1
00:00:02,477 --> 00:00:04,187
Just minutes after
taking off from Lima...
2
00:00:04,187 --> 00:00:05,772
We declare an emergency.
3
00:00:05,772 --> 00:00:09,192
...the pilots
of Aeroperú Flight 6-0-3
4
00:00:09,192 --> 00:00:11,360
get mixed messages from
their plane.
5
00:00:11,360 --> 00:00:14,030
I cut the engines but
the speed is increasing.
6
00:00:15,531 --> 00:00:18,326
Having erroneous airspeed
indications now puts
7
00:00:18,326 --> 00:00:20,411
into your brain: "Am I climbing?
Am I not climbing?"
8
00:00:20,411 --> 00:00:22,497
They seek assistance
from the ground.
9
00:00:22,497 --> 00:00:24,540
Can you tell us our altitude, please?
10
00:00:24,540 --> 00:00:28,336
You're at 9,700
feet according to my radar.
11
00:00:28,336 --> 00:00:30,004
But nothing makes
sense.
12
00:00:30,004 --> 00:00:31,714
We're hitting the water.
Pull up!
13
00:00:34,759 --> 00:00:37,387
All 70 people
on board are killed.
14
00:00:37,387 --> 00:00:41,224
Investigators compare
the cockpit voice recording...
15
00:00:41,224 --> 00:00:43,893
We will maintain
10,000 feet.
16
00:00:43,893 --> 00:00:44,977
Set it 10,000 feet.
17
00:00:44,977 --> 00:00:47,105
...with the flight
data recorder...
18
00:00:47,105 --> 00:00:49,065
The Captain doesn't realize
how close they are to the water.
19
00:00:49,065 --> 00:00:51,401
... and suspect
a single faulty sensor
20
00:00:51,401 --> 00:00:54,570
prevented the crew from averting
disaster.
21
00:00:54,570 --> 00:00:57,281
It violates the laws
of physics.
22
00:00:57,281 --> 00:00:58,741
Airplanes just don't do that.
23
00:01:24,100 --> 00:01:29,772
{\an8}It's nearing 1 a.m.
at Jorge Chavez International
Airport in Lima, Peru.
24
00:01:33,568 --> 00:01:35,570
{\an8}Thick clouds blanket the sky
25
00:01:35,570 --> 00:01:39,782
{\an8}as Aeroperú 6-0-3 taxis
to the runway.
26
00:01:42,201 --> 00:01:45,455
{\an8}The weather in Lima, in Peru,
is a very, very stable
27
00:01:45,455 --> 00:01:47,040
{\an8}environment, especially
this time of the year.
28
00:01:49,042 --> 00:01:52,628
The captain is
58-year-old Eric Schreiber.
29
00:01:52,628 --> 00:01:55,506
He's highly experienced, having
logged almost
30
00:01:55,506 --> 00:01:57,842
22,000 flight hours.
31
00:01:58,468 --> 00:02:01,637
Aeroperú 6-0-3, authorized
to Santiago,
32
00:02:01,637 --> 00:02:05,975
initial level 29,000 feet
and afterwards on course,
33
00:02:05,975 --> 00:02:09,479
transponder 5-6-0-3.
34
00:02:10,605 --> 00:02:13,733
42-year-old First
Officer David Fernández
35
00:02:13,733 --> 00:02:16,402
has flown nearly 8,000 hours.
36
00:02:16,402 --> 00:02:18,571
Correct,
Lima Tower.
37
00:02:18,571 --> 00:02:21,616
He will be the pilot
flying the aircraft tonight.
38
00:02:21,616 --> 00:02:23,034
Roger.
39
00:02:24,369 --> 00:02:28,164
He's doing double
duty by also operating
the radio.
40
00:02:30,792 --> 00:02:36,923
Lima Tower, Aeroperú 6-0-3,
runway 1-5, ready for takeoff.
41
00:02:37,965 --> 00:02:44,097
Aeroperú 6-0-3, wind calm,
cleared for takeoff runway 1-5.
42
00:02:46,516 --> 00:02:48,226
There are
61 passengers
43
00:02:48,226 --> 00:02:51,020
and 7 flight attendants
on board.
44
00:03:00,655 --> 00:03:04,826
Takeoff at 41 minutes past
midnight, on the dot.
45
00:03:04,826 --> 00:03:11,040
What precision.
Like the Swiss. Let's go.
46
00:03:19,048 --> 00:03:21,592
The crew is extremely
professional.
47
00:03:21,592 --> 00:03:23,803
They accomplished their
checklists and procedures
48
00:03:23,803 --> 00:03:25,555
as what would be expected,
and they were basically
49
00:03:25,555 --> 00:03:26,472
an on-time machine.
50
00:03:44,073 --> 00:03:47,785
Flight 6-0-3 will
fly out to the Pacific Ocean
51
00:03:47,785 --> 00:03:50,872
before heading south
to Santiago.
52
00:03:51,831 --> 00:03:55,835
The aircraft is a four-year-old
Boeing 757-200.
53
00:03:57,003 --> 00:04:00,465
The Boeing
7-5-7 is a long, narrow-bodied
54
00:04:00,465 --> 00:04:02,091
aircraft, twin engine.
55
00:04:02,091 --> 00:04:05,553
It's simple in its design,
simple in its instrumentation,
56
00:04:05,553 --> 00:04:08,598
just a overall comfortable
airplane to fly.
57
00:04:10,892 --> 00:04:12,894
The passengers
settle in
58
00:04:12,894 --> 00:04:15,271
for the three-and-a-half-hour
flight.
59
00:04:19,400 --> 00:04:20,777
In the cockpit...
60
00:04:21,736 --> 00:04:24,906
...the first officer spots
a potential problem.
61
00:04:25,740 --> 00:04:27,283
The altimeters are stuck.
62
00:04:30,328 --> 00:04:32,371
Wind shear.
63
00:04:32,371 --> 00:04:34,832
Wind shear. Wind shear.
Wind shear.
64
00:04:34,832 --> 00:04:38,044
The pilots also get
a wind shear warning.
65
00:04:38,044 --> 00:04:40,797
- Wind shear.
- This is new.
66
00:04:41,255 --> 00:04:43,716
The wind shear is an alert
that we're entering into
67
00:04:43,716 --> 00:04:47,845
an environment of undesirable
winds that could be
68
00:04:47,845 --> 00:04:50,640
highly critical in the safety
of the aircraft.
69
00:04:50,640 --> 00:04:52,892
Those types of winds are just
very uncommon
70
00:04:52,892 --> 00:04:55,853
in that area and were not
forecasted that night at all.
71
00:04:55,853 --> 00:04:58,314
Wind shear.
72
00:04:58,314 --> 00:05:01,734
Flight 6-0-3 climbs
into the thick clouds
73
00:05:01,734 --> 00:05:05,154
above Lima. The pilots lose
sight of the ground.
74
00:05:06,614 --> 00:05:08,241
The speed.
75
00:05:08,241 --> 00:05:10,618
They now discover
another instrument
76
00:05:10,618 --> 00:05:12,328
isn't working.
77
00:05:13,287 --> 00:05:14,497
Yeah, right.
78
00:05:15,081 --> 00:05:18,334
Flying in the clouds
at night, without knowing
79
00:05:18,334 --> 00:05:21,671
how fast they're going or their
height above the ground,
80
00:05:21,671 --> 00:05:25,174
the pilots face a potentially
dangerous situation.
81
00:05:26,843 --> 00:05:29,137
Am I climbing? Am I not
climbing?
82
00:05:29,137 --> 00:05:31,931
Am I near mountainous
terrain, which is very close
83
00:05:31,931 --> 00:05:33,933
to the coastal line of Peru.
84
00:05:35,351 --> 00:05:37,395
Tower, Aeroperú 6-0-3.
85
00:05:37,395 --> 00:05:41,023
Flight 6-0-3 updates
the tower controller.
86
00:05:41,482 --> 00:05:43,234
Aeroperú 6-0-3, Tower,
go ahead.
87
00:05:43,234 --> 00:05:47,572
We have no altimeter
and no airspeed.
88
00:05:47,572 --> 00:05:48,573
Declaring an emergency.
