Original subtitles

It's a pilot's last resort.

Oh, hell.

Oh, hell.

Dispatch, we're ditching.

Ditching.

That's an extreme emergency.

Turn with me.

Turn with me.

When a narrow river in Indonesia becomes a runway.

Brace.

- ABDUL ROZAQ THROUGH - I felt

that death was really upon us.

that death was really upon us.

We're in a land immediately condition.

And the icy Atlantic is a crew's

only chance for survival.

only chance for survival.

If you hit perpendicular to the waves,

it's like hitting concrete.

I don't think we're going to make it.

I don't think we're going to make it.

And the Mediterranean.

Boats.

I see boats.

Proves to be a pilot's best option

to land a powerless plane.

to land a powerless plane.

LUCA SQUICCIARINI

I woke up in the water.

Investigators must crack three different cases.

Investigators must crack three different cases.

Stripped clean.

To discover why pilots were forced to make

To discover why pilots were forced to make

an emergency landing on water.

Ladies and gentlemen, we are starting our approach.

Ladies and gentlemen, we are starting our approach.

We lost both engines.

The mask over your nose.

Emergency...

Mayday, mayday.

Brace for impact.

It's gonna crash.

It's gonna crash.

On a sunny afternoon, a Boeing 737

cruises high above the Indonesian archipelago.

cruises high above the Indonesian archipelago.

Garuda Indonesia Flight 421 is almost midway

Garuda Indonesia Flight 421 is almost midway

through a short domestic trip.

At the helm is Captain Abdul Rozaq.

At the helm is Captain Abdul Rozaq.

He's a senior pilot with the country's national carrier.

How does the weather look in Yogyakarta?

How does the weather look in Yogyakarta?

His first officer is Harry Gunawan.

His first officer is Harry Gunawan.

Should be fine, but there might be a bit of rain.

I had flown several times with Harry Gunawan,

I had flown several times with Harry Gunawan,

so it was nothing new.

We knew each other quite well.

Today the cabin crew is looking after 54 passengers.

Today the cabin crew is looking after 54 passengers.

Everything was normal.

We offered food and drinks for the passengers.

The flight is a 60 minute journey from Mataram

The flight is a 60 minute journey from Mataram

on the resort island of Lombok to Yogyakarta

on the resort island of Lombok to Yogyakarta

on the main island of Java.

As the pilots near their destination,

As the pilots near their destination,

storm clouds appear in their path.

What do you think?

I could see the green, yellow, and red

I could see the green, yellow, and red

on the radar, and I knew that the safest route

would be towards the green.

would be towards the green.

I think we just veer a little to the left

into that green gap.

Should be fine.

Should be fine.

Prepare the cabin for a little turbulence.

Prepare the cabin for a little turbulence.

Hopefully it won't be too rough.

Seat belts.

Can I please get you to do seat belt?

Can I please get you to do seat belt?

ABDUL ROZAQ (ON RADIO): Crew to 421.

Request clearance to descend to flight level 190.

Crew to 421, you are cleared to 190.

Crew to 421, you are cleared to 190.

Flight 421 is set to begin its descent.

Flight 421 is set to begin its descent.

But the weather is deteriorating quickly.

Where did this come from?

Well, we're in it now.

Well, we're in it now.

Strap in.

I was extremely surprised.

I was extremely surprised.

We'd already entered the cloud.

So like it or not, we had to go through the storm.

The engines.

Yes sir.

One and two are dropping.

One and two are dropping.

Increasing thrust.

Increasing thrust.

Nothing.

Nothing.

Engine one flamed out.

Confirmed.

And engine two flamed out.

With both engines gone, the plane has no thrust.

With both engines gone, the plane has no thrust.

Primary electricity is lost.

Primary electricity is lost.

All systems switch to backup power.

Captain Rozaq struggles to keep the plane steady

while its altitude begins to drop.

while its altitude begins to drop.

I immediately yelled

for the emergency checklist.

for the emergency checklist.

Perform engine flameout procedure.

Engine start switches to flight.

Engine start switches to flight.

Engine start switches to flight.

The pilots try to reignite the engines.

We timed it for 30 seconds, as is the protocol,

and waited for them to light up.

By now the engine should have restarted,

By now the engine should have restarted,

but both are still dead.

The Boeing 737 is dropping 1,000 feet every 15 seconds.

The Boeing 737 is dropping 1,000 feet every 15 seconds.

Try it again.

That's an extreme emergency.

That's an extreme emergency.

Timing 30 seconds.

Minutes from crashing to the ground,

Minutes from crashing to the ground,

Captain Rozaq is running out of options.

I knew we still had our Auxiliary

Power Unit, the APU.

Power Unit, the APU.

The APU is a fuel powered

The APU is a fuel powered

generator which can be started with the plane's battery.

It's the crew's last hope to regain power.

