Original subtitles

On final approach in stormy weather.

I can't see anything.

I'm on it.

I'm on it.

A DC-10 hits the runway too hard.

We heard an enormous bang.

Two pilots to send so far below minimum altitude.

Left motors failed.

Left motors failed.

They shear off tree tops.

What the...

A flight crew fighting crosswinds ends up

A flight crew fighting crosswinds ends up

halfway down the landing strip.

Put it down.

Put it down.

You're going to have to make a very rapid judgment of

whether or not you can stop in the available runway.

Three touchdowns in adverse weather.

Three touchdowns in adverse weather.

Three split-second calls that went terribly wrong.

Look at this.

Look at this.

Investigators wonder, was it pilot error?

With so little power, they would have dropped like a rock.

With so little power, they would have dropped like a rock.

Or were there situations

outside their control?

Ladies and gentlemen, we are starting our approach.

Ladies and gentlemen, we are starting our approach.

We lost both engines.

Mask over your nose.

- Emergency descent. - Mayday.

Mayday.

Brace for impact.

Brace for impact.

I think I lost one.

Investigation starting.

There's been a crash!

There's been a crash!

Martinair Flight 495 is nearing

Portugal's southern coast.

Portugal's southern coast.

Approach.

Martinair 4-9er-5.

Martinair 4-9er-5.

Good morning.

The captain is 56-year-old Willem van Staveren.

The captain is 56-year-old Willem van Staveren.

He's been with Martinair for 24 years.

Descending to level 7-0.

Descending to level 7-0.

The first officer is 31-year-old Ronald Clemenkowff.

He's been flying with the Dutch company for three years.

He's been flying with the Dutch company for three years.

The youngest on the flight deck is 29-year-old

The youngest on the flight deck is 29-year-old

flight engineer Gary Glans.

On a night like this with a lot of weather

over Europe, you don't get a lot of light from the cities below.

over Europe, you don't get a lot of light from the cities below.

over Europe, you don't get a lot of light from the cities below.

You just have the stars and the cloud deck.

The crew is flying a DC-10,

a three-engine wide bodied jet.

There are 13 crew members and 327 passengers on board.

There are 13 crew members and 327 passengers on board.

Flight 495 is near the end of a two

Flight 495 is near the end of a two

and a half hour trip from Amsterdam

to Portugal's Faro airport.

to Portugal's Faro airport.

Oh.

Raining cats and dogs over there.

As they descend towards Faro,

the pilots expect to encounter some bad weather.

the pilots expect to encounter some bad weather.

The captain chose to be the pilot monitoring so he

The captain chose to be the pilot monitoring so he

could oversee the whole approach and let the first officer focus

could oversee the whole approach and let the first officer focus

on just flying the aircraft.

The plane descends through the storm clouds.

Martinair 495, cleared to land runway 1-1.

The wind, 1-5-0, 1-5 knots.

The wind, 1-5-0, 1-5 knots.

Maximum 2-0.

Cleared to land.

Less than a minute from touchdown,

Less than a minute from touchdown,

the weather deteriorates even more.

Reshield anti-ice.

I can't see anything.

I'm on it.

I'm on it.

Wipers are on fast.

All of a sudden, we heard an enormous bang.

I was pretty sure we were going to be crushed.

Flight 495 slides more than 350 feet off the runway.

Flight 495 slides more than 350 feet off the runway.

Firefighters and rescue crews rushed to the crash site.

It's one of Portugal's worst air disasters.

It's one of Portugal's worst air disasters.

56 people are dead.

284 people make it out alive.

284 people make it out alive.

It's amazing so many survived.

Investigators from Portugal's General Directorate

Investigators from Portugal's General Directorate

of Civil Aviation and from the US National Transportation

Safety Board arrived to inspect the wreckage

Safety Board arrived to inspect the wreckage

of Martinair flight 495.

of Martinair flight 495.

And find out why a DC-10 had such

a catastrophic landing at a modern, well-equipped airport.

a catastrophic landing at a modern, well-equipped airport.

The team recovers the black boxes

containing the flight data recorder

containing the flight data recorder

and cockpit voice recorder.

Let's hope we get the data back quickly.