89
00:05:52,577 --> 00:05:54,620
{\an8}When a pilot declares
an emergency
90
00:05:54,620 --> 00:05:56,706
{\an8}with air traffic control,
the controller
91
00:05:56,706 --> 00:05:59,375
is going to give that aircraft
priority handling.
92
00:06:00,084 --> 00:06:03,046
Roger. Change frequency
to 1-19.7
93
00:06:03,046 --> 00:06:04,922
for further instruction
from radar control.
94
00:06:04,922 --> 00:06:09,677
Switching to 1-19.7.
95
00:06:11,929 --> 00:06:14,640
Before contacting
of radar control,
96
00:06:14,640 --> 00:06:18,186
the captain takes over from
the first officer.
97
00:06:18,186 --> 00:06:19,937
Okay, I have control.
98
00:06:20,396 --> 00:06:23,733
{\an8}The captain may decide to take
over the flying role
99
00:06:23,733 --> 00:06:26,569
{\an8}and tell the first officer
to talk on the radio
100
00:06:26,569 --> 00:06:28,071
and work procedures.
101
00:06:28,071 --> 00:06:32,366
Lima, 6-0-3,
we request vectors for ILS,
102
00:06:32,366 --> 00:06:33,785
runway one five.
103
00:06:33,785 --> 00:06:36,162
The pilots request
directions for a return
104
00:06:36,162 --> 00:06:37,163
to the airport.
105
00:06:37,163 --> 00:06:40,792
Roger, we suggest a right turn
heading 3-3-0.
106
00:06:40,792 --> 00:06:43,127
It was a good call to ask air
traffic control,
107
00:06:43,127 --> 00:06:46,089
give us vectors, we're so busy
up here dealing with
108
00:06:46,089 --> 00:06:48,257
everything else, you can
certainly help us out
109
00:06:48,257 --> 00:06:51,594
if you tell us which direction
to turn and guide us back
110
00:06:51,594 --> 00:06:52,595
towards the airport.
111
00:06:52,595 --> 00:06:55,848
Turn right, heading 3-3-0.
112
00:06:56,933 --> 00:07:00,228
A heading of 3-3-0
will take the plane north
113
00:07:00,228 --> 00:07:04,273
to a position where it can then
make the turn back to Lima.
114
00:07:05,900 --> 00:07:07,735
But two-and-a-half
minutes later...
115
00:07:07,735 --> 00:07:11,989
Aeroperú 6-0-3, you're showing
level 9,200,
116
00:07:11,989 --> 00:07:14,325
uh, what is your heading now?
117
00:07:15,076 --> 00:07:16,869
...the radar
controller notices
118
00:07:16,869 --> 00:07:21,124
that Flight 6-0-3 hasn't turned
back towards the airport.
119
00:07:23,126 --> 00:07:27,505
Heading 2-0-5, we're
heading away from the shore.
120
00:07:27,505 --> 00:07:28,756
Affirmative.
121
00:07:30,133 --> 00:07:33,928
We will maintain 10,000
feet. Set it 10,000 feet.
122
00:07:33,928 --> 00:07:37,390
The Captain decides
to fly further out to sea
123
00:07:37,390 --> 00:07:39,308
before returning to Lima.
124
00:07:40,643 --> 00:07:43,438
They go out over the ocean,
which is one of the best
125
00:07:43,438 --> 00:07:44,981
decisions to possibly do.
126
00:07:44,981 --> 00:07:48,568
They don't now have to worry
about other aircraft
127
00:07:48,568 --> 00:07:49,986
and the Andes Mountains.
128
00:07:51,654 --> 00:07:54,157
In the cabin,
passengers are unaware
129
00:07:54,157 --> 00:07:56,409
of what's happening
in the cockpit.
130
00:08:00,955 --> 00:08:02,999
Safely away from shore...
131
00:08:02,999 --> 00:08:07,378
According to the radar,
you are crossing radial 2-3-0
132
00:08:07,378 --> 00:08:11,507
from Lima, distance
west- southwest is 37 miles...
133
00:08:11,507 --> 00:08:15,678
Flight 6-0-3 finally
starts turning north
134
00:08:15,678 --> 00:08:19,682
to begin the approach to Lima
and needs to begin its descent
135
00:08:19,682 --> 00:08:20,850
to the airport.
136
00:08:20,850 --> 00:08:23,436
I'll try to descend
with the power cut.
137
00:08:30,318 --> 00:08:32,528
He was going to descend
at idle thrust,
138
00:08:32,528 --> 00:08:35,448
which is a good way to descend.
It's nice and steady
139
00:08:35,448 --> 00:08:39,285
in a 757 and keeps the airspeed
under good control.
140
00:08:46,334 --> 00:08:49,504
I cut the engines but
the speed is increasing.
141
00:08:50,088 --> 00:08:52,423
Even with power
to the engines cut,
142
00:08:52,423 --> 00:08:56,386
the airspeed indicators show
that the plane is accelerating.
143
00:08:58,221 --> 00:08:59,889
Can you tell us
the speed please?
144
00:08:59,889 --> 00:09:02,809
I have 3-20.
145
00:09:02,809 --> 00:09:04,894
We have 3-50.
146
00:09:06,187 --> 00:09:09,565
They'll need to use
a different strategy to descend.
147
00:09:12,276 --> 00:09:15,446
Getting to the lower altitude,
hopefully getting into
148
00:09:15,446 --> 00:09:17,907
some clearer areas to see
the coastal line,
149
00:09:17,907 --> 00:09:20,827
could give them more comfort
for a safe landing.
150
00:09:20,827 --> 00:09:22,912
Take the speed brakes out.
151
00:09:25,248 --> 00:09:28,710
That is another great way
of slowing the aircraft
152
00:09:28,710 --> 00:09:30,837
and getting better control
of the airspeed.
153
00:09:33,923 --> 00:09:37,051
But deploying
the speed brakes
154
00:09:37,051 --> 00:09:38,928
has the opposite effect.
155
00:09:41,347 --> 00:09:42,890
Overspeed.
156
00:09:42,890 --> 00:09:44,100
A new warning
tells them
157
00:09:44,100 --> 00:09:46,269
they're flying far too fast.
158
00:09:47,395 --> 00:09:50,148
The airplane is above
its maximum allowable airspeed.
159
00:09:50,148 --> 00:09:51,941
It's in danger of breaking apart
160
00:09:51,941 --> 00:09:53,484
if they don't do something
right now.
161
00:09:59,365 --> 00:10:01,993
But I have the speed brakes
out and all power is cut.
162
00:10:01,993 --> 00:10:03,453
This can't be right.
163
00:10:05,246 --> 00:10:07,623
What more possibly can
be confusing
164
00:10:07,623 --> 00:10:08,958
and going wrong right now.
165
00:10:11,461 --> 00:10:14,172
Seconds later,
they get a contradictory warning
166
00:10:14,172 --> 00:10:16,591
that the plane's flying
far too slow.
167
00:10:19,469 --> 00:10:23,473
The stick shaker indicates
to pilots that if the airplane
168
00:10:23,473 --> 00:10:26,434
gets any slower, it's going
to be in a stall condition.
169
00:10:28,186 --> 00:10:31,564
Are they going too
fast or too slow?
170
00:10:31,564 --> 00:10:34,484
The pilots must decide which
alarm to react to.
171
00:10:35,693 --> 00:10:37,278
We're stalling.
172
00:10:43,284 --> 00:10:45,703
The Captain decides
to increase the speed
173
00:10:45,703 --> 00:10:49,999
by pitching the nose down,
silencing the stall warning.
174
00:10:54,504 --> 00:10:57,173
But they're not out
of danger yet.
175
00:10:59,258 --> 00:11:02,178
With conflicting warnings and
no reliable airspeed
176
00:11:02,178 --> 00:11:06,099
or altitude readings, the pilots
of Flight 6-0-3
177
00:11:06,099 --> 00:11:07,642
urgently need help.
178
00:11:09,185 --> 00:11:11,270
Is there any plane that can
take off to rescue us?
179
00:11:11,270 --> 00:11:15,233
Yes, we'll
coordinate immediately.