It's the crew's last hope to regain power.

Start APU.

Start APU.

Then.

Then.

We've lost all power.

Catastrophe strikes.

Catastrophe strikes.

- ABDUL ROZAQ THROUGH - When

he tried to turn on the standby generator,

everything shut down.

Electricity was gone.

Electricity was gone.

Flight instruments, gone.

Everything went dark.

I had no tools to fly the plane.

I had no tools to fly the plane.

The crew struggles to maintain control as the 56 ton

jet continues to lose altitude.

jet continues to lose altitude.

Mayday, mayday, mayday.

Garuda 421, mayday.

Garuda 421, mayday.

We were still within the severe turbulence.

We had tried everything in the book.

We had tried everything in the book.

But Captain Rozaq and his first officer

aren't willing to give up.

No power.

No power.

No radio.

What do we have?

Emergency instruments only.

They would have the standby attitude indicator

They would have the standby attitude indicator

or horizon, the standby airspeed indicator,

and a magnetic compass.

and a magnetic compass.

At just under 8,000 feet,

Garuda Flight 421 finally breaks out of the storm.

Garuda Flight 421 finally breaks out of the storm.

OK, let's figure out where we are.

OK, let's figure out where we are.

I didn't even know where

I didn't even know where

we were, because my instruments were dead.

We're near the Solo River, sir.

We have to land somewhere.

Let's see what we've got.

Let's see what we've got.

We had to decide in seconds

where we could land the plane.

where we could land the plane.

The rice field, sir.

Negative.

Too risky.

With no alternative, Captain

Rozaq decides to do something few pilots

have ever tried before.

have ever tried before.

OK.

The river then.

It's our best chance.

Yes sir.

Tell me what to do.

Tell me what to do.

No gear.

No flaps.

Watch my speed.

Successfully ditching on the narrow twisting

Successfully ditching on the narrow twisting

Solo River may well be impossible for the pilots

to pull off.

But I believed the plane would suffer

But I believed the plane would suffer

less from the impact and we'd have

a better chance of surviving.

The pilots now spot an obstacle.

Bridge.

Bridge.

Can we go under it, sir?

No.

I wanted to pass under the bridge,

but I could make out that there were

concrete pillars underneath it.

concrete pillars underneath it.

3,000 feet.

Captain Rozaq makes a split second decision.

Captain Rozaq makes a split second decision.

Let's circle around and put it down over there.

Turn with me.

Turning.

Turning.

Looping back could give the pilots a longer

stretch of river to land on.

But they're running out of time.

But they're running out of time.

Bank angle, sir.

Look.

I see, I see, I see.

I see, I see, I see.

Keep turning or we don't make the river.

Turn hard.

My copilot shouted out

My copilot shouted out

because he felt the turn was too sharp,

but I told him we have no choice.

If we don't do this, we will not make it to the river.

If we don't do this, we will not make it to the river.

Speed.

170, sir.

That'll do.

That'll do.

As they line up with the river,

they face yet another hurdle.

There's another bridge.

There's another bridge.

Altitudes.

250.

Bridge can't be more than 80 feet.

We're good.

We're good.

It turns out I had to land

the plane between two bridges.

150.

150.

Warn the cabin.

Brace for landing.

The pilots prepare to do something extraordinary.

The pilots prepare to do something extraordinary.

Brace for landing.

Everyone, brace for landing.

The 737 clears the first bridge.

The 737 clears the first bridge.

OK, OK, OK.

Here we go.

Can they stop before the second?

50.

50.

40.

Hope is gone.

30.

Brace.

Garuda flight 421 hits the water

at nearly 200 miles an hour.

Are you OK?

Are you OK?

Alive.

The cabin of the Boeing 737 is broken apart.

The cabin of the Boeing 737 is broken apart.

When the plane finally

stopped after the emergency landing,

stopped after the emergency landing,

I was very relieved and grateful.

Flight attendant Tuhu Wasono

helped shocked and injured passengers out of the wreckage

helped shocked and injured passengers out of the wreckage

and on to shore.

Of the 60 people on board, all but one survive.

Of the 60 people on board, all but one survive.

The job of discovering what brought down Garuda flight 421

falls to a team of Indonesian investigators.

falls to a team of Indonesian investigators.

My first big question

is what caused the engines flameout simultaneously?

is what caused the engines flameout simultaneously?

The plane's nose cone or radome

is found among the wreckage.

is found among the wreckage.

It provides the first critical clue.

Come see this for a second.

Come see this for a second.

It had almost looked like someone had gone

out with a ball peen hammer and took aggression out

on the radome of the aircraft.

on the radome of the aircraft.

Look at these.

There's only one thing this could be.

Hail.

Hail.

Investigators determined

that the extreme weather the crew encountered

was a violent hail storm.

was a violent hail storm.

