Original subtitles

Overbank. Overbank!

In the dark night of the Red Sea,

a pilot struggles to control his passenger jet.

Return power.

The plane seems to have a life of its own.

Oh, God.

Something is happening to the plane.

I heard a scream, a noise.

After that, I didn't hear anything.

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Put the mask over your nose.

Emergency descent.

Brace for impact!

The sands of Egypt hide

thousands of years of history.

Monuments to ancient civilizations

dominate the landscape.

But for sun loving Europeans, Egypt

is also a resort destination where the most important

sand is on the beach.

The town of Sharm el-Sheikh is several miles

southeast of Cairo.

Perched in the Red Sea, it's a natural destination

for people looking for a little rest and relaxation.

Sharm el-Sheikh is

quite popular with Europeans.

The reason is, where can you get very

warm sea with a 5-hour flight?

And you have the Red Sea, which is crystal

clear, beautiful mountains.

It's just extraordinary.

The city's popularity is growing.

More than 4 million people a year

use Sharm el-Sheikh's airport.

In the early days of 2004, tourists aren't the only ones

drawn to the local beaches.

British Prime Minister Tony Blair is also in the region,

visiting Egyptian leader Hosni Mubarak.

Just after 2:00 in the morning on January 3,

many vacationers are still out on the town,

but 53-year-old Captain Khedr Abdullah

is just starting his day.

He's renowned for his punctuality.

A former officer in the Egyptian Air Force, Khedr

is now a highly respected captain with the charter

company Flash Airlines.

He always liked to pack his own suitcase.

He wouldn't let me do it for him.

He always said, I'd like to prepare my own things to make

sure I don't forget anything.

He was very precise on what he wanted

and what he would take with him.

Captain Khedr meets up

with his 25-year-old First Officer, Amr Al-Shaafei.

Together, they'll fly out of Sharm

el-Sheikh heading for Paris.

Good morning.

Good morning, sir.

Al-Shaafei is young enough

to be the captain's son.

The early morning flight isn't for everyone.

Pascal Mercier and his family were

supposed to be on the Flash jet but changed their plans.

I was booked on the Flash Airline flight.

When my agency told me that I had to wake up very early

and then we had to change planes in Cairo,

I said, this is really stupid.

I mean, my daughter was like 2 years old

and the other ones were like 6 and 8.

So really, I didn't feel comfortable about changing

planes and so on.

For other tourists, the cheap tickets

that Flash offers are worth the trouble of getting up early.

France Thuillier was able to bring

his entire family to Egypt.

They needed the break.

My brother-in-law had just lost his father.

So he brought his children, his mother and his wife

there just to have a good time.

Not to see the sights or anything,

just to have a good time.

That's what Sharm el-Sheikh is known for.

Fatima Hjiaj is also heading back to Paris

after a vacation in Sharm.

The mother of five is flying alone.

Before takeoff, she calls her nephew in France.

Hi.

I was asleep when she called.

I didn't really want to get into a conversation with her.

She was someone who called you for everything.

She needed to be reassured.

So even though she had the 5 or 6-hour flight ahead of her,

she just wanted to make sure that I would be there

to pick her up at the airport.

In all, 148 passengers and crew

settled into their seats aboard the jet.

604...

It's 5:00 AM.

Cairo met condition time 02...

In the cockpit, Ashraf Abdelhamid is

the third member of the crew.

He's training as a first officer,

although he has worked for years piloting corporate jets.

Temperature 12, due point 01...

None of the crew members

are happy with the poor quality of the weather

information they're getting from a local air

traffic controller.

They didn't say sky clear.

They said clouds and sky clear.

How?

The two are opposite.

Ask them both ceiling.

No ceiling.

And clouds and sky clear.

Maybe scattered.

Maybe he means scattered.

Good morning.

The captain is also frustrated

that one of his instruments isn't working.

Although the engineer agrees there's a problem,

it's not serious enough to fix.

Especially electrical.

The men laugh it off at the expense

of the first officer.

It's probably caused by Amr making a heavy landing.

Good morning, ladies and gentlemen.

On behalf of Captain Khedr and his entire crew,

we welcome you on board Flash Airlines Boeing 737 300.

It's still hours before dawn

when the plane lifts off.

The Flash Airlines flight will head out over the Red Sea

before turning toward Cairo.

The jet climbs through a pitch black night.

Without a moon to light the scene,

it's hard for the passengers to see much of anything

out their windows.

In the cockpit, the simple turn over the Red Sea

is taking a bizarre twist.

See what the aircraft just did?

Captain Khedr doesn't like

the way his plane is behaving.

Turning right, sir.

What?

Aircraft is turning right.

Turning right?

How turning right?

The plane is supposed to be turning left on its way

to Cairo.

Instead, it's turning in the opposite direction.

OK, come out.

The captain tries to get his plane back on course,

but his situation just gets worse.

Overbank.

Knowing he's in trouble,

the captain tells the first officer

to engage the autopilot...

Autopilot.

Autopilot!

...but it doesn't work.

No autopilot, commander.

The 737 is now flying almost completely on its side.

Something is happening to the plane.