180
00:11:15,233 --> 00:11:20,405
At this point, it was
a totally out of the box thought
181
00:11:20,405 --> 00:11:25,201
by the first officer to ask
for this type of assistance,
182
00:11:25,201 --> 00:11:28,955
which would have given them
a visual reference right next
183
00:11:28,955 --> 00:11:32,500
to them with altitude, airspeed,
also communications.
184
00:11:32,500 --> 00:11:36,129
And we have somebody alongside
of us holding our hand
185
00:11:36,129 --> 00:11:37,422
to the airport.
186
00:11:38,423 --> 00:11:43,010
The plane is now
50 miles from Lima's airport.
187
00:11:43,010 --> 00:11:49,308
Aeroperú 6-0-3, you are
heading 2-7-0, 10,000 feet.
188
00:11:49,308 --> 00:11:51,602
While they wait
for a rescue plane,
189
00:11:51,602 --> 00:11:54,647
the captain attempts to join
the approach path
to the runway.
190
00:11:55,189 --> 00:11:56,899
I'll try
to intercept the ILS
191
00:11:56,899 --> 00:11:58,568
and then descend.
192
00:11:59,318 --> 00:12:03,072
Lima, Aeroperú 6-0-3, we will
try to intercept the ILS.
193
00:12:03,072 --> 00:12:05,616
Roger Aeroperú
6-0-3.
194
00:12:05,616 --> 00:12:07,952
They think they're flying
at a nice safe altitude.
195
00:12:07,952 --> 00:12:11,664
And they think that they pretty
much have airspeed
under control.
196
00:12:11,664 --> 00:12:15,251
They probably thought they were
in a pretty darn good position.
197
00:12:17,670 --> 00:12:20,798
Soon after,
the radar controller provides
198
00:12:20,798 --> 00:12:22,675
an update on the escort flight.
199
00:12:22,675 --> 00:12:25,011
Aeroperú 6-0-3.
200
00:12:25,011 --> 00:12:27,805
There is a 7-0-7 about
to take off.
201
00:12:27,805 --> 00:12:30,058
It is starting to move now.
202
00:12:33,770 --> 00:12:35,354
It seems to be flying well.
203
00:12:37,899 --> 00:12:39,942
Can you tell us our altitude
please?
204
00:12:39,942 --> 00:12:43,446
You're at 9,700 feet
according to my radar.
205
00:12:43,446 --> 00:12:47,283
Terrain. Too low.
Terrain.
206
00:12:51,662 --> 00:12:53,039
9,700 feet?
207
00:12:53,039 --> 00:12:54,499
But we're getting a terrain
warning.
208
00:12:54,499 --> 00:12:58,378
Pull up! Pull up
if it's telling you to pull up.
209
00:12:58,378 --> 00:13:00,922
We're hitting the water.
Pull up!
210
00:13:09,097 --> 00:13:10,306
We're rolling over!
211
00:13:10,306 --> 00:13:11,557
Pull up.
212
00:13:20,775 --> 00:13:24,904
29 minutes after
taking off, Flight 6-0-3
213
00:13:24,904 --> 00:13:29,617
crashes into the Pacific Ocean,
48 miles from Lima, Peru.
214
00:13:36,332 --> 00:13:40,712
Within hours, a navy aircraft
discovers debris
215
00:13:40,712 --> 00:13:42,422
from Flight 6-0-3.
216
00:13:45,133 --> 00:13:47,301
The accident
occurred at night
217
00:13:47,301 --> 00:13:49,512
and the wave conditions were
very high.
218
00:13:49,512 --> 00:13:52,181
{\an8}So the first few ships that went
out to look for the wreckage
219
00:13:52,181 --> 00:13:54,350
{\an8}really struggled to find it.
220
00:13:55,810 --> 00:13:59,063
Heavy fog also
hampers recovery efforts.
221
00:14:14,495 --> 00:14:16,664
By the end
of the first day,
222
00:14:16,664 --> 00:14:21,085
the bodies of only 13 of the 70
people on board are recovered.
223
00:14:21,085 --> 00:14:24,047
There are no signs
of survivors.
224
00:14:26,799 --> 00:14:30,136
Those who haven't been found
are believed to be inside
225
00:14:30,136 --> 00:14:31,971
the fuselage on the seabed.
226
00:14:45,359 --> 00:14:48,821
It's up to air crash
investigators from Peru's
227
00:14:48,821 --> 00:14:52,408
Accident Investigation Board
to find out why a plane,
228
00:14:52,408 --> 00:14:56,621
last observed flying nearly
10,000 feet above the sea,
229
00:14:56,621 --> 00:14:58,665
suddenly crashed into it.
230
00:15:04,379 --> 00:15:05,797
We have the military radar.
231
00:15:05,797 --> 00:15:09,509
With the underwater
wreckage still beyond reach,
232
00:15:09,509 --> 00:15:13,513
investigators get their first
lead from the Peruvian
military.
233
00:15:15,556 --> 00:15:18,434
Any coastal nation will have
military radar
234
00:15:18,434 --> 00:15:21,687
that's constantly scanning
for any approaching aircraft.
235
00:15:21,687 --> 00:15:25,525
So by querying the Peruvian
military radar,
236
00:15:25,525 --> 00:15:28,945
we were able to get some data
about the altitude
237
00:15:28,945 --> 00:15:31,197
and position
of the accident flight.
238
00:15:31,197 --> 00:15:35,201
So after taking off,
they follow the approved flight
239
00:15:35,201 --> 00:15:37,578
plan over the ocean, and then
they start heading north.
240
00:15:37,578 --> 00:15:40,623
Yeah, they're, they're headed
back towards Lima.
241
00:15:40,623 --> 00:15:41,541
Um-hm.
242
00:15:43,376 --> 00:15:46,212
The flight climbs to 13,000
feet, and then
243
00:15:46,212 --> 00:15:47,880
it starts to descend.
244
00:15:49,173 --> 00:15:54,721
And now, in the last seven
minutes, the flight
245
00:15:54,721 --> 00:15:58,933
has a series of erratic climbs
and descents before it crashes.
246
00:15:58,933 --> 00:16:01,519
It appears they lost control.
247
00:16:06,315 --> 00:16:10,862
{\an8}It becomes just a rollercoaster
ride of altitudes
248
00:16:10,862 --> 00:16:13,156
{\an8}because they don't have control.
249
00:16:16,909 --> 00:16:18,953
What could have
caused the pilots
250
00:16:18,953 --> 00:16:20,371
to lose control?
251
00:16:21,247 --> 00:16:24,167
{\an8}When you start putting
an investigation together,
252
00:16:24,167 --> 00:16:26,335
{\an8}you start putting the what-ifs
on the table.
253
00:16:27,211 --> 00:16:29,005
What if this failed, what
if that failed,
254
00:16:29,005 --> 00:16:32,675
what if this went wrong, what
if the crew made a mistake?
255
00:16:33,384 --> 00:16:34,886
Pre-takeoff seems okay.
256
00:16:34,886 --> 00:16:37,847
Investigators
scrutinize the communications
257
00:16:37,847 --> 00:16:39,766
between air traffic control
and the pilots.
258
00:16:39,766 --> 00:16:43,603
Look at this. The crew
reported problems with airspeed
259
00:16:43,603 --> 00:16:45,313
and altitude readings only two
and-a-half minutes
260
00:16:45,313 --> 00:16:46,689
into the flight.
261
00:16:47,482 --> 00:16:49,984
Tower, Aeroperú
6-0-3.
262
00:16:49,984 --> 00:16:52,445
Aeroperú 6-0-3,
Tower, go ahead.
263
00:16:52,445 --> 00:16:54,947
We have no altimeters
and no airspeed.
264
00:17:00,286 --> 00:17:01,871
Faulty air data.
265
00:17:03,498 --> 00:17:06,376
It sounds like an issue
with the pitot-static system.
266
00:17:08,711 --> 00:17:12,256
The pitot-static
system uses tubes and sensors
267
00:17:12,256 --> 00:17:14,759
mounted on the plane which
measure air pressure
268
00:17:14,759 --> 00:17:17,553
to calculate airspeed
and altitude.