The hail was estimated

The hail was estimated

to be the size of tennis balls, which

is enormous and detrimental to the aircraft.

is enormous and detrimental to the aircraft.

Engines on Boeing 737s can withstand

considerable amounts of hail.

considerable amounts of hail.

The engine is designed

to handle 10 grams per meter cubed, a fairly

to handle 10 grams per meter cubed, a fairly

large amount of precipitation.

Investigators wonder, could the hailstorm

Investigators wonder, could the hailstorm

have thrown more at the airplane than it was built to take?

They analyzed the sound of the precipitation hitting

the Garuda cockpit at the moment the engines flamed

the Garuda cockpit at the moment the engines flamed

out and compare it to recordings of other flights hit

by severe rain and hailstorms.

by severe rain and hailstorms.

How do these numbers match up?

How do these numbers match up?

The discovery is astonishing.

Garuda Flight 421 flew into precipitation heavier

Garuda Flight 421 flew into precipitation heavier

than any storm ever recorded.

The storm's intense noise along with the engine's performance

The storm's intense noise along with the engine's performance

data tell investigators how much rain and hail

the 737 encountered.

the 737 encountered.

That's insane.

And based off our tests,

we conclude that the amount of ice

we conclude that the amount of ice

was more than 18 grams per cubic meters.

was more than 18 grams per cubic meters.

These engines were well

in excess of the manufacturer's tested criteria.

in excess of the manufacturer's tested criteria.

It was almost double.

The evidence gathered leaves no doubt.

A violent hailstorm caused Flight

A violent hailstorm caused Flight

421's dual engine flameout.

Start EQU.

But that doesn't explain

the loss of the 737's power.

the loss of the 737's power.

We've lost all power.

If they hadn't lost power, they

If they hadn't lost power, they

could have restarted the engines once they

were outside the storm.

were outside the storm.

What happened?

Investigators hope Captain

Rozaq can provide the answers.

Rozaq can provide the answers.

Take us through exactly what happened.

As soon as the engines died, we

As soon as the engines died, we

followed the relay procedure.

They followed procedure to the penny.

When the engines didn't relight,

they tried the auxiliary power unit to restore electricity.

they tried the auxiliary power unit to restore electricity.

And then what happened?

Disaster.

We've lost all power.

We've lost all power.

After two attempts to restart the engines

and trying to start the APU, it depleted the battery.

and trying to start the APU, it depleted the battery.

The battery was the only thing

that could ignite the APU.

that could ignite the APU.

Once it failed, the plane lost nearly all

its standby instruments and any hope of relighting the engines.

its standby instruments and any hope of relighting the engines.

Heavy duty aircraft batteries almost never die mid-flight.

Heavy duty aircraft batteries almost never die mid-flight.

Investigators are baffled why this one did.

Investigators are baffled why this one did.

The captain provides an important clue.

The battery voltage was low.

The battery voltage was low.

22 volts.

Even before we initiated the restart sequence.

22 is within the limit,

22 is within the limit,

but it's the lowest value.

So it's considered to be weak.

A fully charged battery in a 737 has 24 volts.

A fully charged battery in a 737 has 24 volts.

Are you sure it's 22, not 24?

Are you sure it's 22, not 24?

22 volts.

I remember.

Another two volts might have made the difference

Another two volts might have made the difference

in getting the engine started.

Four weeks after the crash,

Four weeks after the crash,

searchers recover what could be the last piece

of the investigative puzzle from the Solo River.

Flight 421's battery.

One of its 20 cells shows damage that

One of its 20 cells shows damage that

occurred prior to the accident.

This discovery matches the captain's observations.

This discovery matches the captain's observations.

We found the cell condition was one of them

was damaged and has reduced the battery

was damaged and has reduced the battery

capability quite significant.

capability quite significant.

Investigators now understand

all the factors which led to the hair raising river ditching.

It was Captain Rozaq's quick response

It was Captain Rozaq's quick response

and outstanding airmanship that enabled the crew to avoid

a complete catastrophe.

a complete catastrophe.

By landing their powerless jet on a narrow river.

He saved so many lives on board the plane.

For that, I salute Captain Rozaq.

For that, I salute Captain Rozaq.

They don't do live ditching tests.

A manufacturer just can't afford that.

Well, here we have an instance that was an actual event.

And everybody looked closely at the outcome

And everybody looked closely at the outcome

and how that aircraft was able to touch down

at the right angle, at the right speed

at the right angle, at the right speed

for a pretty safe outcome.

But when a flight crew is misled by their instruments.

But when a flight crew is misled by their instruments.

We should be getting smells, vibrations.

Over the frigid North Atlantic,

survival is far from certain.

survival is far from certain.

Ditching.

Ditching, ditching, ditching, ditching.

