All language subtitles for Air.Disasters.S06E04.Fight.For.Your.Life.1080p.PMTP.WEB-DL.AAC2.0.H.264-maldini_track3_[eng]

NARRATOR: FedEx flight 705.

- Positive rate.
- You're up late.

NARRATOR: A routine trip
from Memphis, Tennessee

to San Jose, California.

Little did the crew
know, they will soon

have to defend themselves
against a determined attack

intended to kill them all.

Flight 705 will never
reach its destination.

We've had an
attempt to take over.

NARRATOR: Investigators will
uncover a meticulous plan

and a desperate motive.

FLIGHT ATTENDANT:
Ladies and gentlemen,

we are starting our approach.

CAPTAIN: We lost both engines.

FLIGHT ATTENDANT:
Fasten your belts.

Emergency descent.
CAPTAIN: Mayday.

Mayday.

FLIGHT ATTENDANT:
Brace for impact!

AIR TRAFFIC CONTROL OFFICER:
I think I lost them.

REPORTER: Investigation
started tragically.

MAN: It's going to crash!

NARRATOR: April 7, 1994.

Worldwide headquarters
of Federal Express

in Memphis, Tennessee.

Serving 171
countries, the company

delivers over two
million packages per day

and works to a tight schedule.

Flying conditions are perfect
at the Memphis airport.

FedEx flight 705 to
San Jose, California

is preparing to depart
with a three-man crew.

Has the afternoon
flight to San Jose

got any jump seaters on it?

None at all?

NARRATOR: 42-year-old Auburn
Calloway is a flight engineer.

He hopes to catch a
ride on flight 705

for pressing personal reasons.

Thanks.

NARRATOR: Employees have
the privilege of free rides.

They are known as jump seaters.

A 39-year-old flight
engineer, Andy Peterson,

is the first of the flight
crew to arrive on the plane.

Andy Peterson.

Auburn Calloway.

NARRATOR: He is surprised to
find Auburn Calloway on board.

My first thought was,
well, scheduling has gotten--

it's also called someone
else out for the flight

and now we've got
two engineers.

So I said, hey to
him and then asked

him if he was
going to be riding

out to San Jose with us.

And he said he was,
that he was going

to ride the jump seat out.

NARRATOR: Peterson, a
five-year flyer with FedEx,

finds something unusual
during his pre-flight check.

The breaker switch of the
cockpit voice recorder, or

CVR, is in the off position.

Puzzled, Peterson resets it.

The CVR records all in-flight
voice communications.

It is a crucial tool for
investigating air disasters.

No large commercial airliner
is allowed to fly without one.

ANDY PETERSON: The cockpit
voice circuit breaker--

it had popped out, which
means the power is off

to the cockpit voice recorder.

So I never seen that
before and I thought,

well, that's kind of weird.

NARRATOR: 49-year-old
pilot David Sanders

and 42-year-old
co-pilot James Tucker

are next to board and
prepare for departure.

Auburn Calloway.

Mind if I hop around with
you guys to California?

No, not at all.

I don't see any problems today.

Everything looks good.

You play the guitar?

I play at it.

He was very cool,
calm, collected.

Nothing indicating
anything was amiss.

Actually noticing there was a
guitar case off to the right

in front of the nine 9-G net.

But I couldn't wait
to get in the cockpit

and start going
through cockpit checks

because we had a lot to do.

NARRATOR: But
something was amiss.

They didn't know
it, but Calloway

had originally been
scheduled to be the flight

engineer on this flight.

However, he and his
crew had exceeded

their flying hours by just
one minute the previous day.

So they'd been replaced.

But Calloway was
determined to make

flight 705, no matter what.

(SIGHS) Think she'll fly.

AUBURN CALLOWAY: All the
nuts and bolts are in?

Yeah.

ANDY PETERSON: When I
came back on the airplane

and went back up
to the cockpit,

I noticed that that circuit
breaker had popped out again.

So I reset it and
decided that I would

see if it would stay
in, instead of calling

maintenance at that time.

That I'd just wait and
see if it popped back out,

that I would call maintenance
because that is a no-go item.

NARRATOR: If the
CVR is turned off,

there will be no audio
record of the events

aboard flight 705.

You want to fly
this leg of the trip

or do you prefer
the return trip?

You never know when you're
going to get another chance.

DAVE SANDERS: I met Jim
Tucker that afternoon.

Jim had been with the
company for 10 years.

In fact, he was an
instructor in the DC 10.

Andy Peterson and I had
had a trip together.

In fact, we flew
to Paris one time.

NARRATOR: The crew is flying
together for the first time.