269
00:17:19,013 --> 00:17:21,182
Well, wasn't there a recent
crash involving
270
00:17:21,182 --> 00:17:22,141
the pitot-static system?
271
00:17:22,141 --> 00:17:26,479
Yeah. Birgenair Flight 3-0-1.
272
00:17:28,773 --> 00:17:32,568
Only eight months
earlier, another Boeing 757
273
00:17:32,568 --> 00:17:35,405
crashed soon after taking off
from Puerto Plata
274
00:17:35,405 --> 00:17:36,739
in the Dominican Republic.
275
00:17:36,739 --> 00:17:40,243
The cause was a blocked
pitot tube.
276
00:17:41,703 --> 00:17:44,580
{\an8}Some investigators were
wondering if we had a similar
277
00:17:44,580 --> 00:17:46,624
{\an8}situation to what we had
in Birgenair.
278
00:17:46,624 --> 00:17:48,835
It wasn't entirely the same,
but it still involved
279
00:17:48,835 --> 00:17:53,756
blockage or covering parts
of the pitot-static system.
280
00:17:54,632 --> 00:17:56,426
Well, maybe that's what
happened here.
281
00:18:06,477 --> 00:18:10,481
Nearly two weeks
since Aeroperú Flight 6-0-3
282
00:18:10,481 --> 00:18:14,068
crashed into the ocean,
a US Navy ship helps
283
00:18:14,068 --> 00:18:18,281
the Peruvian Navy to track
the pings from the Boeing 757's
284
00:18:18,281 --> 00:18:19,824
two black boxes.
285
00:18:20,742 --> 00:18:25,496
The wreckage is finally located
at a depth of 680 feet.
286
00:18:28,791 --> 00:18:32,003
Using remotely operated
vehicles, investigators
287
00:18:32,003 --> 00:18:35,631
finally get their first view
of the wreckage site.
288
00:18:37,467 --> 00:18:39,302
The wreckage looks very
concentrated.
289
00:18:39,302 --> 00:18:42,221
The plane was intact
when it hit the water.
290
00:18:49,854 --> 00:18:52,231
The fact that
all the major pieces
291
00:18:52,231 --> 00:18:54,942
of the airplane are in one
concentrated area
292
00:18:54,942 --> 00:18:58,654
really gives the investigators
a much clearer picture
293
00:18:58,654 --> 00:19:00,490
of how the airplane came down.
294
00:19:00,490 --> 00:19:02,909
So they either came down
in a flat spin
295
00:19:02,909 --> 00:19:04,410
or it came down nose first
296
00:19:04,410 --> 00:19:06,996
which is a very unusual
accident.
297
00:19:08,915 --> 00:19:09,999
There.
298
00:19:10,708 --> 00:19:14,587
The black boxes are
also located.
299
00:19:16,005 --> 00:19:18,716
It's very, very critical
to get both recorders.
300
00:19:18,716 --> 00:19:21,886
First, you want to know how
the airplane was behaving,
301
00:19:21,886 --> 00:19:23,721
and then secondly what was going
on in the cockpit
302
00:19:23,721 --> 00:19:27,433
between the crew members
of the airplane.
303
00:19:29,435 --> 00:19:31,229
They are packed
in sea water
304
00:19:31,229 --> 00:19:33,981
and sent to Washington where
the NTSB,
305
00:19:33,981 --> 00:19:37,151
the National Transportation
Safety Board, will process
306
00:19:37,151 --> 00:19:39,112
their invaluable data.
307
00:19:45,702 --> 00:19:47,870
That's it, keep moving
that way.
308
00:19:49,080 --> 00:19:52,291
The team also
searches for evidence
309
00:19:52,291 --> 00:19:55,211
of some kind of blockage
of the pitot tubes
310
00:19:55,211 --> 00:19:56,295
and static ports.
311
00:19:56,295 --> 00:19:57,755
There! Keep going.
312
00:19:59,257 --> 00:20:00,842
They focus
on a section
313
00:20:00,842 --> 00:20:04,220
of the left fuselage where
the static ports are located.
314
00:20:04,220 --> 00:20:06,389
Okay, now move in...
315
00:20:09,851 --> 00:20:11,436
That's it.
316
00:20:12,603 --> 00:20:14,063
The static ports were blocked.
317
00:20:15,940 --> 00:20:19,110
They can see that
the ports are covered.
318
00:20:23,114 --> 00:20:25,575
When we saw that those static
ports were covered,
319
00:20:25,575 --> 00:20:28,745
it was case closed,
drop the curtains.
320
00:20:28,745 --> 00:20:31,497
We knew exactly what happened
in this accident.
321
00:20:33,666 --> 00:20:35,251
How did such
a critical device
322
00:20:35,251 --> 00:20:39,130
which determines airspeed and
altitude get covered up
323
00:20:39,130 --> 00:20:40,506
and blocked?
324
00:20:42,633 --> 00:20:44,469
Make sure you tag everything.
325
00:20:45,053 --> 00:20:47,764
Investigators survey
the recovered wreckage
326
00:20:47,764 --> 00:20:52,101
of Aeroperú Flight 6-0-3 to find
out what is covering
327
00:20:52,101 --> 00:20:53,728
the static ports.
328
00:20:56,481 --> 00:20:57,857
Look at that.
329
00:21:00,443 --> 00:21:02,111
It looks like silver tape.
330
00:21:02,111 --> 00:21:04,572
Same colour as the fuselage...
331
00:21:09,202 --> 00:21:10,870
Pliers.
332
00:21:30,973 --> 00:21:35,144
Why were the ports
covered with tape, and by whom?
333
00:21:40,108 --> 00:21:43,653
It wasn't our job to assign
blame or liability,
334
00:21:43,653 --> 00:21:46,239
{\an8}but we wanted to understand
the procedure to make sure
335
00:21:46,239 --> 00:21:49,450
{\an8}that important step of removing
the tape would never
336
00:21:49,450 --> 00:21:50,827
get overlooked again.
337
00:21:54,414 --> 00:21:57,333
So, let's check the last
log entry.
338
00:21:57,333 --> 00:21:58,960
Okay.
339
00:21:58,960 --> 00:22:00,503
Investigators check
maintenance records
340
00:22:00,503 --> 00:22:03,005
to understand why the ports
were taped over.
341
00:22:05,591 --> 00:22:09,762
Interesting.
Hey, a bird strike.
342
00:22:11,931 --> 00:22:14,684
During the plane's
last landing before
343
00:22:14,684 --> 00:22:19,897
the accident, the right engine
was struck by birds.
344
00:22:20,648 --> 00:22:24,193
They replaced two turbine
blades, the hydraulic pump
345
00:22:24,193 --> 00:22:27,947
was repaired, and they polished
the "lower front" of the 757.
346
00:22:29,407 --> 00:22:31,951
Exactly where the static ports
are located.
347
00:22:32,910 --> 00:22:34,912
Did maintenance
personnel follow
348
00:22:34,912 --> 00:22:38,499
the correct procedures
for polishing the 757?
349
00:22:39,125 --> 00:22:40,960
When you're performing work
on the airplane,
350
00:22:40,960 --> 00:22:43,713
such as polishing it, or washing
it, it's important
351
00:22:43,713 --> 00:22:46,424
not to get any debris into
the ports,
352
00:22:46,424 --> 00:22:49,594
because when you takeoff,
temperatures go down,
353
00:22:49,594 --> 00:22:53,389
they may freeze in place, which
could cause severe
354
00:22:53,389 --> 00:22:55,475
instrument problems
to the airplane.
355
00:22:56,476 --> 00:22:58,603
According to the maintenance
manual, they're supposed to
356
00:22:58,603 --> 00:23:00,313
cover the static ports.
357
00:23:00,313 --> 00:23:02,357
But whoever polished the plane
covered the static ports
358
00:23:02,357 --> 00:23:04,567
with tape and didn't remove it.
359
00:23:07,653 --> 00:23:09,906
So why wasn't
the tape removed
360
00:23:09,906 --> 00:23:11,908
after the area was polished?