The plane gains speed as it

spirals towards the Red Sea.

OK.

Just minutes after takeoff, the plane

is out of control, diving toward the water,

traveling at more 30 miles an hour.

Everyone on board can feel the tremendous speed

and gut-wrenching turns.

The enormous G-forces are making

it difficult for Captain Khedr Abdullah to fly the plane.

Ashraf Abdelhamid, the third member of the flight crew,

tells the captain to slow the plane down.

Return power. Return power. Return power.

The plane is traveling so fast it's

ready to tear itself apart.

After flying almost upside down,

the crew is finally beginning to bring

their plane under control.

Oh, God.

Then they gave the ground proximity warning.

They're getting dangerously close to the Red Sea.

It's just before 5:00 in the morning,

minutes after the plane took off from the airport.

It's disappeared from local radar screens.

By the time the sun rises, the crash site is found,

but there's little for rescuers to do.

The plane shattered on impact.

There are no survivors.

All 148 people on board the plane are dead.

Flight 604 was to land at Charles de Gaulle Airport

in Paris in the morning.

As family and friends wait, officials

list the plane as delayed and then slowly break

the news of the accident.

It's very strange since we were greeted

in a hotel and we passed people who were living happy

because they were looking for the same information as us,

but their families were not on the list.

They came with a paper in hand.

Here, yes, Madame Hjiaj Fatima.

We apologize that you have to learn this way,

but she's dead.

Later on his voicemail,

Mohammed Hjiaj hears Fatima's message

sent during the flight.

There was a scream and noise.

After that, I didn't hear anything.

Captain Khedr's wife hears

about the crash from her son.

My son called me from abroad

and told me that he had heard there was

an accident in Flash Airlines.

I was in disbelief for a while until it became reality.

It was a very big shock for me.

In resort hotels, workers check the empty rooms

of those who were on Flight 604,

but one of the rooms is occupied.

Mr. Mercier.

This guy from the hotel, the hotel staff

began to cry.

He was really shocked, happily shocked to see us.

He thought we were in the flight with everybody else.

They're here.

In my hotel, 82 people were on that flight, 82 people.

It was really, really strange.

There had been no Mayday call

from the plane, no warning to air traffic control

that something was wrong.

With the plane crashing just minutes after it left

the airport, there are immediate concerns that a bomb

had brought the jet down.

The plane had just taken off

and it looked very strange why this accident happened

so quickly after takeoff.

When investigators examine the plane's flight

path, they discover it would have gone directly

over the town where Egyptian leader Hosni

Mubarak kept a vacation home.

It's also close to the house where

British Prime Minister Tony Blair and his family

were staying.

Blair and his family were supposed

to leave from the same airport that day.

Security around the prime minister

is immediately heightened.

Two days after the crash, authorities

receive a phone call.

Terrorists from Yemen claim responsibility for the crash.

They say it is a protest against a French law

banning the Muslim headscarf, the Hijab, in public schools.

But in spite of the phone call and the rumors

swirling around Egypt, investigators

quickly rule out terrorism.

If you have a wreckage distributed over a very

large area, that means the plane

was disintegrating in the air.

And due to an explosion, it would be

disintegrating on a wide area.

In this case, there was very, very few pieces and all

located in a very small area.

So this indicated that the plane was intact

and went into the water intact.

If it wasn't terrorism,

what had ripped the plane from the sky so quickly?

Investigators face an enormous challenge.

The plane has sunk below the surface of the Red Sea.

Divers have to fight off sharks that are drawn to the carnage.

The rescue teams find few bodies intact.

The aircraft and most of the 148 passengers and crew

have sunk almost 3,300 feet to the bottom of the Red Sea.

The investigators' first mission

is to find the aircraft's flight data and cockpit voice

recorders, the black boxes.

If they survived the crash, they

will now be on the seabed.

But this part of the Red Sea has never been charted.

With so many French tourists involved,

the French government offers to help in any way it can.

The French immediately

responded by sending a boat specially equipped

with robots to search the bottom of the sea.

But the wreckage is too deep.

The French boat sub can't survive the enormous pressure

at the bottom of the sea.

The investigators desperately need another submarine,

but they're running out of time.

The black box transmits a radio signal,

but its battery only lasts for 30 days.

If investigators can't find it within a month,

the mystery of flight 604 may never be solved.

While efforts to recover flight 604's black boxes continue,

family and friends of the victims

begin to mourn those who died.

They pressure investigators to solve the mystery.

It's the biggest air disaster involving

French nationals, the biggest in the history

of civil aviation.

American, French and Egyptian experts join forces.

While waiting for the plane's black boxes to be recovered,

they also begin focusing on Flash Airlines itself.

Flying just two planes, it was one of a number of low cost

charter companies that had been competing

for customers in Europe.

In the last 10 years, there had been

a rapid expansion of budget airlines

throughout this part of the world.

Offering inexpensive no-frills service,

they fought for a piece of the holiday market.

010 to clear flight...

Seaside resorts like Sharm el-Sheikh

were one of the many destinations they served.

Now one of the ways in which they provide

this extremely cheap travel is by operating their airplanes

24 hours a day.