Both Tucker and
Sanders are ex-Navy.

Sanders has been with
FedEx for 20 years.

James Tucker, who has a wife
and three children at home,

has been with the
company for 10 years.

None of the crew knows
Calloway or his real reasons

for being on the flight.

AIR TRAFFIC CONTROL OFFICER:
Flight 705, heading runway 27.

Cleared for takeoff.

Express 705
cleared for takeoff.

Lights if you want them.

I mean, blocks
if you want them.

Lights are coming on.

We'll get the vertical
speed here in a minute.

How's the checklist look?

All right.

Before takeoff is complete.

Your airplane.

Set standard power please,
before they change their mind.

JIM TUCKER: Power is set.

Eight knots.

Head checks?

V-1.

Rotate.

Positive rate.

Gear up, please.

NARRATOR: FedEx flight 705 is
airborne and westward bound.

The weather to
California is clear.

And if all goes as
planned, they'll

be back home within 10 hours.

But back in the cargo
area, Auburn Calloway is

launching a different plan--

a plan he's been shaping and
reshaping for several days.

Like the brilliant chess
player he is, Calloway

has thought out all his moves.

Being bounced from the
crew of flight 705 today

was an unexpected glitch, but
nothing he can't cope with.

At his home that
morning, Calloway

had already made a small
adjustment to his plans.

The flight bag he'd planned to
take with him on his journey

is in for repairs.

So instead, he
packs a guitar case.

As a company employee, he's
unlikely to be searched

and a guitar case
seems innocent enough.

Here you have a
man who made some

accomplishments that no
other African-American

had ever made.

NARRATOR: Calloway
graduated from Stanford

University in 1974.

He became a top Navy flier,
then a commercial pilot.

But his five years
at FedEx have

been as a flight engineer.

JOHN FOWLKES: He was highly
intelligent, a driven person

to accomplish goals,
and had, before him,

an opportunity of a
tremendously positive career.

He was married and had
children and family

and it just seemed
as though he was

almost part of the true
American dream, just

about-- the American family.

NARRATOR: Before
leaving for the airport,

Calloway put some important
documents on his bed.

Among them, his last
will and testament.

FedEx flight 705 is several
minutes outside of Memphis,

still climbing and passing
through 19,000 feet.

Jim Tucker is
hand-flying the airplane,

using control
wheel steering mode

and enjoying the
clear afternoon skies.

A couple of feet away
sits Auburn Calloway.

Behind him lie
frustrated expectations

of a brilliant career and a
marriage that ended badly.

DAVE SANDERS: 10 minutes?

JIM TUCKER: Nines
and twos here.

After takeoff is complete.

NARRATOR: Calloway
has a terrifying plan.

His guitar case is packed
with several hammers

and a spear gun.

Out of the crew's sight,
he prepares his weapons.

To be successful, Calloway
will have to act quickly.

Speed and strength
will be critical.

Calloway is a former Navy pilot
and a martial arts expert,

so speed and strength come
as part of the package.

The original plan was to
take out his original crew

which, would have only
been two individuals,

one was a female--

much smaller than
the crew that he

wound up facing on flight 705.

No, I live in Fisherville.

Fisherville.

Great spot.

ANDY PETERSON: I had the
cockpit door locked open

and I noticed that Calloway was
walking up into the cockpit.

I just caught him out
of the corner of my eye

and basically saw
his arm coming up.

And I thought, well, he's
just coming up to sit

and talk with us for a while.

Oh!

Oh.

JIM TUCKER: Excruciating pain.

Blinding pain.

So much, in fact, that I
never lost consciousness,

but I lost useful consciousness
for at least 45 seconds.

MORRIS RAY: A blow to the
head will rattle the brain.

It will shake it enough that
the electrical connections

momentarily are not working.

And it can be anywhere from a
complete, irretrievable loss

of consciousness,
to simply a stun

or to, what he describes as,
a period of time where he was

somewhat aware of
what was going on,

but could not respond to it.

I was slumped back like this.

And he looked-- I
remember-- right in my eyes

as he passed over.

It was almost probably like,
well, the lights are on,

but there's nobody home here.

This guy is out
of action, so I'll

move on to the next person.

NARRATOR: The crew is
in shock and confused.

What the hell are you doing?

DAVE SANDERS: What I saw was
simply a face, and his eyes,

and an object
coming down at me.

AUBURN CALLOWAY: Shut up.

Oh!

I didn't discern any
emotion or hate or anger.

I just saw a
threat and I didn't

really know what the threat
was because it's so shocking.