361
00:23:12,992 --> 00:23:15,828
If you
look at the maintenance process
362
00:23:15,828 --> 00:23:18,372
on an airplane, and cleaning
or polishing
363
00:23:18,372 --> 00:23:19,957
an airplane is maintenance
364
00:23:19,957 --> 00:23:24,003
there's multiple steps, multiple
people and multiple looks.
365
00:23:24,003 --> 00:23:27,382
The whole purpose of that
is to make sure
366
00:23:27,382 --> 00:23:29,759
that nothing is missed.
367
00:23:30,927 --> 00:23:33,805
Were the static ports
inspected as part
368
00:23:33,805 --> 00:23:36,099
of Flight 6-0-3's line check?
369
00:23:37,600 --> 00:23:39,268
It was a crazy night.
370
00:23:39,268 --> 00:23:42,271
Investigators
interview the Line Mechanic
371
00:23:42,271 --> 00:23:44,357
to determine if the static ports
were inspected
372
00:23:44,357 --> 00:23:46,234
after the work was done.
373
00:23:46,234 --> 00:23:49,946
The line chief usually does
it, but he was sick.
374
00:23:51,406 --> 00:23:54,784
So I did it.
375
00:24:02,834 --> 00:24:06,879
So, I guess you didn't
see the tape then?
376
00:24:10,299 --> 00:24:14,178
Aluminum tape is pretty
common. And if you take it
377
00:24:14,178 --> 00:24:18,141
and just spread it over those
ports, it blends in perfectly.
378
00:24:18,141 --> 00:24:21,644
And it makes it very easy
for somebody to miss it.
379
00:24:23,479 --> 00:24:25,481
Was he adequately trained?
380
00:24:25,481 --> 00:24:28,067
I would say the answer
to that is no.
381
00:24:30,737 --> 00:24:33,698
Did you see either pilot
do a pre-flight check?
382
00:24:33,698 --> 00:24:36,325
Yes, the Captain.
383
00:24:38,911 --> 00:24:40,747
Do you know
if he checked them?
384
00:24:42,790 --> 00:24:44,292
I couldn't tell you.
385
00:24:46,085 --> 00:24:49,130
If I add a new person
on my crew, I would tell them
386
00:24:49,130 --> 00:24:51,507
to watch the captain, see what
he's doing,
387
00:24:51,507 --> 00:24:54,844
and it becomes routine
for mechanics to watch
388
00:24:54,844 --> 00:24:56,012
what the flight crew does.
389
00:24:56,012 --> 00:25:00,350
Okay. Thank you for your time.
390
00:25:01,392 --> 00:25:03,186
There's
at least one, if not two,
line checks
391
00:25:03,186 --> 00:25:07,023
that are done by the supervisors
of the line maintenance.
392
00:25:07,023 --> 00:25:09,901
And then, one of the crew
members would do a walk-around,
393
00:25:09,901 --> 00:25:12,278
as they are obligated
to do, always.
394
00:25:13,988 --> 00:25:17,200
{\an8}So there are several levels
where things
395
00:25:17,200 --> 00:25:20,703
{\an8}should have been detected
but weren't in this flight.
396
00:25:24,332 --> 00:25:27,377
So, both the Line Mechanic
and the pilot missed it.
397
00:25:28,920 --> 00:25:31,047
Investigators now
know that,
398
00:25:31,047 --> 00:25:33,716
despite all the safety checks
that were meant
399
00:25:33,716 --> 00:25:36,886
to be performed, no one spotted
the silver tape
400
00:25:36,886 --> 00:25:39,055
covering the static ports.
401
00:25:39,055 --> 00:25:41,349
So, we know what caused
the faulty airspeeds
402
00:25:41,349 --> 00:25:45,645
and altitudes. But faulty air
data alone doesn't cause
403
00:25:45,645 --> 00:25:46,646
a plane to crash.
404
00:25:46,646 --> 00:25:48,314
So, what did?
405
00:25:55,446 --> 00:25:58,616
arrator): Investigators turn
to the cockpit voice recorder
406
00:25:58,616 --> 00:26:01,327
from Aeroperú Flight 6-0-3...
407
00:26:01,327 --> 00:26:02,954
- Here you go.
- Thank you.
408
00:26:02,954 --> 00:26:04,747
...to determine how
the pilots dealt with
409
00:26:04,747 --> 00:26:07,667
faulty airspeed
and altitude data.
410
00:26:08,459 --> 00:26:09,752
Pick it up from the take-off.
411
00:26:21,973 --> 00:26:23,808
Gear up.
412
00:26:26,769 --> 00:26:29,022
Right, V-two plus ten.
- Mm-mmh.
413
00:26:30,732 --> 00:26:32,817
The plane is barely
off the ground
414
00:26:32,817 --> 00:26:35,403
when the pilots identify
the first problem.
415
00:26:35,903 --> 00:26:37,780
The altimeters are stuck.
416
00:26:38,406 --> 00:26:42,076
The captain's
altimeter, the first officer's
417
00:26:42,076 --> 00:26:45,204
{\an8}altimeter, the standby
altimeter, all three sources
418
00:26:45,204 --> 00:26:48,166
{\an8}were different
and they were all wrong.
419
00:26:50,251 --> 00:26:52,920
Keep V-two plus ten,
v-two plus ten.
420
00:26:53,338 --> 00:26:56,132
It's quickly
followed by a second issue.
421
00:26:56,132 --> 00:26:57,717
The speed.
422
00:26:57,717 --> 00:27:00,595
The airspeed
is also stuck.
423
00:27:00,595 --> 00:27:02,847
Yeah, right.
424
00:27:02,847 --> 00:27:07,101
Hold on.
425
00:27:07,101 --> 00:27:09,353
They were only at 200 feet
above the ground,
426
00:27:09,353 --> 00:27:11,481
and they already knew that
they had problems
427
00:27:11,481 --> 00:27:12,982
with altitude and airspeed.
428
00:27:13,983 --> 00:27:16,819
In three
different places in the cockpit,
429
00:27:16,819 --> 00:27:20,365
they're seeing unreliable
airspeed and altitude.
430
00:27:21,199 --> 00:27:23,743
According to the FDR,
they're still climbing.
431
00:27:23,743 --> 00:27:26,788
Let's see how they handle
that faulty data.
432
00:27:29,457 --> 00:27:30,249
What's going on?
433
00:27:30,249 --> 00:27:31,709
We're not climbing.
434
00:27:31,709 --> 00:27:33,211
I'm climbing.
435
00:27:34,253 --> 00:27:37,256
Investigators hear
the captain continue to rely
436
00:27:37,256 --> 00:27:39,717
on the faulty data
on his altimeter...
437
00:27:39,717 --> 00:27:41,636
Climb. Climb. Climb.
438
00:27:41,636 --> 00:27:43,304
I am climbing.
439
00:27:43,304 --> 00:27:45,431
...despite what
the first officer tells him.
440
00:27:46,391 --> 00:27:49,018
{\an8}The captain is looking
at his altimeter and saying
441
00:27:49,018 --> 00:27:51,562
{\an8}what he sees right in front
of him.
442
00:27:52,313 --> 00:27:55,441
It's very hard to ignore
this false data.
443
00:27:55,441 --> 00:27:58,361
The airspeed and altitude
readings are like a magnet
444
00:27:58,361 --> 00:28:01,155
drawing your eye and attention
again and again.
445
00:28:01,155 --> 00:28:03,199
- Climb. Climb.
- I am climbing.
446
00:28:03,199 --> 00:28:06,160
So, in these
initial moments of the climb,
447
00:28:06,160 --> 00:28:08,871
it seems like the first officer
was more in touch
448
00:28:08,871 --> 00:28:10,581
with what the airplane
was really doing.
449
00:28:10,581 --> 00:28:13,751
What else do the pilots
do to handle the situation?
450
00:28:13,751 --> 00:28:15,169
Keep playing.
451
00:28:16,838 --> 00:28:18,423
Let's go to basic
instruments.
452
00:28:18,423 --> 00:28:22,552
But within a minute,
the captain stops focusing
453
00:28:22,552 --> 00:28:24,554
on the faulty instruments.
454
00:28:25,179 --> 00:28:27,640
He decides to use the pitch
and power procedure
455
00:28:27,640 --> 00:28:28,641
and that's good.