We need it to try to understand what happened

We need it to try to understand what happened

in the final moments of the flight in terms of speeds,

in terms of decisions, and also what

in terms of decisions, and also what

happened just before touchdown.

Wow.

Look at this.

A quarter of a mile from the runway threshold,

investigators discover where the plane's landing gear first came

investigators discover where the plane's landing gear first came

into contact with the tarmac.

There was a two inch deep cut down the left side

There was a two inch deep cut down the left side

of the runway.

It hit here and then veered off to the right.

It hit here and then veered off to the right.

The scratches we saw on the runway revealed to us

that the plan had landed very hard,

that the plan had landed very hard,

so that's why the marks were deep.

This is very strange.

This is very strange.

They discover that part of the right landing gear

is broken.

The forces necessary to shear the landing gear like that

The forces necessary to shear the landing gear like that

is massive.

Why did the plane land so hard?

Why did the plane land so hard?

Investigators review the captain's statement.

The approach was normal.

The approach was normal.

At 200 feet, we were on the center line.

So they should have been OK.

So they should have been OK.

But a few seconds later, the captain sees lightning.

"I suddenly felt a high sink rate.

"I suddenly felt a high sink rate.

It all happened so fast.

The aircraft actually fell out of the sky."

It felt like you were just being slammed into the ground.

It felt like you were just being slammed into the ground.

The first officer stated the weather was bad

and it was raining heavily.

and it was raining heavily.

It was gusty and very turbulent.

But when investigators interview

the air traffic controller, he downplays the crew's report.

the air traffic controller, he downplays the crew's report.

There was rain, but other planes were taking off

There was rain, but other planes were taking off

and landing without difficulty.

Martinair 495.

Martinair 495.

Cleared to land runway 1-1.

The wind, 1-5-0, 1-5 knots.

The wind, 1-5-0, 1-5 knots.

Maximum, 2-0.

What about windshear?

What about windshear?

Did the runway sensors pick up anything?

Yes, there were windshear warnings.

Yes, there were windshear warnings.

But they happened after the aircraft had already crashed.

Windshear is an extreme shift in the speed

Windshear is an extreme shift in the speed

and direction of the wind.

Runway sensors would have detected any such shift

Runway sensors would have detected any such shift

but reported none.

There was a conflicting information

between what the crew said and what the air

between what the crew said and what the air

traffic controllers reports.

The best thing to substantiate what went on

The best thing to substantiate what went on

was to take a really deep look at what the pilots were saying

was to take a really deep look at what the pilots were saying

to each other in the cockpit.

A week after the crash of flight

495, the cockpit voice recording is ready to be reviewed.

495, the cockpit voice recording is ready to be reviewed.

You call approaching minimums and field in sight.

You look outside.

Wet runway.

Wet runway.

On final approach, the crew is

informed the runway is flooded.

informed the runway is flooded.

You have to make a positive landing.

In a positive landing, the pilot touches

In a positive landing, the pilot touches

down with enough force to break through a layer of water

and prevent hydroplaning.

Water on the runway made it less likely that braking

would be effective.

would be effective.

And wind meant that the airplane,

depending on the wind change,

could be pushed further down the runway,

could be pushed further down the runway,

leaving it less room to stop.

Investigators wonder why

this positive landing was so forceful that it

this positive landing was so forceful that it

fractured the right side gear.

Speed is low.

Low.

Low.

Throttles!

Why does the captain yell throttles?

Why does the captain yell throttles?

Let's look at the airspeed data.

Let's look at the airspeed data.

So it looks like they're flying steady at 145 knots

So it looks like they're flying steady at 145 knots

until here, when airspeed jumps and then

until here, when airspeed jumps and then

drops all the way to 139 knots.

Speed is a bit low.

Speed is low.

Hey, these fluctuations seem too

Hey, these fluctuations seem too

extreme to be caused by the 20 knot winds

reported by the controller.

What about auto throttle data?

Yeah, the fluctuations in auto throttle correspond

Yeah, the fluctuations in auto throttle correspond

to the airspeed fluctuation.

to the airspeed fluctuation.

Wow.

Wow.

Look at that.

102% power.

Investigators learn there is

a surge in engine power 3/4 of a mile from the runway threshold.

a surge in engine power 3/4 of a mile from the runway threshold.