And for a crew member,
who is a pilot in uniform,

to attack another pilot is
unheard of in the

airline industry.

NARRATOR: Although
terribly injured,

Peterson and Tucker
are still alive.

ANDY PETERSON: Oh.

JIM TUCKER: Get him.

Get him .

NARRATOR: Calloway hurriedly
retreats out of the cockpit.

Unaware of each
other's injuries,

the crew starts to mobilize.
- Get up.

Get up.

NARRATOR: Calloway
has a backup plan.

The spear gun stashed
outside the cockpit

is a deadly weapon.

Sit down.

Sit down.

Get back to your seats.

This is a real gun
and I'll kill you.

ANDY PETERSON: There was
a loud ringing in my ear

and I was a little unbalanced.

But I saw the spear gun and I
thought, well, the only thing

I can do is try to grab it.

So I grabbed the spear.

It sticks out of the
spear gun about--

I don't know--
four inches or so,

so I grabbed it right
behind the barbs

and tried to hang
on to it real tight.

Oh!

NARRATOR: Tucker does
something that Calloway

is not expecting.

He pulls back the yoke
and puts the plane

into a sudden 15-degree climb.

It throws the struggling
men out of the cockpit

into the galley behind.

I had already figured out
that what I had in my hands

is probably one of the
best weapons available,

and that was the
aircraft itself.

NARRATOR: James Tucker has
not been just a Navy pilot,

but a combat instructor
flying A-4's.

His fighter pilot experience
would prove invaluable

in the next few minutes.

And I was looking at
this whole situation

as if it was an air combat
maneuvering situation.

Get up!

We're taught in the Navy
and the fighter community

as the first thing you want
to do is engage the bogey,

engage the bad guy.

You make him predictable
by engaging him,

and you use his predictability
then against him,

and then you kill the bogey.

Get up, get up, get up!

NARRATOR: But the copilot
doesn't stop there.

Tucker immediately rolls the
massive aircraft to the left,

in an acrobatic maneuver
to try and disarm Calloway.

The men roll along
the smoke curtain

to the left side of the plane.

I knew that I had
to do something very

abrupt, very, very rough
and something that he

would not be expecting.

Get him!

NARRATOR: Tucker has no idea
whether rolling the plane

is helping Sanders
and Peterson as they

try to restrain Calloway.

The fight continues
with the men pinned

to the left side of the plane.

The crew members are rapidly
losing blood and strength.

Tucker continues to
execute the roll,

while trying to maintain
a visual reference

outside the captain's window.

Get him.
Get him, Andy.

I got the airplane.

So you roll the
airplane over on its back

and pull through
completely in the vertical.

But at this particular point,
if I had rolled the airplane

over in its back, I
wouldn't really be

able to see what I was doing.

This is not a bubble canopy
that you have over the top.

You're actually looking out.

It's got an expansive windows.

But nonetheless, you roll this
airplane over on its back,

you can't really see that
much of what you're doing.

So I roll it to about 140
degrees, where I can still

see out over the side,
as the airplane's nose

was starting to come through.

NARRATOR: Tucker
rolls the half million

pound DC-10 to 140 degrees
almost on its back.

Commercial aircraft
are never meant

to roll more than 60 degrees.

The men continue their fight
on the ceiling of the aircraft.

Kill ya!

NARRATOR: Calloway wrenches
the hammer in his hand free

and hits Sanders in the head.

Tucker decides to
pull back on the yoke

and put the plane
into a steep dive,

a risky but cunning move.

The G-Force of the dive pushes
the men back along the ceiling

to the smoke curtain.

The plane is traveling at
a very dangerous speed.

Tucker is making
demands on the aircraft,

for which it was not designed.

DC-10's are never meant to be
flown past 430 miles an hour.

Tucker is going over
500 miles an hour.

No DC-10 in history has been
flown so fast and survived.

JIM TUCKER: The air speed
indicator was maxed.

It was all the way to what
we call the Barber pole.

It couldn't go any faster.

But you could tell it you
were going quite a bit faster

because of the things
you don't normally

hear in a jet that size.

And one is the incredible
amounts of sound--

of wind-- coming
across the cockpit.

ROBOT VOICE: Overspeed.

NARRATOR: As the plane
approaches supersonic speed,

the airflow over the
stabilizer becomes disrupted.

The elevators begin to flutter.

If the flutter becomes
more pronounced,

they may become
inoperable, and Tucker

will no longer have
the means to pull

the plane out of the dive.

If I didn't pull out
soon, the airplane was

probably going to come apart.

Because I was getting into a
phenomenon known as mock tuck,

where the airplane is pitching
over because the airspeed

is increasing so much.