456
00:28:29,308 --> 00:28:31,686
Very quickly on,
the captain says,
457
00:28:31,686 --> 00:28:33,896
"basic instruments", but I
believe he means
458
00:28:33,896 --> 00:28:35,481
the pitch and power procedure.
459
00:28:39,360 --> 00:28:41,988
The "pitch and
power" procedure requires
460
00:28:41,988 --> 00:28:44,490
reducing the pitch angle
of the aircraft
461
00:28:44,490 --> 00:28:48,870
to two degrees nose up and
the throttles to 55%.
462
00:28:48,870 --> 00:28:51,748
This should result in level
flight.
463
00:28:52,498 --> 00:28:56,002
By flying with set pitch
and power and ignoring
464
00:28:56,002 --> 00:28:59,922
the unreliable airspeed and
altitude gives the crew time
465
00:28:59,922 --> 00:29:03,301
to sort out what's going on
and think through
466
00:29:03,301 --> 00:29:07,138
what might be causing
the unreliable indications.
467
00:29:08,306 --> 00:29:09,390
Then they declare
the emergency.
468
00:29:09,390 --> 00:29:10,433
Pick it up after that.
469
00:29:10,433 --> 00:29:12,643
Let's see if they did
the procedure properly.
470
00:29:16,356 --> 00:29:21,277
(Captain: Switching to 1-19.7.
471
00:29:21,277 --> 00:29:25,156
Auto-throttle has
disconnected.
472
00:29:25,990 --> 00:29:27,825
But instead
of checking his attitude
473
00:29:27,825 --> 00:29:29,577
indicator and engine gauges...
474
00:29:29,577 --> 00:29:31,621
Let's see. Read that.
475
00:29:32,455 --> 00:29:36,292
...the captain
focuses on the Crew
Alerting Screen
476
00:29:36,292 --> 00:29:37,877
which is displaying
more alerts.
477
00:29:39,379 --> 00:29:41,172
Rudder ratio and Mach
speed trim.
478
00:29:41,631 --> 00:29:44,801
The rudder ratio
and Mach speed trim warnings
479
00:29:44,801 --> 00:29:47,804
were just the result
of the unreliable airspeed
480
00:29:47,804 --> 00:29:49,931
and altitude indications
in the cockpit.
481
00:29:49,931 --> 00:29:53,393
They shouldn't have been
the primary focus of the crew.
482
00:29:55,228 --> 00:29:56,521
They're getting distracted
by false alerts.
483
00:29:56,521 --> 00:29:59,190
They ignore their pitch
and power procedure.
484
00:30:01,359 --> 00:30:03,194
We're flying without
speed.
485
00:30:03,194 --> 00:30:04,737
Soon after...
486
00:30:04,737 --> 00:30:06,406
The speed
is zero.
487
00:30:07,115 --> 00:30:09,701
All airspeed indicators at zero.
488
00:30:12,620 --> 00:30:14,497
Investigators
hear the pilots
489
00:30:14,497 --> 00:30:17,917
turning their attention back
to the erroneous airspeed
490
00:30:17,917 --> 00:30:19,460
and altitude readings.
491
00:30:21,212 --> 00:30:24,757
The tape on the static ports
meant that the airspeed
492
00:30:24,757 --> 00:30:28,970
and altitude were always wrong
and they were always changing
493
00:30:28,970 --> 00:30:31,639
as the airplane climbed
and descended.
494
00:30:32,765 --> 00:30:37,437
We will maintain 10,000 feet.
Set it 10,000 feet.
495
00:30:38,146 --> 00:30:40,982
But at no point
did they disregard
496
00:30:40,982 --> 00:30:42,734
the unreliable airspeed
and altitude.
497
00:30:42,734 --> 00:30:45,236
They looked at them constantly.
498
00:30:45,737 --> 00:30:47,155
12,000 feet.
499
00:30:47,155 --> 00:30:49,532
The crew never
switched their mindset to just
500
00:30:49,532 --> 00:30:51,242
using pitch and power.
501
00:30:53,327 --> 00:30:55,329
They climb for seven
more minutes.
502
00:30:56,414 --> 00:30:59,083
But if they were
climbing, how did the crew
503
00:30:59,083 --> 00:31:00,877
end up hitting the ocean?
504
00:31:01,377 --> 00:31:02,670
They can't keep
climbing forever.
505
00:31:04,589 --> 00:31:06,340
We have
problems reading
our instruments.
506
00:31:06,340 --> 00:31:08,634
Investigators
continue listening
507
00:31:08,634 --> 00:31:12,347
to the cockpit voice recorder
of Aeroperú Flight 6-0-3
508
00:31:12,347 --> 00:31:14,807
to determine how the crew
carried out
509
00:31:14,807 --> 00:31:17,602
the return to Lima
with faulty instrument data.
510
00:31:18,269 --> 00:31:19,812
Set the approach
please.
511
00:31:19,812 --> 00:31:21,356
I did. I did.
512
00:31:21,356 --> 00:31:23,024
Then let's go.
513
00:31:24,859 --> 00:31:27,153
{\an8}The captain, he knew he had
to... to get down
514
00:31:27,153 --> 00:31:28,654
{\an8}to Lima airport.
515
00:31:28,654 --> 00:31:30,948
I'll try to descend with
the power cut.
516
00:31:30,948 --> 00:31:32,533
And the way
to do that
517
00:31:32,533 --> 00:31:34,035
was to reduce the power.
518
00:31:36,371 --> 00:31:38,998
No sooner do
the pilots cut the power
519
00:31:38,998 --> 00:31:40,792
than they face another problem.
520
00:31:40,792 --> 00:31:43,002
The speed
is increasing.
521
00:31:43,795 --> 00:31:46,005
Why is the speed so high?
522
00:31:46,005 --> 00:31:47,465
Is it the real speed?
523
00:31:47,465 --> 00:31:49,550
That's what
worries me. I don't think so.
524
00:31:52,011 --> 00:31:55,723
They think they're speeding
up when they can only
525
00:31:55,723 --> 00:31:57,141
be slowing down.
526
00:32:01,312 --> 00:32:03,815
The pilots don't
know whether to believe
527
00:32:03,815 --> 00:32:06,943
the faulty airspeed indicator
that's showing
528
00:32:06,943 --> 00:32:10,071
they're going too fast
after having pulled
529
00:32:10,071 --> 00:32:11,948
their thrust levers
back to idle.
530
00:32:11,948 --> 00:32:14,742
{\an8}That'd be totally confusing
for the captain.
531
00:32:14,742 --> 00:32:18,121
{\an8}He'd be saying, this can't be
happening. It's impossible.
532
00:32:18,121 --> 00:32:20,915
It violates the laws of physics
of aircraft.
533
00:32:21,791 --> 00:32:24,752
But the Captain's
thought process is overtaken
534
00:32:24,752 --> 00:32:26,379
by what happens next.
535
00:32:27,714 --> 00:32:29,257
Overspeed.
536
00:32:30,466 --> 00:32:33,428
The faulty airspeed data
is now triggering
537
00:32:33,428 --> 00:32:34,887
the overspeed warning.
538
00:32:35,430 --> 00:32:38,641
An overspeed warning gets
your attention very quickly.
539
00:32:38,641 --> 00:32:42,311
And you want to react to it.
540
00:32:43,229 --> 00:32:45,606
But this is the time when
he should have been questioning
541
00:32:45,606 --> 00:32:46,774
whether that was correct.
542
00:32:49,193 --> 00:32:52,697
The First Officer
makes a split-second decision.
543
00:32:52,697 --> 00:32:55,241
Take the speed brakes out.
544
00:32:57,785 --> 00:33:02,915
But now, with the power cut
and the speed brakes out...
545
00:33:04,417 --> 00:33:06,544
It slows the plane down
to the point of stalling.
546
00:33:07,628 --> 00:33:10,798
The erroneous
overspeed data leads the pilots
547
00:33:10,798 --> 00:33:15,053
to reduce their speed, which
puts their plane into a stall.
548
00:33:26,147 --> 00:33:28,566
The crew
instinctively lowered
549
00:33:28,566 --> 00:33:31,360
the nose and increased
their actual airspeed.