It would be similar to the amount of power

It would be similar to the amount of power

that you would use for takeoff.

Too much power to try to land with.

Too much power to try to land with.

And then here, power drops to 40%.

The power suddenly fell to engine idle.

The power suddenly fell to engine idle.

The only way the throttles would move that quick

would be if the pilot was manually adjusting them down.

would be if the pilot was manually adjusting them down.

The first officer who was the flying pilot made

the decision to override the auto throttle system

the decision to override the auto throttle system

and to pull the power all the way back to flight idle.

With so little power, they would have dropped like a rock.

With so little power, they would have dropped like a rock.

Without sufficient power,

the plane hit the runway with enough force

the plane hit the runway with enough force

to crack the landing gear.

A Martinair DC-10 has crash landed

at an airport in Portugal.

at an airport in Portugal.

Look at this.

The touchdown was so hard it broke

the plane's undercarriage.

the plane's undercarriage.

Investigators are convinced adverse weather was

a factor in the plane's speed.

a factor in the plane's speed.

But how bad was it?

Why would the crew reduce power by so much so

Why would the crew reduce power by so much so

far from the runway threshold?

They hit no less than three separate microbursts

They hit no less than three separate microbursts

in the last minute of flight.

A microburst is a column of air

A microburst is a column of air

that descends from rain clouds, hits the ground,

and spreads horizontally.

It can lead to significant fluctuations

It can lead to significant fluctuations

in a plane's airspeed.

This last one was the worst.

The wind speed jumped from the reported 20 knots to 40 knots.

The wind speed jumped from the reported 20 knots to 40 knots.

Investigators compare the timing of the microbursts

Investigators compare the timing of the microbursts

with the auto throttle data.

They line up.

Mhm.

As flight 495 passed through each microburst,

the auto throttles made adjustments

the auto throttles made adjustments

for the shifting winds.

The first officer likely would have

The first officer likely would have

been overwhelmed by the unexpected change

in the weather.

And knowing that he needed to make a positive landing

And knowing that he needed to make a positive landing

at the runway threshold, he sees the power spike to 102%

at the runway threshold, he sees the power spike to 102%

and takes corrective action.

In order to get the plane on the ground,

the first officer overrode the auto throttle

the first officer overrode the auto throttle

and reduced the power to idle.

He cut the power at the exact same time

that last downburst hit them.

that last downburst hit them.

The captain tried to stop the plane's

uncontrolled descent.

Throttles!

But it was too late.

But it was too late.

The investigators suspect the winds

were much faster than the 20 knots the pilots were advised.

were much faster than the 20 knots the pilots were advised.

Their suspicions are presented to the air

traffic controller who oversaw Martinair flight 495.

traffic controller who oversaw Martinair flight 495.

Can you show me the actual data for runway 1-1?

Can you show me the actual data for runway 1-1?

According to the raw data, the winds were

According to the raw data, the winds were

actually gusting at 35 knots.

How could you have underreported

the wind conditions?

the wind conditions?

We receive wind data every 30 seconds from this device.

We receive wind data every 30 seconds from this device.

It must have been switched to runway

2-9 instead of runway 1-1.

2-9 instead of runway 1-1.

The information the controller

was giving the crew was actually coming from the wrong end

was giving the crew was actually coming from the wrong end

of the runway.

The controller's information

was not representative of what was actually

was not representative of what was actually

occurring on the runway.

If the pilots were aware, they would have gone around.

If the pilots were aware, they would have gone around.

Investigators now know what brought down flight 495.

Investigators now know what brought down flight 495.

I can't see anything.

I'm on it.

I'm on it.

Just as the pilots are about to land,

a series of microbursts causes the engines auto throttles

a series of microbursts causes the engines auto throttles

to sharply increase speed.

The first officer reduces power to idle just

as the last microburst occurs.

as the last microburst occurs.

Flight 495 slams to the ground.

Flight 495 slams to the ground.

In their report into the crash of Martinair flight 495,

investigators make a series of recommendations.

investigators make a series of recommendations.

This is additional pilot training.

This is additional pilot training.

This is windshear detection systems on airplanes.

This is windshear detection systems on airplanes.