The wind flow over the
surfaces of the wings

is doing things that it's
not even designed to do.

NARRATOR: The injury to the
left side of Tucker's brain

is beginning to
paralyze functions

on the right side of his body.

Tucker notices
something alarming.

The plane is traveling
at this incredible speed

because the
throttle levers have

been left in their automatic
climb setting from takeoff.

The DC-10 is now in a
vertical dive with the engines

at nearly full power.

Tucker must release his only
usable hand from the yoke

to pull back on the throttles.

With the power reduced
to idle, the DC-10

is still not out of danger.

Despite Tucker's
maneuvers, Calloway is

still gaining the upper hand.

Calloway hit me
with the third blow,

which was in the
top of my head,

nearly rendered me unconscious.

I began to gray out.

At that very same
time, it occurred to me

we might lose this thing.

NARRATOR: As Tucker
starts to pull

the plane carefully
out of the dive,

the elevator flutter increases.

Balance panels,
counterweights that

help the pilots
manipulate the elevator,

break free and begin to wrinkle
the skin of the stabilizer.

Tucker fears that if he pulls
back too hard during the dive,

the surfaces on the tail
section might come off.

Sanders' strength
is nearly gone

and Peterson's head is
bleeding profusely from

his ruptured temporal artery.

Somehow, they managed to
pin their attacker down.

Sanders believes this
is a turning point.

-

The plane is safe
for the moment.

About a minute after
the attack begins,

Tucker finally has a
chance to radio Memphis.

Centers.

Center emergency.

NARRATOR: Air traffic
controller Kent

Fleishman and his
trainee received

Tucker's emergency request.

Aircraft
emergency, say again.

JIM TUCKER: Center.

Aircraft
emergency, say again.

JIM TUCKER: Listen to me.

Express 705.

I've been wounded.

We've had an attempt to take
over and aboard the airplane.

Give me a vector, please,
back in Memphis at this time.

Hurry.

Express 705, fly heading zero
niner five, direct Memphis.

JIM TUCKER: Zero nine
five, direct to Memphis.

Get me an ambulance and
alert the airport facility.

Hey, Memphis, are you
are still with me?

Affirmative, 705.

Descend and maintain
one zero thousand.

NARRATOR: Fleishman
takes action in case

the hijacker has a gun.

If he can get the plane
below 10,000 feet,

a bullet hole in the
fuselage will not

cause explosive decompression.

Tucker hears the fight
increase in the galley.

Again, he uses
his only weapon--

the aircraft.

The maneuver throws the men
onto the side of the plane.

Let go of the spear.

Look, just keep
talking to me.

OK?

Express 705, affirmative.

If you need an ambulance, stand
by and we'll get that for you.

JIM TUCKER: Yeah,
we need an ambulance

and we need armed
intervention as well.

Make sure to
notify the SWAT team.

He's asking for
armed intervention.

NARRATOR: Fleishman
recognizes the term

"armed intervention"
as the most

serious request from a pilot.

It means they want
armed officials to storm

the plane upon landing.

Memphis approach
has to be alerted.

We have an emergency.

Express 705.

He's had an attempted
takeover on the aircraft.

He's had an
attempted takeover?

OK.

Pete, our contact--
put them on 119.1.

NARRATOR: Paul Candalino,
a 44-year-old veteran air

controller, spots flight
705 on his radar screen.

But something is wrong.

The plane is heading
away from the airport.

It looks like the hijacker
has seized the plane.

Air traffic control
watches helplessly

as they fly away
from the airport,

while the fight for control
of the plane continues.

Co-pilot James Tucker is
pushing the DC-10, his best

weapon, to its limits.

He throws the wheel round,
flipping the massive plane

in the opposite direction.

Tucker, drawing on his
military experience,

reverses the roll, keeping
his maneuvers unpredictable.

JIM TUCKER: Here I am,
all alone in the cockpit,

the fight is still
going on in the back.

I don't know who's winning.

I don't know who's losing.

And that was about
the only time

I really had time
to be frightened.

And it was a very horrifying
situation at that point,

thinking that, quite
possibly, Auburn was winning.

Let go.

NARRATOR: Three and a half
minutes after the attack,

Auburn Calloway is
pinned and injured,

but still won't
relinquish the spear.

You son of a-- fight me.

DAVE SANDERS: Anger was coming
in then and so when I hit him,

it was with the intent to
disable him and eliminate

his ability to fight.

Not kill, but to
injure him sufficiently

that he could fight no more.

So when I swung the hammer,
it was with all the strength

that I had.

