
through a side window.

The pilots escape
through a side window.

Nearly all the passengers
get out before the jet

Nearly all the passengers
get out before the jet

is engulfed in flames.

Four people die in the accident.

Both pilots survive.

Both pilots survive.

Within hours, Norway's accident
investigation board, the AIBN,

Within hours, Norway's accident
investigation board, the AIBN,

is at the scene.

Watch your step, guys.

Watch your step, guys.

Investigators realized the wreckage

will give them few leads.

will give them few leads.

Fire destroyed
most of the plane.

The team locates
the black boxes.

But they've been
exposed to intense heat

for two hours, more
than twice what

for two hours, more
than twice what

they're designed to endure.

Investigators hunt
for the spoilers

from the plane's wings.

They're critical devices
for landing the aircraft.

They're critical devices
for landing the aircraft.

The BAE-146 has six spoilers
that should have deployed

The BAE-146 has six spoilers
that should have deployed

on touchdown to
disrupt lift, which

helps the plane grip the
runway and come to a safe stop.

helps the plane grip the
runway and come to a safe stop.

So did the spoilers on
flight 670 fail to deploy?

So did the spoilers on
flight 670 fail to deploy?

It may be a difficult question
for the team to answer.

It may be a difficult question
for the team to answer.

All six of the plane spoilers
were destroyed by fire.

All six of the plane spoilers
were destroyed by fire.

Digging into this
wreckage, we saw

that it was no switches,
no wires, nothing

that it was no switches,
no wires, nothing

that could be useful for us.

But we knew that the
actuators possibly

could tell us something.

could tell us something.

Investigators are in luck.

The actuators that move the
spoilers into place survived.

The actuators that move the
spoilers into place survived.

OK, then.

OK, then.

Let's see what
these can tell us.

The actuator is the one
moving the spoilers up and down.

The actuator is the one
moving the spoilers up and down.

The actuators is a sort
of a jack, you see?

So it pushes the spoilers
up and it locks them.

So it pushes the spoilers
up and it locks them.

X-rays of the
actuators confirm suspicions.

X-rays of the
actuators confirm suspicions.

The spoilers never deployed.

Without them, flight 670
didn't have the usual amount

of stopping power.

But as a safety feature,
the British Aerospace 146

But as a safety feature,
the British Aerospace 146

can stop without
spoilers, as long

can stop without
spoilers, as long

as the speed is under control.

The last part of the runway,
for instance, the speed should

have been so low, so
spoilers or no spoilers,

have been so low, so
spoilers or no spoilers,

shouldn't be that important.

So we knew early on that it must
be something else in addition

So we knew early on that it must
be something else in addition

to the spoilers.

But what?

But what?

That's the question now.

Stop!

Stop!

Just stop!

Investigators interview the captain

to find out what compounded
the spoiler malfunction

to find out what compounded
the spoiler malfunction

and led to the
crash of Flight 670.

What happened when
you first touched down?

What happened when
you first touched down?

No spoilers.

Full brakes.

We were slowing down.

The plane
was decelerating,

The plane
was decelerating,

but not nearly quickly enough.

Talking to the crew, we got
indications that the brake

Talking to the crew, we got
indications that the brake

possibly was not working.

Investigators need
to know how well the brakes

Investigators need
to know how well the brakes

were working on the landing.

They pinned their hopes
on the plane's skid marks.

They pinned their hopes
on the plane's skid marks.

Close scrutiny
reveals something odd.

Close scrutiny
reveals something odd.

Anyone seen skid marks
this color before?

Normal skid marks,
they're like black lines

Normal skid marks,
they're like black lines

along the runway.

But this was more like a lightly
colored brownish type of marks.

But this was more like a lightly
colored brownish type of marks.

But this was more like a lightly
colored brownish type of marks.

Equally strange,
the skid marks were dotted

with unusual pieces of debris.

It smelled like rubber,
and it felt like rubber,

It smelled like rubber,
and it felt like rubber,

but soft and sticky.

The debris seems
to be from the tires.

The debris seems
to be from the tires.

But investigators
have no idea why they

disintegrated so completely.