Shortly after the crash,

Faro airport upgraded its wind sensors and displays to comply

Faro airport upgraded its wind sensors and displays to comply

with international regulations.

The critical information that controllers

The critical information that controllers

provide to pilots needs to be accurate,

so these are some of the lessons that the industry

so these are some of the lessons that the industry

learned and implemented following this accident.

A different runway incident reveals the importance

of landing procedures in adverse weather

and the dangers of ignoring them.

and the dangers of ignoring them.

On a Stormy November night, American Airlines

On a Stormy November night, American Airlines

flight 1572 cruises 35,000 feet above Pennsylvania.

flight 1572 cruises 35,000 feet above Pennsylvania.

Captain Kenneth Lee, a former military pilot,

Captain Kenneth Lee, a former military pilot,

has been flying with American Airlines for 10 years.

Smoother ride up here than at 33,000.

Smoother ride up here than at 33,000.

That's for sure.

That's for sure.

First officer John Richards also

flew in the military, followed by seven years of

commercial aviation experience.

commercial aviation experience.

They're flying the MD-83, a twin engine narrow-bodied jet.

They're flying the MD-83, a twin engine narrow-bodied jet.

Better get the cabin ready for our descent.

It's a two hour flight from Chicago's O'Hare Airport

It's a two hour flight from Chicago's O'Hare Airport

to Bradley International Airport at Windsor Locks, Connecticut.

to Bradley International Airport at Windsor Locks, Connecticut.

There are five crew members and 73 passengers on board.

I'm going to get the ATIS real quick.

Bradley Airport information.

Victor 0 3.

A-T-I-S, or ATIS, stands for automatic

A-T-I-S, or ATIS, stands for automatic

terminal information service.

It provides pilots with important data about airport

It provides pilots with important data about airport

weather and approaches.

Notice to airmen.

Runway 2-4 and 1-5.

Runway 2-4 and 1-5.

Both runways are wet.

Severe turbulence.

All right.

All right.

Sounds like it's going to be a bumpy ride.

American 1572.

Descend and maintain 4,000.

Descending 4,000.

Descending 4,000.

1572.

American 1572.

Be advised.

Be advised.

The tower is closed at this time due to a problem with one

of the windows.

The storm isn't just a threat to aircraft.

A major leak in the control tower

has forced tower controllers to leave their posts.

has forced tower controllers to leave their posts.

Copy.

Like most large airports,

Like most large airports,

air traffic control at Bradley International

has two areas for managing incoming and outgoing flights.

has two areas for managing incoming and outgoing flights.

Approach control, typically located

on one of the lower floors, and tower control

on one of the lower floors, and tower control

for landings and takeoffs.

Flight 1572 is on final approach.

Let's have gear down.

Gear down.

Gear down.

I'm going up to the tower.

I'm going up to the tower.

The supervisor in approach control

decides to provide flight 1572 with some guidance.

decides to provide flight 1572 with some guidance.

American 1572.

American 1572.

There is someone in the tower.

It's not officially open, but you

can change to tower frequency.

Hey, tower.

American 1572.

American 1572.

We are six miles from runway 1-5.

Landing is at your discretion.

Landing is at your discretion.

The runway does appear to be clear.

Copy.

Flaps and slats to 40-40.

Flaps and slats to 40-40.

You are cleared to land.

There's a dozen feet.

OK.

Flight 1572 is still two and a half miles

from the runway.

from the runway.

What the...

Go. Go around.

Going around.

Going around.

The pilots lift the nose in an attempt to recover.

The pilots lift the nose in an attempt to recover.

Flaps 15.

Positive rate.

Gear up.

Gear up.

Gear up.

Left motors failed.

Left motors failed.

The pilots lose an engine as they

try to climb out of trouble.

There's the runway straight ahead.

There's the runway straight ahead.

OK.

Tell him we're going down.

Tell him emergency.

OK.

Tower.

Tower.

A call for emergency equipment.

We are going down on the runway.

Looks like we've got an emergency on 1572.

Looks like we've got an emergency on 1572.

Send the trucks.

Emergency vehicles have been dispatched.

Emergency vehicles have been dispatched.

The right engine also fails.