NARRATOR: Sanders and Peterson
momentarily subdue Calloway.

DAVE SANDERS: Put it on
auto-pilot and get back here.

NARRATOR: The
captain is yelling

at Tucker to come and help, but
he's the one flying the plane.

Express 705, I've contact
Memphis approach on 119.1.

They are aware of
your emergency.

DAVE SANDERS: Jim.

Quick, Jim.

Request a single
frequency approach.

A single frequency approach.
Roger.

We'll pass it along.

119.1.

Put it on autopilot.

Come on, Jim.

ANDY PETERSON: Get back here.

What you have to
understand is that's probably

the strangest request that
I've ever had come my way,

because here I am, the only one
up front in the cockpit now,

and for me to go ahead and
get up and go to the back

means I've got to--

first of all--
stand up, which I

didn't know until
the particular time

and I tried to stand up.

It was very, very
difficult to do so.

NARRATOR: Jim Tucker, with a
fractured skull and only one

side of his body functioning,
puts the plane on autopilot

and struggles out
of his seat to help.

Hey, wait a minute.

I'm coming.

ROBOT VOICE: Autopilot.

NARRATOR: But the
plane's gyros have

not stabilized sufficiently
for the autopilot to take over.

OK.

NARRATOR: Now no one's
flying the plane.

705 heavy.

How do you hear?

NARRATOR: Paul Candalino
tries to establish

radio contact with flight
705, but there is no response.

Their radar screens show the
aircraft turned to the north,

then the west,
finally southwest,

heading away from the airport.

There is only an eerie silence.

Anything could be happening
on board the plane.

JIM TUCKER: So I stepped
into forward cargo area.

I was absolutely amazed
at what I was seeing.

All three of the
individuals are

completely covered with blood.

Auburn Calloway on his back.

There are papers
everywhere in the back.

You can see where the
jump seats, which is just

a normal commercial
airline seat,

has had two covers torn off.

There's bloody footprints
on the top of the ceiling.

There are coats that
have come out of closets.

It's total carnage in the back.

NARRATOR: Sanders
has disarmed Calloway

and handed the spear to Tucker.

You move, I'll kill you.

You keep him contained.

I'm going to get the airplane.

Go get the airplane.

NARRATOR: They decide
that Sanders, the captain,

should fly the plane
back to Memphis.

You take this.

NARRATOR: Tucker wants
the weapons as far away

from Calloway as possible,
and asks Sanders to take

them with him to the cockpit.

DAVE SANDERS: In an
emergency situation

it's expected that the
captain of the airplane

will fly the airplane.

I was in somewhat of a
daze because of the fight.

I wasn't sure of the
direction of the airplane.

I wasn't sure of the
condition of the airplane.

But it appeared
to be flying OK.

I was bleeding excessively
from the top of my head.

I couldn't see out
of my left eye.

I thought the fight was over.

I mean, I had hit
Calloway four times

in the head with
a 20-ounce framing

hammer as hard as
I could swing it.

He had stopped fighting
and he was bleeding

and he looked like he
was severely injured.

NARRATOR: Tucker can't tell
anymore whether his hand

is gripping the spear.

The blows to his
head have caused

a blood clot on his brain and
damaged his sense of touch.

Let me up.
Let me up.

I won't fight anymore.

Please.

I can't breathe!

NARRATOR: Even with several
open gashes in his skull,

Auburn Calloway
cannot be trusted.

Both pilots know their strength
is quickly running out.

I can't breathe!

NARRATOR: Sanders, safely
back in the driver's seat,

must get the plane on
the ground and fast.

Memphis, can you hear me?

Is this express 705 heavy?

705 heavy, yes.

AIR TRAFFIC CONTROL
OFFICER: Express 705 heavy.

Memphis, Roger.
I do hear you you.

You can proceed direct
to Memphis if able.

Expect runway niner.

The altimeter is 30.29.

Do you understand we're
declaring an emergency?

We need security to
meet the airplane.

We'll stop on the
runway if we can.

NARRATOR: Captain Sanders,
without his glasses

and with blood
dripping into his eyes,

thinks that the plane is on
a course back to the airport.

But it is still heading
southwest, away from Memphis

at over 350 miles an hour.

Roger.

Express 705 heavy, is a
situation under control

or is it still in progress?

We appear to have
it under control.

NARRATOR: Candalino
wants to warn the pilot,

but he's afraid
the crew may still

be under attack and
trying to mislead

the hijackers by flying
in the wrong direction.

Express 705 heavy,
are you able to turn

toward the airport?

Yeah.

Give me a vector.

100, vector Memphis.