A Sikorsky S-92 helicopter prepares for liftoff

from Saint John's International Airport

from Saint John's International Airport

in Newfoundland, Canada.

It's making a commuter run to offshore platforms

in the Hibernia oil fields.

in the Hibernia oil fields.

Captain Matthew Davis is at the controls of Cougar Flight 91.

Captain Matthew Davis is at the controls of Cougar Flight 91.

Next stop, SeaRose.

His first officer is Tim Lanouette, a veteran Navy

His first officer is Tim Lanouette, a veteran Navy

helicopter pilot.

Ground, Cougar 91 request takeoff.

AIR TRAFFIC

AIR TRAFFIC

Cougar 91, depart to the south, then on course.

Cleared for takeoff.

For oil rig workers headed to ocean platforms,

helicopters are the primary mode of transportation.

helicopters are the primary mode of transportation.

Boiling in here.

Boiling in here.

High visibility survival

suits are mandatory on all helicopter

suits are mandatory on all helicopter

flights over open sea.

28 minutes into the flight, Cougar 91 levels

28 minutes into the flight, Cougar 91 levels

off at cruising altitude.

off at cruising altitude.

9,000 feet.

9,000 feet.

Copy.

Three weeks on, three weeks off.

Life on a rig.

Life on a rig.

I don't know what's worse.

Three weeks off, I'd get bored.

Gearbox pressure.

Gearbox pressure.

Gearbox pressure.

MGB oil pressure.

Oil is the lifeblood of a helicopter.

Oil is the lifeblood of a helicopter.

It lubricates its critical moving parts.

Emergency checklist.

Autopilot off.

Autopilot off.

Gander Center, Cougar 91.

Mayday.

AIR TRAFFIC CONTROLLER (ON RADIO): Cougar 91, go ahead.

Sir, we have a main gearbox oil pressure problem.

Sir, we have a main gearbox oil pressure problem.

Request immediate clearance back to takeoff.

Cougar 91, roger.

You can make a right turn heading 300.

You can make a right turn heading 300.

Flight 91 is 54 miles out.

Flight 91 is 54 miles out.

It'll take 30 minutes to return to land.

It'll take 30 minutes to return to land.

I'm taking her down to the water.

Roger.

Checklist.

Checklist.

I'm still trying to find it.

It might be at the back of the book.

Main gearbox failure.

Main gearbox failure.

We should be getting smells, vibrations.

I don't smell anything.

I don't smell anything.

Captain Davis brings the helicopter

just below 1,000 feet.

just below 1,000 feet.

Gander Center for Cougar 91, which runway would

you like me to set you up for?

you like me to set you up for?

I'm going for the nearest piece of terra firma I can

get to, whatever I see first, if it's

Cape Spear or a parking lot.

AIR TRAFFIC

AIR TRAFFIC

Cougar 91, Gander search and rescue has been notified.

This is the captain.

This is the captain.

We've had a major technical problem.

And at this time, I'd ask for everyone

to prepare your survival suits.

to prepare your survival suits.

We are heading for the closest land.

The passengers follow the steps

they were taught in the emergency survival training.

they were taught in the emergency survival training.

10 minutes later, Cougar 91 is still 35 miles from land.

Suddenly.

Oh, hell.

Oh, hell.

The crew.

- Dispatch, we're ditching. - Ditching.

Runs out of options.

Air speed 122, Matt.

Air speed 122, Matt.

Air speed 122, Matt.

I think it just kicked on me.

OK.

Nose up, nose up.

All right, we're turning.

Call it in.

We're getting prepared to ditch.

We're getting prepared to ditch.

Ditching.

Ditching, ditching, ditching, ditching.

Ditching, ditching, ditching, ditching.

500 feet.

Get it pointed downwind.

Brace.

Brace, brace, brace.

Cougar Flight 91 slams into the freezing water.

17 people are killed in the accident.

17 people are killed in the accident.

Only one passenger makes it to the surface

alive and is rescued after spending

alive and is rescued after spending

75 minutes in the water.

Within hours of the crash, Canada's Transportation Safety

Board assembles a team to investigate the tragic accident

Board assembles a team to investigate the tragic accident

while salvage teams try to recover

the wreckage resting 554 feet beneath the surface

the wreckage resting 554 feet beneath the surface

of the Atlantic.

There was no indication of any problems

There was no indication of any problems

until the mayday came in.

Lead investigator Mike Cunningham speaks to the air

Lead investigator Mike Cunningham speaks to the air

traffic controller, who had the last contact

with the doomed helicopter.

Gander Center Cougar 91, mayday.

Gander Center Cougar 91, mayday.

AIR TRAFFIC CONTROLLER (ON RADIO): Cougar 91, go ahead.

Sir, we have a main gearbox oil pressure problem.

Cunningham gets his first clue.

Cunningham gets his first clue.