The MD-83 is now a 60-ton glider.

The MD-83 is now a 60-ton glider.

The plane drifts off-course.

The plane drifts off-course.

Captain Lee tries to line it back up with the runway.

Captain Lee tries to line it back up with the runway.

You got it, dude.

You're going to make it.

Hold on, guy.

Hold it down, buddy.

Hold it down.

Hold it down.

Hold it down.

Hold it down.

Hold it down.

God bless you.

God bless you.

You made it.

Flight 1572 has landed safely.

Flight 1572 has landed safely.

Incredibly, there's only one minor injury.

But what nearly brought down flight 1572 is a mystery.

But what nearly brought down flight 1572 is a mystery.

What have we got so far?

It will be up to investigators from the NTSB

It will be up to investigators from the NTSB

to solve it.

Bob Benzon heads up the team.

The aircraft was very, very damaged.

It reminded me of something like a B-17 that had gone

It reminded me of something like a B-17 that had gone

through a raid in World War II.

The aircraft was unflyable.

They definitely hit some trees.

They sure did.

They sure did.

And the engines definitely had power when

they shredded those branches.

Mangled branches in the plane's engines

Mangled branches in the plane's engines

indicate they were working normally.

If the engines had power, why'd they hit the trees?

If the engines had power, why'd they hit the trees?

The main question became why the aircraft

was low enough to hit trees and still make it to the runway.

was low enough to hit trees and still make it to the runway.

Investigators wonder how an American Airlines MD-83

Investigators wonder how an American Airlines MD-83

ended up flying low enough to strike trees on approach

to Bradley International Airport.

to Bradley International Airport.

The trees they hit are on top of a ridge about two and a half

miles northwest of the runway.

miles northwest of the runway.

The chart has the top of the ridge at 819f feet.

The chart has the top of the ridge at 819f feet.

Do we have an altitude for the tree strike?

I need an altitude for the first impact, Mark.

I need an altitude for the first impact, Mark.

771 feet.

771 feet.

They shouldn't have been anywhere near those trees.

The team discovers that when flight 1572 hit trees,

The team discovers that when flight 1572 hit trees,

it was 48 feet below the altitude of the ridgeline.

it was 48 feet below the altitude of the ridgeline.

They weren't just below the ridge.

They dropped 309 feet below the minimum descent altitude.

They dropped 309 feet below the minimum descent altitude.

The minimum descent altitude, or MDA,

The minimum descent altitude, or MDA,

is the lowest altitude a crew should descend to until they

can see the runway.

A protocol designed to keep planes above terrain

and any obstructions.

Why would they drop so low?

The cockpit voice recording may provide a clue.

Landing is at your discretion.

The runway does appear to be clear.

The team hears the air traffic

The team hears the air traffic

control supervisor giving the crew guidance to land.

Flaps and slats to 40-40.

Flaps and slats to 40-40.

You are clear to land.

OK.

Give me 1,000 down.

Give me 1,000 down.

1,000 down.

Stop that.

Stop that.

1,000 feet a minute?

No way.

As they neared the ground, the crew decided to make

As they neared the ground, the crew decided to make

their final descent at 1,000 feet per minute,

nearly double what is normal.

nearly double what is normal.

Investigators tracked the plane's descent

by comparing the cockpit conversations

with radar beacon data.

with radar beacon data.

At 1,000 feet per minute, they're below their MD&A

At 1,000 feet per minute, they're below their MD&A

in less than a minute.

Sure, that's fast.

But the first officer should be calling out the altitudes.

But the first officer should be calling out the altitudes.

The first officer should have called 1,000 above the MDA

to the captain, and then 100 foot to the MDA,

to the captain, and then 100 foot to the MDA,

and then the MDA altitude.

OK.

Let's listen to the first officer's call.

Let's listen to the first officer's call.

There's 1,000 feet.

Good.

He made a 1,000 foot call out.

He made a 1,000 foot call out.

But they don't hear any more

altitude calls after that.

What they do hear is even more unusual.

What they do hear is even more unusual.

1,080 is your...

Right.

You're going below your... your...

what the...

Hang on.

Was that the minimum descent altitude call out?

Was that the minimum descent altitude call out?

I think it was supposed to be.