I have personally
never seen such rubber

I have personally
never seen such rubber

grains on the runway before.

So that was new to me.

Digging through the
remains of the burnt fuselage

turns up an unexpected lead.

turns up an unexpected lead.

A kind of breakthrough
came when we

started to remove the wreckage.

started to remove the wreckage.

One of the tires
from Flight 670's landing gear

One of the tires
from Flight 670's landing gear

survived the fire.

It's a lucky break.

Right away, the edges attract
investigators' attention.

The rubber has a peculiar
texture, just like the pieces

The rubber has a peculiar
texture, just like the pieces

found on the runway.

More sticky rubber.

More sticky rubber.

The inner left-hand main
landing gear had a flat spot

which indicates
that the tire had

which indicates
that the tire had

been skidding along the runway.

The tire manufacturer
provides investigators

with an intriguing explanation.

Reverted rubber hydroplaning.

Reverted rubber hydroplaning.

If a rubber tire is
skidding along a damp runway,

the extreme friction
generates so much heat,

the extreme friction
generates so much heat,

it turns the water
into a cushion

of steam that can lift the
tire off the runway surface.

of steam that can lift the
tire off the runway surface.

And basically
making it a lot more

And basically
making it a lot more

difficult to get the
required retardation

from the wheel brakes.

from the wheel brakes.

The extreme heat
also breaks down the rubber

into sticky fragments, just
like those found on the runway.

into sticky fragments, just
like those found on the runway.

It looks like we got a match.

But reverted
rubber hydroplaning only

occurs if the wheels
lock, and the BAE-146 is

occurs if the wheels
lock, and the BAE-146 is

equipped with anti-lock brakes.

And spoilers.

No spoilers.

Full breaks.

They're
not supposed to lock

up and cause the plane to skid.

up and cause the plane to skid.

But that's exactly
what happened.

Investigators need to know why.

OK, go ahead please.

OK, go ahead please.

They turned to
the cockpit voice recorder

for leads.

Reducing thrust.

Listening closely, they

soon hear a distinctive chime...

We're not stopping!

...and compare
it to a library of sounds.

...and compare
it to a library of sounds.

Can you match that?

The chime
indicates the plane's

The chime
indicates the plane's

emergency brake has engaged.

We're not stopping!

Listen to those tires.

First, the chime of
the emergency brake,

then they start skidding.

then they start skidding.

I think we found
our smoking gun.

I think we found
our smoking gun.

Anti-skid and
touch-down protection

Anti-skid and
touch-down protection

may not be available.

Investigators check the aircraft manual.

Investigators check the aircraft manual.

If the emergency
brake is switched on,

anti-skid protection
automatically turns off.

anti-skid protection
automatically turns off.

This means the wheels can lock
and the aircraft could skid.

That was the last piece in
the puzzle that told us more

That was the last piece in
the puzzle that told us more

about this braking situation.

Reducing thrust.

Investigators finally know

Investigators finally know

what led to flight 670's crash.

Once the spoilers
didn't deploy...

No spoilers.

Full brakes.

Here, he switches on
the emergency brake.

Here, he switches on
the emergency brake.

We're not stopping!

And that's the final
straw, which means

basically that the
wheels locked as on a car

basically that the
wheels locked as on a car

with no anti-skid brakes.

The plane's
fate was sealed.

The plane's
fate was sealed.

We're going over!

If you have a failure
at a critical time,

like just after touchdown in
a case like this, and the...

the normal systems for
deceleration do not work,

the normal systems for
deceleration do not work,

then you automatically go
to the emergency brakes.

then you automatically go
to the emergency brakes.

Hang on!

In their
final report, the AIBN

urged improved pilot training
for similar situations.

urged improved pilot training
for similar situations.

They also called for
longer safety areas

around runways, especially at
airports like Stord that are

surrounded by steep terrain.

surrounded by steep terrain.

Three challenging landing
attempts with tragic endings.

Three challenging landing
attempts with tragic endings.

We're going over!

Each one a
lesson in how pilots

should tackle risky landings.

should tackle risky landings.

The main task is
to improve safety.

The main task is
to improve safety.

And the other is telling
the story so others

can learn from failures.

can learn from failures.