Sanders takes the
plane off autopilot

and sets a course
back to the airport.

We're turning to
the airport now.

NARRATOR: For now, the
situation aboard the DC-10

seems under control,
but a potential disaster

is only moments away.

At the Memphis airport,
emergency personnel

begin to move into position.

We need security
to meet the airplane.

We'll stop on the
runway if we can.

NARRATOR: The FedEx cargo
plane is heading for the safety

of Memphis Airport.

But that, in itself, presents
another scary possibility.

The aircraft is more than
18 tons over the recommended

landing weight, with more
than 85,000 pounds of fuel

still in its tanks.

In most emergency
landing situations,

there's time to dump
any excess fuel.

But Sanders knows the
switches and levers are

too far away to access safely.

KENNETH ENSSLIN: You'd
have to get up and go back

to the engineers panel, where
the fuel dumping switches

are, and set up the engineers
fuel panel to dump fuel.

So it's virtually
impossible for-- say--

the captain to dump fuel
while he's attempting

to fly the airplane.

NARRATOR: In the galley,
Auburn Calloway still

hasn't given up the fight.

Calloway drags himself
towards the jump seats,

with Peterson and
Tucker on top of him.

He hopes to gain
enough leverage

to get back on his feet,
where he'll have an advantage.

JIM TUCKER: He was using his
thumbs to go ahead and try

and push my eyes
out, doing everything

he possibly could to break
Andy and I down as a team.

We could handle him together,
but we certainly couldn't

handle him one-on-one.

So certainly, a fight
against the clock.

Auburn's getting stronger.

I know we're getting weaker.

I knew if he ever got back in
the cockpit, we were history.

I just knew we had to
keep him-- somehow,

we had to keep him from
getting back in that cockpit.

DAVE SANDERS: Approaching 7,000
feet, the fight in the back

started again.

And it was as
violent and as loud

as when I was in the back
in the midst of the fight.

It became so violent and loud,
that approaching 7,000 feet,

I decided that I was going
to level the airplane,

turn on the autopilot, go
to the back of the airplane

and kill Calloway.

It was so severe, I thought
that had to be done.

NARRATOR: The DC-10 is only
14 miles from Memphis Airport.

Is he under control?

ANDY PETERSON: No, no.

NARRATOR: The sound of a
struggle worries Sanders.

He decides this has to end.

DAVE SANDERS: I
release the seat belt,

climb out of my seat, headed
to the back of the airplane.

And Jim Tucker
said to me, David,

I think we have him
under control now.

I said, are you sure?

JIM TUCKER: Yeah, he is.

DAVE SANDERS: He said, I think
we have him under control.

I went back to the seat,
climbed into the left seat

of the airplane,
continued the descent

on down toward the airport.

AIR TRAFFIC CONTROL
OFFICER: Express 705 heavy,

can you verify the situation
is still under control?

Yeah, we're sort
of under control.

AIR TRAFFIC CONTROL OFFICER:
The wind is 030 with five.

Clear to land runway nine.

Clear to land?

NARRATOR: Now Sanders faces
yet another possible disaster.

The delay caused by
getting out of his seat

means he's way over the
normal approach speed--

too high and too fast.

He will not be able to slow
the overweight plane quickly

enough to land on runway nine.

Coming around to 36 left.

NARRATOR: At 9,300 feet,
runway 36 left is longer,

but it's perpendicular
to his flight path.

To land there, he needs to
make a series of turns--

reasonable maneuvers for
a fighter jet or a crop

duster, but for an overloaded
DC-10 with an injured pilot,

nearly impossible.

First, he must turn 90
degrees to the right,

fly parallel to the
runway, and then execute

a tight, 180 degree turn.

OK, express 705 heavy.

Runway three six
left cleared to land.

Cleared visual approach,
three six left.

Wind is--

NARRATOR: Sanders must
ignore the computer warnings

and push the plane beyond
normal operating limits.

The plane is
nearly on its side.

DAVID TEAGUE: All of a
sudden, he just turned it up

on his wingtip, looked
like a fighter jet,

and put it in a real tight
turn and then disappeared

down behind the terminal.

When he got down low
enough, we couldn't see.

And at first, I thought
he might have crashed,

because there was some
construction going

on the airport at that time.

And there was some smoke coming
up south of the terminal,

kind of where we were going.

NARRATOR: A hammer is
lying in the galley.

It's out there.
The hammer!

NARRATOR: The men
struggle to reach it.

This could be Calloway's
last chance to gain control.

Sanders has turned 90
degrees to the south,

flying the downwind
leg parallel

to runway three six left.