The CVR reveals that the first officer mishandled

The CVR reveals that the first officer mishandled

the remaining call outs.

The first officer started to call out for the MDA

The first officer started to call out for the MDA

but never finished his sentence.

So he makes half a call at their minimums.

So he makes half a call at their minimums.

And then doesn't say anything else until they're below it.

And by then they've hit the trees.

And by then they've hit the trees.

Investigators interview the first officer.

Walk me through your actions.

I was monitoring the instruments.

I was monitoring the instruments.

As we got closer to the minimum descent altitude,

As we got closer to the minimum descent altitude,

I looked outside for the airport.

And when I looked back, we were below minimums.

And when I looked back, we were below minimums.

You're going below your...

You're going below your...

During that time he was looking out,

he was not monitoring the flight gauges as

he was not monitoring the flight gauges as

closely as he should have been.

Why didn't you call for a go-around?

Why didn't you call for a go-around?

Well, there was no time.

We immediately hit the trees.

What the...

What the...

Something doesn't add up.

The first officer couldn't have been at his minimum seconds

before hitting the trees.

before hitting the trees.

Maybe there was an issue with the altimeter settings.

Pilots must calibrate and recalibrate the altimeters

based on atmospheric pressure, which can change dramatically

based on atmospheric pressure, which can change dramatically

due to fluctuating weather.

due to fluctuating weather.

Well, one thing that the crew considers and expects

from the tower, our air traffic, is the update of the weather

from the tower, our air traffic, is the update of the weather

as quick as possible so they can also amend what they need to do.

as quick as possible so they can also amend what they need to do.

Bradley approach.

American 1572.

We are at 11,000 feet.

We are at 11,000 feet.

American 1572 Bradley approach, roger.

American 1572 Bradley approach, roger.

Expect VOR runway 1-5 approach.

But the update is never provided.

Investigators need the approach controller to explain why.

Investigators need the approach controller to explain why.

What was the airport's altimeter setting

at the time of the accident?

at the time of the accident?

Let me see.

29.15.

29.15.

But that's not the altimeter

setting the pilots were given.

setting the pilots were given.

Why didn't the crew receive an updated setting?

Why didn't the crew receive an updated setting?

29.15.

29.15.

I didn't think to give it to them.

The pilots did not have the current altimeter setting

The pilots did not have the current altimeter setting

when they flew the approach.

Investigators calculate

Investigators calculate

that the outdated altimeter setting provided by the tower

would have resulted in the pilots flying

lower than they realized.

lower than they realized.

They thought they were 76 feet higher than they actually were.

They thought they were 76 feet higher than they actually were.

We know they struck the trees at an altitude of 771 feet.

We know they struck the trees at an altitude of 771 feet.

Add 76 feet to that.

They wouldn't have hit anything.

No impact.

No impact.

This was out of the control of the pilots to a certain extent,

but going below the MDA should have

but going below the MDA should have

been caught by both the first officer and the captain.

This is what created the accident.

In the end, it came down to the crew's decision.

Investigators now understand

what happened to flight 1572.

what happened to flight 1572.

The outdated altimeter setting and the rough weather

The outdated altimeter setting and the rough weather

meant that the crew had almost no room for error

on the approach.

And when they were descending too fast

and passed their minimum descent altitude,

and passed their minimum descent altitude,

there was no way they could have recovered

before hitting the trees.

Only one question remains.

Only one question remains.

In spite of hitting the trees, how did they make that landing?

Investigators turn to flight 1572's flight

data recorder for the answer.

data recorder for the answer.

So they hit the trees and they immediately pull the flaps back

So they hit the trees and they immediately pull the flaps back

to 15 and go to max thrust.

The data shows that the crew quickly configured

The data shows that the crew quickly configured

the plane for a go-around.

Flaps 15.

Positive rate.

Gear up.

Gear up.

Gear up.

Then, just as they begin their go-around,

Then, just as they begin their go-around,

they lose their left engine.

Followed by their right engine.

Followed by their right engine.

There's the runway straight ahead.

Tell them we're going down.

Tell them emergency.

Tell them emergency.

They glide down to the runway.

They glide down to the runway.