The main gearbox uses power from the engines

The main gearbox uses power from the engines

to spin the main and tail rotors.

Like the transmission of a car, the gearbox

Like the transmission of a car, the gearbox

requires a constant supply of oil

to keep the moving parts lubricated.

to keep the moving parts lubricated.

A Sikorsky S-92 should be able to fly

without oil for at least 10 minutes

before its essential parts seize up.

before its essential parts seize up.

The main gearbox in a helicopter

The main gearbox in a helicopter

is a very critical piece of equipment.

The failure of the gearbox would mean the loss of lifting power

The failure of the gearbox would mean the loss of lifting power

from the main rotor, the loss of directional control

to the tail rotor.

to the tail rotor.

What was the problem with this vital piece

of equipment?

of equipment?

With so many Sikorsky helicopters

in operation all across the globe,

many more lives could be at risk.

many more lives could be at risk.

Ditching.

Ditching, ditching, ditching, ditching.

After five days of calm seas,

Cougar Flight 91's wreckage is pulled from the ocean floor.

Cougar Flight 91's wreckage is pulled from the ocean floor.

The team hopes it will help explain the accident.

The team hopes it will help explain the accident.

Investigators focus on the main gearbox.

Here we go.

Here we go.

They immediately discover a problem

with the oil filter bowl.

Wow.

Two of the studs are gone.

Two of the studs are gone.

It was very obvious once we pulled back

the panels that surround the main gearbox

the panels that surround the main gearbox

that two attachment points had definitely been compromised.

So it wasn't a slow leak.

It poured out all at once.

It poured out all at once.

The discovery confirms that broken studs

caused the oil to rapidly drain from the gearbox.

caused the oil to rapidly drain from the gearbox.

What made the studs fail?

What is it made out of?

What is it made out of?

These ones?

Titanium.

Metallurgical analysis reveals

the studs were subject to metal fatigue that led to cracking.

the studs were subject to metal fatigue that led to cracking.

This type of fatigue is the result

This type of fatigue is the result

of two different types of metal rubbing against each other.

In the case of the Sikorsky 92, the studs are made of titanium,

In the case of the Sikorsky 92, the studs are made of titanium,

but the nuts that hold them in place are steel.

but the nuts that hold them in place are steel.

Repeated tightening of the two ultimately led to disaster.

Repeated tightening of the two ultimately led to disaster.

Once fatigue cracking began,

well, it's just a matter of time until failure.

well, it's just a matter of time until failure.

The team knows that once the oil flowed out,

friction would have worn away mechanical parts critical

friction would have worn away mechanical parts critical

to controlling a helicopter.

Stripped clean.

Stripped clean.

The evidence is clear.

The pilot's only option

at that point is to land the helicopter

at that point is to land the helicopter

with no engine power.

Oh, hell.

Oh, hell.

Dispatch, we're ditching.

Ditching.

Airspeed 122, Matt.

Investigators now understand

Investigators now understand

why continuing toward land was no longer an option.

Brace.

Brace, brace, brace.

Brace, brace, brace.

But they need to find out if Sikorsky knew

But they need to find out if Sikorsky knew

about the weakness in the gearbox

and if it took action to address it.

and if it took action to address it.

They study the communication between Sikorsky

and operators like Cougar.

Darren, take a look at this.

Darren, take a look at this.

Alert to operators of the S-92.

Alert to operators of the S-92.

Replace all titanium studs within a year

or 1,200 flying hours.

or 1,200 flying hours.

Six weeks before the crash,

Sikorsky issued an advisory to swap the titanium

Sikorsky issued an advisory to swap the titanium

studs for steel studs.

Sikorsky had known there was a problem with these studs

Sikorsky had known there was a problem with these studs

previously.

But Sikorsky didn't urge companies to make

But Sikorsky didn't urge companies to make

immediate replacements, because none of the previous incidents

resulted in accidents.

resulted in accidents.

Cougar got the replacement parts,

but maintenance didn't think that it

was urgent enough to replace the studs immediately.

was urgent enough to replace the studs immediately.

Investigators now know what caused the crash.

But a vital question still worries the team.

But a vital question still worries the team.

Why did the water landing go so wrong?

Why did the water landing go so wrong?

Investigators now look at the transcript

of the final communications between the captain

of the final communications between the captain

and the first officer.

FO says checklist is complete.

We're in a land immediately condition.

We're in a land immediately condition.

Land immediately

means put the helicopter down even if you're over water

means put the helicopter down even if you're over water

or not very flat terrain.

To control a ditching, a pilot

must reduce airspeed and lower altitude

must reduce airspeed and lower altitude

to 200 feet above the water.

But the captain says...

But the captain says...

I'm going to stop dissent at 1,000 feet.

The team is astonished.

The first officer is telling him that they should

The first officer is telling him that they should

put it down in the water.

We're in a land immediately condition.