DAVE SANDERS: The airplane
was probably at about 300 feet

above the ground at that time.

The throttles are at idle.

They've been at idle
since I left 7,000 feet.

That's an extremely unusual
engine power setting

to land a big airplane.

You always land, make
the approach with power

on-- a lot of power on.

In this case, it was an idle
because I wanted the airplane

to slow down so that
we would not exceed

the limits of the landing
gear and the flaps,

so that we would touch
down at or below 195 knots.

NARRATOR: With flaps extended
and landing gear down,

Sanders is still
coming in too fast,

and he is being bombarded by
computerized warning alarms.

The runway is 9,300 feet long.

A normal DC-10 needs
only 6,100 feet to stop,

but flight 705 is too heavy.

Even this runway may
not be long enough.

ROBOT VOICE: Pull up.

Pull up.

NARRATOR: Peterson manages, for
the first time in the fight,

to get hold of a
hammer, but is extremely

weak, due to blood loss.

You got to hit him, Andy.

You got to hit him.

I was almost like
pleading with him.

And I told him, I said, Andy,
you know, you got to hit him.

You know, he's about
ready to take us down.

And I guess I gave him
kind of a blank stare,

what are you talking about?

And he looked at me
real stern like a father

would look at his son,
saying, you've got to do this.

And he said, hit him.

- Hit him.

You got to hit him.

NARRATOR: The DC-10 is
only feet above the runway,

traveling at 200 miles an hour.

Sanders can only hope he
won't explode the tires

or crash beyond the runway.

Luckily, all 10 tires
withstand the landing impact.

Captain David Sanders has
landed the plane with only

1,000 feet of runway to spare.

The crew of flight 705
is safely on the ground,

but not out of danger.

Blow the door.

DAVID TEAGUE: The chute is
covered with kind of a talcum

powder so it won't stick
when it needs to be deployed,

but it made it slick
trying to go up.

DAVE SANDERS: The
police and firemen

tried to climb up the slide.

One fireman made it almost
all the way to the top

and I leaned out the
door of the airplane

and pulled him on board.

Who's the bad guy?

That's the attacker.

DAVID TEAGUE: There was
blood all over the floor,

all over the ceiling.

The seats in the little area
were just covered with blood.

You got any handcuffs?

If not, you better get some,
because that son of a bitch

is still dangerous.

I need handcuffs.

Can you throw me
some handcuffs?

NARRATOR: Paramedic
David Teague

is thrown a pair of handcuffs.

Stand here in the
middle of the chain.

Ouch!

Get your foot off!

You're hurting me!

Ow!

NARRATOR: Sanders
holds Calloway down

as Teague examines Peterson,
who barely has a pulse

and is the first crew
member to leave the plane.

Sanders is the last member
of the crew on board.

Standing in the
door of the airplane,

I had a sense of euphoria
I've never experienced before,

or since.

It was the sense of, we had
been there, and we came back

and we won.

NARRATOR: The
crew has weathered

the attack of a co-worker
but they're badly injured.

Co-pilot Jim Tucker has bone
chips driven into his brain.

Flight engineer Andy
Peterson's life is in danger

from massive blood loss.

Both are in critical condition.

The wounded men are rushed to
the Regional Medical Center

at Memphis.

Restrained and under
guard, Calloway is also

taken to the same
emergency facility,

but the important
question still remains.

Why did Auburn Calloway
attack the crew of flight 705?

The full story is
beginning to unfold.

Divorced in 1990,
Auburn Calloway still

tries to support his ex-wife
and their two children

and wants to secure
their financial future.

He was very interested in
the welfare of his children,

very interested that
they not live the kind

of childhood he had lived.

NARRATOR: The evidence for a
suicidal mission against FedEx

grows, as investigators
search the aircraft

and find a letter to
Calloway's estranged wife.

AUBURN CALLOWAY: Dear Pat.

I want you and the kids to
know that I lived for you.

I thought of your
welfare every day.

Though for example,
how can I guarantee

having enough money
for Keel and Bernie's

Stanford education?

JOHN HUSTON: He was obsessed
with his financial well-being.

He was interested
in his children.

I tend to believe he's
interested in his marriage.

And I know his
marriage was coming

apart-- had come
apart, basically,

at the time of this incident.

But I suspect he was
also a difficult man

to be married to.

NARRATOR: By April 7,
1994 Calloway may be

thinking his career is over.

Life had been one
disappointment after another--

the failed marriage,
the kids he can't afford

to send to college,
the brilliant pilot who

ends up as an engineer
on a cargo plane.

And now, even that
may be about to go.