Despite the captain's impressive recovery,

Despite the captain's impressive recovery,

the NTSB's final report concludes

that the probable cause of this accident

that the probable cause of this accident

was the crew flying below the minimum descent altitude

before they could see the runway.

before they could see the runway.

The pilots did not monitor the altitudes they

The pilots did not monitor the altitudes they

were flying through correctly.

They should have leveled off at a point,

and they simply did not do so.

and they simply did not do so.

The NTSB also recommends that in conditions

where pressure is falling rapidly,

controllers should increase the frequency

controllers should increase the frequency

of altimeter setting updates.

When an Air France Airbus runs out of runway

during a stormy landing in Toronto,

investigators learn there's more than weather to blame.

investigators learn there's more than weather to blame.

There are all sorts of things that we have to look at

and say, this isn't a matter of my battling the element

and say, this isn't a matter of my battling the element

and being the good guy who got the flight through.

How do I get this on the ground with the greatest

How do I get this on the ground with the greatest

degree of safety?

Air France flight 358 is holding

above Toronto's Pearson International Airport,

above Toronto's Pearson International Airport,

awaiting a break in a storm.

The Airbus A340 is arriving from Paris with 297 passengers.

The Airbus A340 is arriving from Paris with 297 passengers.

The captain is 57-year-old Alain Rosaye.

The captain is 57-year-old Alain Rosaye.

He has more than 20 years flying experience.

The first officer is 43-year-old Frederic Naud.

The first officer is 43-year-old Frederic Naud.

5,000 feet.

Set.

Set.

Rain is pelting Pearson's runways,

but the crew is still cleared to land.

Ladies and gentlemen,

Ladies and gentlemen,

this is your captain speaking.

We are beginning our descent into Toronto.

We should be on the ground at about 4:00 PM local time.

We should be on the ground at about 4:00 PM local time.

The weather outside was definitely

The weather outside was definitely

within a thunderstorm.

But really and truly, to me, it was

just a typical stormy landing.

just a typical stormy landing.

Nothing out of the ordinary.

Flaps 2.

Flaps 2.

Flaps to full.

Flaps full.

The pilots configure the plane for landing.

Air France 358.

This is Toronto tower.

Toronto tower.

Toronto tower.

Air France 358.

To go ahead.

You're clear to land runway 2-4 left.

You're clear to land runway 2-4 left.

Be advised.

Proceeding aircraft reports braking action is poor,

and they estimate the surface wind near the runway as 290

and they estimate the surface wind near the runway as 290

degrees at 15 to 20 knots.

degrees at 15 to 20 knots.

Flight 358 is assigned runway 2-4 left,

which will allow them to land into the wind.

which will allow them to land into the wind.

I cinched up my seatbelt tighter than it was

because I knew that it was not going

because I knew that it was not going

to be just a normal landing.

Landing.

Autopilot.

Auto thrust off.

The plane approaches the runway.

The plane approaches the runway.

Captain Rosaye realizes the plane is now well

past the runway's threshold.

past the runway's threshold.

Put it down.

Put it down.

The passenger's applause is premature.

The passenger's applause is premature.

The plane is still going 90 miles an hour

when it reaches the end of the runway.

when it reaches the end of the runway.

The plane started violently going up and down

and it felt like we were going 100 miles an hour

and it felt like we were going 100 miles an hour

down a road filled with potholes that were about three feet deep.

down a road filled with potholes that were about three feet deep.

At that point that, I believed that we were all going to die.

It was obvious that no one can survive this kind of thing.

It was obvious that no one can survive this kind of thing.

The plane finally stops

200 yards beyond the runway.

Fire!

Fire!

The smell of jet fuel fills the cabin.

Panic spreads quickly.

Open the door!

Open the door!

Emergency crews are at the crash site in seconds.

Emergency crews are at the crash site in seconds.

But getting close to the plane is dangerous.

But getting close to the plane is dangerous.

If fire from a burning engine spreads to the fuel tanks,

If fire from a burning engine spreads to the fuel tanks,

they could explode.

At that point, the plane blew up.

At that point, the plane blew up.

A busy highway borders the airport.

It's packed with thousands of vehicles.

It's packed with thousands of vehicles.

Passenger cars become ambulances for the wounded.