Yet Captain Davis remained at 800 feet

Yet Captain Davis remained at 800 feet

and didn't slow the engines.

The captain had a very strong personality.

The captain had a very strong personality.

And as the situation developed, he became more and more

intent upon making it to land.

intent upon making it to land.

I'm going for the nearest piece of terra firma I can

get to, whatever I see first.

Investigators need to know why Captain Davis insisted

Investigators need to know why Captain Davis insisted

on flying to shore instead of ditching safely

while there was still time.

while there was still time.

At 09:48:32, the captain says, you know, I'm thinking

At 09:48:32, the captain says, you know, I'm thinking

this is a sensor problem.

Why does he think that?

The captain's belief that there is something wrong

The captain's belief that there is something wrong

with the sensor and not the gearbox

provides an important clue.

They now check the flight data to understand why he thought

the sensor was the problem.

the sensor was the problem.

No.

The oil's reading is normal range.

All temperature sensor in the main gearbox

All temperature sensor in the main gearbox

of the S-92s is a wet sensor.

If there is no oil present, it's just

If there is no oil present, it's just

sensing the ambient temperature within that gearbox.

It's reading the air temp.

It's reading the air temp.

It's reading the air temp.

Because the oil temperature was normal,

Because the oil temperature was normal,

the gauge led Captain Davis to think it

was only the sensor malfunctioning,

not the gearbox itself.

not the gearbox itself.

They felt no strange vibrations.

No.

No smell.

And they saw the temperature was normal.

Yeah.

That makes sense.

That's why the guy kept flying.

They had no idea how much trouble they were in.

They had no idea how much trouble they were in.

The team now understands

why the captain waited too long to ditch safely.

why the captain waited too long to ditch safely.

Convinced there is a malfunction with a sensor.

Main gearbox failure.

Main gearbox failure.

We should be getting smells, vibrations.

I don't smell anything.

I don't smell anything.

He dismissed the first officer's instruction.

We're in a land immediately condition.

And continued to fly just below 1,000

And continued to fly just below 1,000

feet toward shore until a tail rotor

failure forced a water landing.

failure forced a water landing.

Oh, hell.

Dispatch, we're ditching.

Dispatch, we're ditching.

Ditching.

Airspeed 122, Matt.

But the aircraft was flying too fast

But the aircraft was flying too fast

and too high for the captain to perform

the emergency maneuver safely.

God, the engines.

Shut them down.

Shut them both down.

Shutting down.

One to two.

OK, nose up, nose up.

The out of control Sikorsky

slammed into the Atlantic and then sank like a rock.

slammed into the Atlantic and then sank like a rock.

This gave all but one of the passengers and crew little hope

of escaping.

of escaping.

In the wake of the accident, The Canadian Transportation Safety

Board makes many recommendations, including

Board makes many recommendations, including

reviewing how long helicopters should be able to run

without oil in the main gearbox and improving survival

without oil in the main gearbox and improving survival

suits for flights over water.

It was a broad her deep investigation that

It was a broad her deep investigation that

uncovered every safety issue that there was to uncover

about that helicopter and it made

about that helicopter and it made

flying in the offshore much, much safer.

flying in the offshore much, much safer.

And when high above the Mediterranean

a plane's engines inexplicably flame out, a veteran pilot.

a plane's engines inexplicably flame out, a veteran pilot.

We're not going to make it.

Holds in his hands the fate of everyone on board.

You're with me, Ali?

Bari International Airport in Southern Italy.

Bari International Airport in Southern Italy.

Captain Chafik Gharbi is in command of Tuninter

Captain Chafik Gharbi is in command of Tuninter

Airlines Flight 1153.

The 45-year-old Tunisian is a military trained pilot.

The 45-year-old Tunisian is a military trained pilot.

Gharbi's copilot is 28-year-old Ali Kebaier.

Gharbi's copilot is 28-year-old Ali Kebaier.

How much fuel are you Adding

400 kilograms.

400 kilograms.

2,700 total?

Yes.

The pilots flew the ATR 72

The pilots flew the ATR 72

from Tunis to Bari this morning to collect

34 Italian passengers.

Now they're headed to Djerba, a Tunisian resort island.

Now they're headed to Djerba, a Tunisian resort island.

Among the passengers is 31-year-old police officer Luca

Squicciarini.

His girlfriend Paola is traveling with him.

It was my first trip with Paola.

It was my first trip with Paola.

We met the previous winter.

We had plans to marry the following year.

Liftoff is smooth and the skies are clear.

Liftoff is smooth and the skies are clear.

It's a textbook flight until.

What?

We've lost engine number two.

We've lost engine number two.

Let's get to 17,000 feet.

Fuel supply check.

Power lever, flight idle.

Start button.

The crew tries to restart the engine.

Negative.

Fuel supply check.