550
00:33:31,360 --> 00:33:34,030
{\an8}Those are the steps that will
keep you
551
00:33:34,030 --> 00:33:36,115
{\an8}from stalling the airplane.
552
00:33:37,617 --> 00:33:41,079
Responding to the stall
warning was the right move.
553
00:33:41,079 --> 00:33:43,414
But after that...
554
00:33:45,750 --> 00:33:49,420
...they head further out to sea
instead of towards Lima.
555
00:33:50,588 --> 00:33:51,756
Why would they do that?
556
00:33:56,177 --> 00:33:58,137
Shortly after
the stall warning ends...
557
00:33:58,137 --> 00:34:00,056
Too low. Terrain.
558
00:34:00,056 --> 00:34:03,518
...a new warning
tells them they are dangerously
close to terrain.
559
00:34:03,518 --> 00:34:05,895
Too low.
Terrain. Too low. Terrain.
560
00:34:05,895 --> 00:34:07,605
The captain doesn't realize
how close
561
00:34:07,605 --> 00:34:09,440
they are to the water.
Too low. Terrain.
562
00:34:10,316 --> 00:34:14,237
On the 757, a radio
altimeter measures the plane's
563
00:34:14,237 --> 00:34:17,615
altitude when below 2,500 feet
and sounds
564
00:34:17,615 --> 00:34:20,284
the Ground Proximity Warning
when the plane drops
565
00:34:20,284 --> 00:34:22,412
too close to the terrain.
566
00:34:22,412 --> 00:34:24,872
The ground proximity warning
system is separate
567
00:34:24,872 --> 00:34:29,002
from the pitot-static system.
It was telling them the truth.
568
00:34:29,961 --> 00:34:31,003
Too low. Terrain.
569
00:34:31,003 --> 00:34:32,505
Too low, terrain.
570
00:34:33,089 --> 00:34:36,300
And now we've induced
a terrifying alert
571
00:34:36,300 --> 00:34:39,053
of: "I'm about to hit
a mountain."
572
00:34:39,387 --> 00:34:41,389
The pilots thought
they were near a mountain
573
00:34:41,389 --> 00:34:43,891
when they were actually
approaching the surface
574
00:34:43,891 --> 00:34:45,184
of the ocean.
575
00:34:45,184 --> 00:34:47,228
Too low, terrain.
576
00:34:48,146 --> 00:34:49,772
Let's go left.
577
00:34:49,772 --> 00:34:51,566
Too low, terrain.
578
00:34:58,364 --> 00:35:02,618
Radar shows you're turning
left, you are heading
to the west.
579
00:35:02,618 --> 00:35:05,705
Affirmative.
We are heading 2-5-0.
580
00:35:05,705 --> 00:35:08,791
We're heading out to sea because
we have a low terrain warning.
581
00:35:08,791 --> 00:35:11,335
Too low, terrain.
582
00:35:12,587 --> 00:35:16,424
He knew that the water,
the ocean, is to the left.
583
00:35:16,424 --> 00:35:18,968
And that's going
to be my safe environment.
584
00:35:18,968 --> 00:35:22,680
Sink rate. Sink rate.
585
00:35:22,680 --> 00:35:24,515
No sooner
do they deal with
586
00:35:24,515 --> 00:35:26,934
the terrain warning than
the pilots are confronted
587
00:35:26,934 --> 00:35:30,313
by an alert telling them
they are descending too
rapidly.
588
00:35:30,313 --> 00:35:33,024
Sink rate. Sink rate.
589
00:35:33,024 --> 00:35:34,650
Let's climb. Let's go up.
590
00:35:34,650 --> 00:35:37,403
Too low. Terrain.
591
00:35:39,906 --> 00:35:43,117
Now, going up was the right
call. They were descending
592
00:35:43,117 --> 00:35:44,577
at 3,000 feet per minute.
593
00:35:44,577 --> 00:35:47,580
They climbed to 4,000 feet
and they stay there for...
594
00:35:49,040 --> 00:35:50,083
...approximately one minute.
595
00:35:56,047 --> 00:35:59,550
So what led
to the final plunge into
the sea?
596
00:35:59,550 --> 00:36:01,219
Let's go back
to Lima.
597
00:36:01,219 --> 00:36:04,305
I'll try to intercept
the ILS and then descend.
598
00:36:04,889 --> 00:36:09,143
After 25 harrowing
minutes, the captain initiates
599
00:36:09,143 --> 00:36:10,603
a turn back to Lima.
600
00:36:10,603 --> 00:36:15,149
Lima, Aeroperú 6-0-3, we will
try to intercept the ILS.
601
00:36:16,317 --> 00:36:17,694
Can you tell us our altitude?
602
00:36:17,694 --> 00:36:20,279
Is our altitude 9,700 feet?
603
00:36:20,279 --> 00:36:25,576
Roger, Aeroperú 6-0-3, you're
showing level at 9,700.
604
00:36:27,245 --> 00:36:29,163
Too low. Terrain.
605
00:36:29,163 --> 00:36:31,457
But when the terrain
warning activates,
606
00:36:31,457 --> 00:36:35,253
investigators know the plane
was below 2,500 feet.
607
00:36:36,504 --> 00:36:39,590
They both had
the wrong altitude.
608
00:36:40,800 --> 00:36:43,386
Investigators
discover the controller
609
00:36:43,386 --> 00:36:46,014
was also providing Flight 6-0-3
610
00:36:46,014 --> 00:36:48,891
with incorrect altitude
information.
611
00:36:49,684 --> 00:36:51,811
{\an8}The assumption was
the controllers can tell us
612
00:36:51,811 --> 00:36:55,398
{\an8}our altitude but the flaw
in that is that that altitude
613
00:36:55,398 --> 00:36:58,234
is actually being sent
to the controller from
614
00:36:58,234 --> 00:36:59,610
the aircraft itself.
615
00:36:59,610 --> 00:37:02,613
If the information on board
the aircraft is incorrect
616
00:37:02,613 --> 00:37:05,908
then the information that's
being sent to the radar
617
00:37:05,908 --> 00:37:07,535
is also going to be incorrect.
618
00:37:09,078 --> 00:37:11,706
Investigators speak
to the controller to understand
619
00:37:11,706 --> 00:37:16,502
why he relayed the faulty
readings back to Flight 6-0-3.
620
00:37:16,502 --> 00:37:19,172
So it looks like
you were providing the crew
621
00:37:19,172 --> 00:37:20,173
with altitude data.
622
00:37:20,548 --> 00:37:23,384
Yes. They said they didn't
have any altimeters,
623
00:37:23,384 --> 00:37:25,887
so I told them what I was seeing
on my radar screen.
624
00:37:28,014 --> 00:37:29,766
Were you using SSR in Mode C?
625
00:37:29,766 --> 00:37:31,225
Yes. That's right.
626
00:37:31,225 --> 00:37:32,560
Your radar's altitude
627
00:37:32,560 --> 00:37:34,562
is coming from the plane's
transponder.
628
00:37:38,399 --> 00:37:40,860
When
the controller confirmed
629
00:37:40,860 --> 00:37:42,445
the altitudes for the pilots,
630
00:37:42,445 --> 00:37:45,782
I think it gave them a false
sense of hope that at least
631
00:37:45,782 --> 00:37:49,118
one of our problems has been
solved, the altitude problem,
632
00:37:49,118 --> 00:37:51,496
when, in fact, that was
tragically incorrect.
633
00:37:57,168 --> 00:37:59,837
But even with
the faulty altitude readings,
634
00:37:59,837 --> 00:38:03,883
could the pilots still
have landed their plane safely?
635
00:38:10,681 --> 00:38:12,892
Pick it up during
their final descent.
636
00:38:12,892 --> 00:38:15,895
To determine
if the pilots had any other
637
00:38:15,895 --> 00:38:19,190
options to save their plane,
investigators listen
638
00:38:19,190 --> 00:38:23,236
to the final moments of Aeroperú
Flight 6-0-3.
639
00:38:24,404 --> 00:38:26,239
It seems to be
flying well.
640
00:38:27,198 --> 00:38:28,574
Can you tell us our altitude?