Remarkably, all the passengers and crew members from flight 358

Remarkably, all the passengers and crew members from flight 358

have made it out alive.

The A340 has an enviable safety record,

The A340 has an enviable safety record,

but this one is a charred ruin.

What went wrong on board Air France 358?

It will be up to a team from Canada's Transportation Safety

It will be up to a team from Canada's Transportation Safety

Board to find the answer.

Landing.

Autopilot.

Auto thrust off.

Air France flight 358 landed during a ferocious storm

Air France flight 358 landed during a ferocious storm

at Toronto's airport.

But was the weather the only thing that caused the plane

But was the weather the only thing that caused the plane

to overrun the runway?

Put

It down.

Put it down.

Two other planes touched

down on the same runway minutes before the Air France flight.

down on the same runway minutes before the Air France flight.

Their crews reported the difficult conditions

to air traffic control.

Air France 358.

Toronto tower.

Toronto tower.

Air France 358.

Air France 358.

Go ahead.

You're cleared to land. runway 2-4 left.

Be advised.

Be advised.

Proceeding aircraft reports braking action is poor,

and they estimate the surface winds near the runway as 290

and they estimate the surface winds near the runway as 290

degrees at 15 to 20 knots.

Braking for 15 knots.

20 knot winds are strong,

20 knot winds are strong,

but well within the allowable range for landing an A340.

Yet when investigators study radar images of the airport,

Yet when investigators study radar images of the airport,

they discovered the winds were in excess of that range.

they discovered the winds were in excess of that range.

As flight 358 landed, a sharp line of rain

moved across the runway from north

moved across the runway from north

to south, driven by a sudden 33 knot gust of wind.

A wind speed much greater than anticipated.

33 knots is the demonstrated maximum crosswind for an A340,

33 knots is the demonstrated maximum crosswind for an A340,

and that would be on a dry runway.

and that would be on a dry runway.

So when you say 33 knots at 90 degrees, you're...

So when you say 33 knots at 90 degrees, you're...

you're encroaching on the limits of the aircraft.

you're encroaching on the limits of the aircraft.

When investigators study the airport layout,

they find another piece of the puzzle.

The storm was forcing air traffic controllers to use

runway 2-4 left for landings.

runway 2-4 left for landings.

It's the shortest runway at the airport,

around 2,100 feet shorter than some of the others.

around 2,100 feet shorter than some of the others.

However, even in poor conditions,

it should have been long enough.

it should have been long enough.

Investigators need to find out why it wasn't.

But before they finish their work, media reports in France

But before they finish their work, media reports in France

suggest that the thrust reversers, which use the jet's

suggest that the thrust reversers, which use the jet's

engines to slow it down, were not engaged as

soon as they should have been.

Pilots, as a rule, want to get those reversers in as quickly as

Pilots, as a rule, want to get those reversers in as quickly as

possible for maximum stopping.

Investigators discover 17

Investigators discover 17

seconds elapsed before the thrusters reached maximum power.

Compounding the problem, the plane

Compounding the problem, the plane

didn't touch down until the runway's halfway point.

Put it down.

Put it down.

That left only 5,000 feet

That left only 5,000 feet

to bring the plane to a stop.

With the delayed activation of the thrust reversers,

5,000 feet was not enough.

5,000 feet was not enough.

5,000 feet was not enough.

Following the investigation, the TSB recommends extending runway

safety zones to 328 yards.

safety zones to 328 yards.

Landing is the most dangerous part of a flight.

Landing is the most dangerous part of a flight.

But for Air France 358, bad weather and a short runway

But for Air France 358, bad weather and a short runway

proved to be insurmountable obstacles.

The accident could have been much worse.

Stay calm.

Due to the quick and professional reaction

Due to the quick and professional reaction

of the cabin crew, everyone on board survived.

The thing that keeps coming back to me when I look

The thing that keeps coming back to me when I look

at accidents like this is disciplined

judgment, stabilized approach.

When you're coming in to land, when you are

When you're coming in to land, when you are

feet or inches above that runway,

feet or inches above that runway,

there's just no margin for error.

You have only the runway ahead of you to get the plane stopped

You have only the runway ahead of you to get the plane stopped

and make sure everybody gets off safe.