Fuel supply check.

But the situation only worsens.

Stop.

Stop.

Engine number one is flamed out.

Engine number one is flamed out.

Within two minutes, both engines are dead.

The engine shut off.

The engine shut off.

We tried to figure out what was happening.

The plane is falling toward the Mediterranean Sea.

The plane is falling toward the Mediterranean Sea.

Mayday, mayday, mayday.

TUI 1153.

TUI 1153.

We have lost both engines.

Request immediate landing at Palermo.

Flight 1153 is 70 miles from the nearest land.

Flight 1153 is 70 miles from the nearest land.

Both engines flame out checklist.

Fuel supply check.

Power lever flight idle.

Start button.

Start button.

Engine relight.

Negative.

The closest airport is in Palermo on

the Italian island of Sicily.

Using the manufacturer's guidelines,

Using the manufacturer's guidelines,

the pilots calculate how far their plane

can glide without power.

can glide without power.

I don't we're going to make it.

If they can't restart their engine soon,

If they can't restart their engine soon,

the pilots will be forced to ditch in the sea.

Get Chokri.

The captain asks for the onboard flight

engineer, Chokri Harbaoui, to come to the cockpit.

engineer, Chokri Harbaoui, to come to the cockpit.

You've run the checklist?

Yes.

Yes.

Attempt to restart the engines.

Right engine first.

Fuel supply check.

Fuel supply check.

Engine two start power button on.

Engine relight.

Negative.

Negative.

The gauges show there's

plenty of fuel in the tank, yet neither engine will restart.

plenty of fuel in the tank, yet neither engine will restart.

They're not doing anything.

They're not doing anything.

Palermo approach, TUI 1153.

Any closer airport where we can land?

Any closer airport where we can land?

Negative, 1153.

Palermo airport is the closest airport to your position.

Palermo airport is the closest airport to your position.

We're not going to make it.

Though ditching at sea is rare.

Prepare to ditch.

Prepare to ditch.

There is a checklist for how to execute

the emergency maneuver.

Oh my God, be merciful.

Oh my God, be merciful.

The plane is now only 7,000 feet above water.

The plane is now only 7,000 feet above water.

Confirm distance, please.

Your distance is now 20 miles.

Your distance is now 20 miles.

Boats.

I see boats.

Choosing to ditch near a ship

Choosing to ditch near a ship

is not written in any checklists.

It's just good airmanship, because the rescue

can start immediately.

can start immediately.

And it increases your chances of survival.

Palermo approach.

Palermo approach.

TUI 1153.

We can't make it to the airport.

We can't make it to the airport.

We see two boats on the left side.

We're going there.

Captain Gharbi turns his plane toward the boats.

Emergency.

All marine units, aircraft in distress

All marine units, aircraft in distress

20 nautical miles off Palermo.

Autopress.

Autopress.

Dump.

Valve full close.

The crew ensures the landing

gear is retracted to help smooth the ditching.

gear is retracted to help smooth the ditching.

Landing gear lever up.

Pilots assess the sea conditions below.

If you hit perpendicular to the waves

or swells with the aircraft, it's like hitting concrete.

or swells with the aircraft, it's like hitting concrete.

The plane will break up.

Passengers can see what's coming.

Passengers can see what's coming.

I was hanging on tight through the seat in front

of me, and through the window, I could

of me, and through the window, I could

see the impact was imminent.

The plane is now 700 feet above the sea.

You're with me, Ali?

You're with me, Ali?

Careful.

Chokri, ready?

Ready.

Here we go.

Here we go.

Tuninter Flight 1153 is about to ditch

Tuninter Flight 1153 is about to ditch

into the Mediterranean.

LUCA SQUICCIARINI

I woke up in the water.

I woke up in the water.

I was two or three meters underwater.

I came up to the surface wearing only my pants.

I had lost my life jacket and clothes on impact.

I had lost my life jacket and clothes on impact.

I got to the surface and grabbed onto a bag.

My thoughts were constantly with Paola.

I was in shock.

A few more survivors, including both pilots,

A few more survivors, including both pilots,

make their way to the surface.

46 minutes after impact, rescuers

pulled 23 people from the sea.

pulled 23 people from the sea.

But 16 have died, including Paola Di Ciaola.

But 16 have died, including Paola Di Ciaola.

Investigators from Italy's National Flight Safety Agency,

the ANSV, examine the engines and central fuselage for leads.

the ANSV, examine the engines and central fuselage for leads.

The main challenge of the investigation

The main challenge of the investigation

was the fact that the flight recorder and the cockpit voice

recorder and also the front fuselage

recorder and also the front fuselage

were 1,500 meters under the sea.

While efforts to retrieve

While efforts to retrieve

the rest of Flight 1153 continue,

investigators interviewed the captain.

investigators interviewed the captain.

What were your fuel readings?