641
00:38:28,574 --> 00:38:32,328
You're at 9,700
feet, according to my radar.
642
00:38:32,328 --> 00:38:34,872
Too low. Terrain.
643
00:38:34,872 --> 00:38:37,834
9,700 feet? But we're getting
a terrain warning.
644
00:38:37,834 --> 00:38:40,002
Too low, terrain.
645
00:38:40,002 --> 00:38:43,172
The crew can't
understand the conflicting
information.
646
00:38:44,799 --> 00:38:47,593
But there was a way
for the pilots to determine
647
00:38:47,593 --> 00:38:50,471
their actual altitude and save
the plane.
648
00:38:50,471 --> 00:38:52,849
If they had checked their
radio altimeter,
649
00:38:52,849 --> 00:38:54,726
they would have realized
how close they are to crashing.
650
00:38:54,726 --> 00:38:58,229
Too low, terrain.
Too low. Terrain.
651
00:38:58,229 --> 00:39:01,190
When the ground proximity
warning system activated
652
00:39:01,190 --> 00:39:03,651
in the cockpit, the crew could
have referred to
653
00:39:03,651 --> 00:39:06,446
the radio altimeter and that
would have given them
654
00:39:06,446 --> 00:39:09,615
the truth data about how high
they were above the ground.
655
00:39:09,615 --> 00:39:12,744
Too low. Terrain.
Too low. Terrain.
656
00:39:12,744 --> 00:39:15,747
But they never check
their radio altimeter.
657
00:39:15,747 --> 00:39:20,168
Pull up. Too low.
Terrain. Pull up.
658
00:39:20,168 --> 00:39:23,713
Pull up, pull up
if it's telling you to pull up!
659
00:39:23,713 --> 00:39:24,881
Terrain.
660
00:39:26,507 --> 00:39:27,967
We're hitting the water!
661
00:39:29,927 --> 00:39:33,556
When an aircraft has
its wing touch the water
662
00:39:33,556 --> 00:39:39,228
in a bank attitude,
the situation is hopeless.
663
00:39:39,228 --> 00:39:40,730
- Pull up!
- I am.
664
00:39:40,730 --> 00:39:44,275
Pull up. Terrain.
Terrain. Pull up. Terrain.
665
00:39:44,275 --> 00:39:47,570
Terrain. Terrain. Pull up.
Terrain.
666
00:39:47,570 --> 00:39:51,699
The pilots try
to get the plane back in the air
667
00:39:53,618 --> 00:39:57,246
but the plane banks left
and falls back towards the sea.
668
00:39:57,246 --> 00:39:59,499
We're rolling over!
669
00:39:59,499 --> 00:40:03,753
Pull up. Terrain.
Pull up.
670
00:40:11,928 --> 00:40:14,180
They really had no idea
how low they were.
671
00:40:14,180 --> 00:40:16,474
And all those alarms false
or real,
672
00:40:16,474 --> 00:40:18,893
just made matters worse.
673
00:40:29,153 --> 00:40:31,948
The situation in the cockpit
was so confusing.
674
00:40:35,076 --> 00:40:37,078
It was hard
for either crew member
675
00:40:37,078 --> 00:40:41,290
to understand which cautions and
warnings were true and important
676
00:40:41,290 --> 00:40:43,543
and there didn't seem to be
a good balance
677
00:40:43,543 --> 00:40:46,045
between the two crew members
in sorting that out.
678
00:40:48,715 --> 00:40:49,882
For investigators,
679
00:40:49,882 --> 00:40:53,052
there's one final unanswered
question.
680
00:40:53,845 --> 00:40:55,847
Were the pilots properly
prepared to handle
681
00:40:55,847 --> 00:40:56,973
an emergency like this?
682
00:40:58,057 --> 00:41:01,227
They examine
the Quick Reference Handbook
683
00:41:01,227 --> 00:41:03,980
which provides guidance
in emergency situations,
684
00:41:03,980 --> 00:41:06,816
as well as Aeroperú's training
procedures.
685
00:41:10,570 --> 00:41:11,738
Well, there's nothing here.
686
00:41:11,738 --> 00:41:14,323
Anything in the training
procedures?
687
00:41:14,907 --> 00:41:17,744
Not one single word on how
to handle erroneous air data.
688
00:41:20,872 --> 00:41:23,333
The lack of training worked
against them.
689
00:41:26,544 --> 00:41:28,755
A big takeaway from
this accident was that
690
00:41:28,755 --> 00:41:31,841
flight crews need to be better
trained to get to pitch
691
00:41:31,841 --> 00:41:35,136
and power in the event
of unreliable airspeed
692
00:41:35,136 --> 00:41:36,429
and altitude.
693
00:41:39,807 --> 00:41:43,227
Investigators needed
only two months to solve
694
00:41:43,227 --> 00:41:45,521
the mystery of Flight 6-0-3.
695
00:41:46,397 --> 00:41:49,359
They now know that blocked
static ports...
696
00:41:49,359 --> 00:41:50,777
The altimeters are stuck.
697
00:41:50,777 --> 00:41:54,072
...created faulty
air data readings...
698
00:41:54,072 --> 00:41:56,366
Overspeed.
699
00:41:56,366 --> 00:41:59,327
And those faulty
readings created
700
00:41:59,327 --> 00:42:01,496
so much confusion
in the cockpit...
701
00:42:01,496 --> 00:42:05,041
But I have the speed brakes
out and all the power is cut.
702
00:42:05,041 --> 00:42:06,376
That can't be right.
703
00:42:06,376 --> 00:42:08,628
... that
the overwhelmed crew was unable
704
00:42:08,628 --> 00:42:11,464
to separate the false alarms
from the true ones.
705
00:42:14,759 --> 00:42:17,470
They really needed to develop
a laser focus
706
00:42:17,470 --> 00:42:20,723
on just flying the airplane
but they never got there.
707
00:42:20,723 --> 00:42:22,725
Terrain. Terrain.
Pull up.
708
00:42:22,725 --> 00:42:24,060
The captain's
failure to react
709
00:42:24,060 --> 00:42:26,521
to the ground proximity
warnings in time...
710
00:42:26,521 --> 00:42:27,772
Pull up!
711
00:42:27,772 --> 00:42:29,232
Pull up if it's telling you
to pull up!
712
00:42:29,232 --> 00:42:31,234
- Terrain. Terrain.
- We're hitting the water.
713
00:42:31,234 --> 00:42:32,402
Pull up. Pull up!
714
00:42:32,402 --> 00:42:33,778
Terrain. Terrain.
Pull up.
715
00:42:33,778 --> 00:42:36,989
...contributed
to the death of 70 people.
716
00:42:53,506 --> 00:42:55,925
There's nothing highly
technical about tape,
717
00:42:55,925 --> 00:42:58,928
but boy did it start a chain
of events.
718
00:43:02,974 --> 00:43:05,018
The investigation's
report outlines
719
00:43:05,018 --> 00:43:08,646
a number of recommendations.
But chief among them
720
00:43:08,646 --> 00:43:12,066
is for more training to ensure
crews know how to deal
721
00:43:12,066 --> 00:43:17,196
with inaccurate air data
and implementing the use
722
00:43:17,196 --> 00:43:20,366
of "eye-catching" static port
covers while a plane
723
00:43:20,366 --> 00:43:21,617
is being maintained.
724
00:43:22,410 --> 00:43:27,123
Remember, it's
the simple things that cause
725
00:43:27,123 --> 00:43:31,878
problems, and we need to keep
that in everybody's mind.
726
00:43:31,878 --> 00:43:36,466
Attention to detail, if you
perform that detail,
727
00:43:36,466 --> 00:43:40,470
whatever it is, you're not going
to get problems.
728
00:43:43,139 --> 00:43:47,060
This accident
was one of the pillars
729
00:43:47,060 --> 00:43:52,815
of safety procedures.
Our training changed.
730
00:43:52,815 --> 00:43:56,486
Our preflight procedures
changed. Our attention
731
00:43:56,486 --> 00:44:00,990
to details changed. And it still
lives to this day.
732
00:44:28,643 --> 00:44:31,938
Subtitling: difuze