The following day,
he is supposed

to report to a FedEx hearing
about falsified information

he'd given the company.

During our
investigation, it appeared

that he had overestimated
the number of hours of flight

experience that he had,
and that the company

was taking a look at this.

NARRATOR: Calloway may
be afraid he'll be fired.

At just 42, his professional
life could be finished.

He comes up with a solution.

JOHN HUSTON: The goal is to
leave my children well off.

The goal is to escape--

I guess-- the
pain of this life.

NARRATOR: Calloway
cashes in all the funds

he can lay his hands on and
sends a total of $54,000

to his ex-wife.

But his life insurance is
worth about $2.5 million

if he dies in a
work-related accident.

AUBURN CALLOWAY: I
would much rather

go on a date, time, place, and
a method of my own choosing.

I resolved, sometime ago,
that the next time my security

and future is threatened
or seriously jeopardized,

it's time--

my time to go.

NARRATOR: Perhaps he
believes his family

would receive the
maximum insurance

payout if he crashed the
plane in an apparent accident.

If this was Calloway's
idea, he planned it well.

He was armed with unusual
weapons for a hijacking--

hammers and a spear gun.

After injuring
the crew, he could

take control of the plane.

A bomb or gun
could leave traces

at the scene of a crash.

But if investigators found
a spear gun or hammers,

it would be very
difficult to tie

them to an attack on the crew.

JOE RINEHART: I believe
it would have been

impossible to tell the
difference in the type

of injuries that a
hammer would have made,

with the type of
injuries that you might

sustain in a large crash.

Auburn had spent
the week leading up

to this incident preparing
to die, and basically

get his affairs in order.

NARRATOR: Calloway
even goes to a lawyer

to change his will before
boarding the FedEx flight.

JOE RINEHART: He left his
will and testament on his bed

so that it would
be easily found.

NARRATOR: For any crash
to look like an accident,

there is a key obstacle--

the plane's cockpit
voice recorder.

Switching off the CVR's power
would disable any recording.

I think she'll fly.

Is all the nuts
and bolts in there?

Yeah.

NARRATOR: If Peterson, in
his pre-flight inspection,

discovers the thrown switch,
it would be a setback.

But Calloway would know
that he simply has to fly

the airplane for half an hour.

That's the length of the
tape's recording time.

After 30 minutes, any
incriminating recording

would be gone forever.

JIM TUCKER: Now I think he
was going to do something

very, very horrible with it--
something along the lines

of what we've seen on 9/11.

NARRATOR: Had Calloway
been able to seize control

of the plane, he could have
crashed the DC-10 with over

85,000 pounds of fuel
aboard into any site,

including the FedEx
headquarters-- the hub--

crippling his employer
and killing a large number

of workers on the ground.

Well after 9/11, there
were a lot of improvements

to our security program,
both in the United States

and worldwide.

Cockpit crew
members are the most

highly checked and monitored
group of people in the world.

I only know of
this one incident,

in my 46 years of
aviation experience,

where a crew
member was involved

in something like this.

NARRATOR: Although
Auburn Calloway pleaded

temporary insanity
at his trial,

the jury didn't believe
him and found him guilty.

On August 11, 1995, he was
sentenced to life imprisonment

in a federal penitentiary.

He has no chance of parole.

Pilots on flight 705,
they are the real heroes.

It is amazing that they were
able to do what they did,

given the injuries that
were inflicted upon them.

It took two and half
years to recover completely

because I had to learn
how to walk, talk,

and chew gum all over again.

I had three major operations.

I operated on him twice
more after his initial injury,

and then followed him
through his rehabilitation.

NARRATOR: On May 26, 1994,
the crew of FedEx flight 705

was awarded the Airline
Pilot's Association gold medal

award for heroism,
the highest award

a civilian pilot can receive.

However, because of the
legacy of their injuries,

none of the crew has been
certified as medically fit

to fly commercially.

JIM TUCKER: I always
thought, I'm going to fight.

I'm going to I'm going
to overcome this thing.

Except that that's when
they found out that I

had a slight seizure disorder.

I'm seizure-free,
but it's because I

have to take medication.

And the only way for
me to be able to fly

without somebody with me
is to be off of medication.

At this particular point, it's
been ascertained that I'll

never be able to do that.

I'll be on medication
for the rest of my life.

I miss the flying.

Every time I see an
airplane go over,

I wonder where it's going.

So I'll miss that part of it.

But I really cherish the
fact that I'm still alive

and able to be with my family.

The bond of
pilots and what you

do together in the airplane,
and outside the airplane--

I miss that.

I miss it very much.