The fuel quantity indicator said 1,800 kilograms of fuel.

The fuel quantity indicator said 1,800 kilograms of fuel.

According to Captain Chafik Gharbi, lack of fuel

was not the problem.

was not the problem.

Then why had the engines failed?

Then why had the engines failed?

When the flight logs come in from Tunisia,

the team gets an important clue.

the team gets an important clue.

They learn that the day before the accident, Captain Gharbi

noted a problem with the plane's FQI or Fuel Quantity Indicator.

noted a problem with the plane's FQI or Fuel Quantity Indicator.

This gauge tells pilots how much fuel is in the tank.

This gauge tells pilots how much fuel is in the tank.

We were able to see

that the fuel quantity indicator was changed

that the fuel quantity indicator was changed

the day before the event.

But when investigators cross check the FQI replacement

But when investigators cross check the FQI replacement

in the maintenance records, they discover

the model number is wrong.

the model number is wrong.

Was the wrong fuel quantity indicator

Was the wrong fuel quantity indicator

installed in the ATR 72?

Or was there an error in paperwork?

Or was there an error in paperwork?

It could have been a mismatch

in the aircraft documentation.

So we need to prove that.

So we need to prove that.

When the cockpit is recovered from the seabed,

When the cockpit is recovered from the seabed,

investigators find the evidence they need.

investigators find the evidence they need.

The FQI installed on the plane was the wrong model.

I realized that as a matter of fact,

I realized that as a matter of fact,

the fuel quantity indicator for an ATR 42 was installed.

It was like we found the smoking gun.

It was like we found the smoking gun.

The FQI for a smaller ATR 42

The FQI for a smaller ATR 42

was installed on Captain Gharbi's ATR 72.

Because the fuel tank on the ATR 42

is smaller than the ATR 72's, the incorrect indicator

is smaller than the ATR 72's, the incorrect indicator

misreported the amount of fuel.

misreported the amount of fuel.

Power button on.

In Bari, they took on less fuel than what was needed

for the journey to Djerba.

for the journey to Djerba.

Engine relight.

Negative.

They're not doing anything.

Investigators now have identified

Investigators now have identified

the cause of Flight 1153's dual engine flameout

over the Mediterranean.

over the Mediterranean.

Mayday, mayday, mayday.

TUI 1153 request immediate landing at Palermo.

TUI 1153 request immediate landing at Palermo.

We've lost both engines.

But one troubling question remains.

But one troubling question remains.

We're not going to make it.

Prepare to ditch.

Did the pilots do everything

Did the pilots do everything

possible to get the plane to Palermo

before deciding to ditch?

According to manufacturer data, an ATR

According to manufacturer data, an ATR

is able to glide three miles for every 1,000 feet of descent.

is able to glide three miles for every 1,000 feet of descent.

With the help of a tailwind that day,

Flight 1153 should have been able to glide

Flight 1153 should have been able to glide

the 70 miles to Palermo.

What did the pilots do wrong?

The team recreates Flight 1153 on an ATR simulator in France

with pilot Eric Delesalle.

with pilot Eric Delesalle.

With both engines out, the priority is to keep the plane

gliding as far as necessary.

gliding as far as necessary.

To maximize glide performance, the pilots

can change the angle of the propeller blades

can change the angle of the propeller blades

to reduce wind drag.

By feathering the props, the simulator pilot

is able to glide the plane as far as Palermo.

is able to glide the plane as far as Palermo.

The simulation confirms that Flight 1153 might have been

The simulation confirms that Flight 1153 might have been

able to make it to shore had Captain

Gharbi feathered his props as soon as the second engine

Gharbi feathered his props as soon as the second engine

flamed out.

Engine two start.

But since Captain Gharbi didn't know he was out

of fuel, he focused on restarting the engines

of fuel, he focused on restarting the engines

instead of maximizing glide.

Once the crew realized the engines wouldn't restart,

Once the crew realized the engines wouldn't restart,

only one option remained.

Boats.

I see boats.

I see boats.

Following the accident,

Following the accident,

investigators urged airlines to train their pilots

to ditch without engine power.

to ditch without engine power.

But it's the pre-flight fueling error

that ultimately led to Flight 1153's tragic outcome.

that ultimately led to Flight 1153's tragic outcome.

that ultimately led to Flight 1153's tragic outcome.

I would think that most pilots would

not like to be in a situation where they have to be a hero.

not like to be in a situation where they have to be a hero.

All I can say is in a challenging situation,

a pilot will fall back on his professional training

a pilot will fall back on his professional training

and deal with the emergency the best he knows how.

Perform engine flameout procedure.

Perform engine flameout procedure.

Three last resort water landings.

Oh, hell.

Oh, hell.

All handled differently.

You're with me, Ali?

Yet each one crucial to improving the outcomes

of ditching on water.