Operating on such tight schedules

means the planes are flown constantly.

Former Flash passengers stepped forward to complain

about other flights.

There are a lot of stories.

I was flying home after a vacation.

A year before the crash

while flying from Sharm el-Sheikh to Bologna,

one passenger recalls seeing flames pouring from a Flash

Airlines jet engine.

Hey, hey.

The engine's on fire.

Look.

The flaming aircraft is forced

to make an emergency landing.

Investigators learned that in 2002, the Swiss Aviation

Authority performed a surprise inspection on the same plane

that would later crash.

The pilot's oxygen masks were missing.

There weren't enough oxygen tanks.

Some of the cockpit instruments weren't working.

It was enough for the Swiss to ground the flight for 8 hours

until the company repaired the plane.

A few days later, Flash Airlines was banned

from flying in Switzerland.

Another ban occurred in Poland.

In Norway, tour operators stopped

contracting with Flash.

It's a rare event for an airline to be banned

from operating into a country.

They had to have done something dramatically wrong,

especially when it comes to safety.

With mounting concerns about the safety

record of Flash Airlines, investigators

comb through the company's paperwork.

They discover that the most recent

maintenance records for the plane that crashed

were never duplicated.

They've disappeared with the aircraft.

The lack of having

copies of the technical log and all of them being on board,

of course, this is a violation.

And the civil aviation here issued

very clear instructions

that this should not happen.

The French authorities

agree that there are serious questions about Flash.

They now ban the company from flying in France.

While there are concerns about the state of the company's

planes, there are no such issues when it comes

to the crew of Flight 604.

Captain Khedr was considered not only a flying ace

but a national war hero for his performance in the Yom

Kippur War with Israel.

During his career, he not only flew

sophisticated fighter jets but also a variety

of large cargo aircraft.

He had over 7,000 hours of flying

experience as well as 2,000 hours as a flight instructor.

All the evidence shows that Captain Khedr was a model pilot,

but trying to prove that there was anything

wrong with the plane that crashed is difficult.

Much of the wreckage has sunk deep beneath the waves.

Investigators have been unable to find

the plane's black boxes.

Whenever an airplane crashes into the water,

there's always a fear by investigators

that the cockpit voice recorder and the flight data recorder

may not be recovered.

Those two boxes, in and of themselves,

give the investigator a very good picture,

and without them, could make the investigation

process very, very difficult.

Finally, after several days of searching,

a breakthrough.

A French research ship hears the locator signals

emitted by the black boxes.

A remotely operated sub drops down over 3,300 feet.

Two weeks after the crash, both the cockpit voice recorder

and the flight data recorder are recovered

from the bottom of the sea.

Investigators finally have some hard evidence.

The Egyptian, French and American team examines

the critical devices in Cairo.

After the two black boxes are found,

the salvage effort wraps up.

Other than a select number of small pieces,

the rest of the plane is too deep to recover.

Without the wreckage itself, investigators concentrate

on what they do have.

They hope the black boxes will recreate the final minutes

of the doomed plane.

One of the things

we did to depict the path of the aircraft

was we created an animation based

on the data we got from the flight data recorder

and from radar.

The flight data recorder

paints a devastating picture.

Shortly after takeoff, the plane

began heading left just as it was supposed to,

but then it quickly started banking

in the other direction.

The cockpit voice recorder shows that the turn

caught the captain off guard.

Turning right, sir.

What?

How turning right?

Analyzing the cockpit voice recorder showed

that the pilots were experiencing definitely

some kind of an abnormality, a problem that they

could not understand.

The investigators sift through the flight data

to find some explanation for the jet's bizarre movement.

Perhaps a mechanical fault was forcing the plane off course.

And there is an indication that something

was wrong with the flash jet before it took off.

On the runway, the captain and the ground engineer

discussed an electrical malfunction,

but it's impossible to tell from the cockpit

voice recorder exactly what the problem was.

Especially electrical.

What's that?

It's like what used to happen in the other aircraft.

And tragically, the ground engineer

was also on the flight.

We believe, from the data we were looking at

and the flight data recorder, that there is a very high

possibility that the plane was tending to turn to the right

by itself.

But exactly what had gone wrong?

With the wreckage of flight 604 scattered

across the sea floor, the answer may never be known.

Family and friends of the victims of flight 604

are becoming more and more frustrated.

As the months pass, they demand answers.

We were led to protest

outside the Egyptian embassy because we had no news.

11 months after the disaster, we had

no message, no information.

Shortly after the protest,

Egyptian investigators release a factual report.

It contains all of the information

from the black boxes, but the report

does not reach any conclusions about why the jet crashed.

Ladies and gentlemen, good evening.

With a situation as complicated as this one,

the investigators don't yet have any answers.

The only thing they can do is keep looking.

You look into every hypothetical scenario

that would create a similar profile.

And then you see if this profile fit the data

that you have put together.

50 different theories are examined in minute detail.

Investigators travel to the United States

to test the most likely ideas in a sophisticated simulator.

If they can force the simulator to repeat the movements

of the Flash jet, they might be able to figure

out why the plane crashed.

The results are brought back to Cairo.

There are only four mechanical faults

that could have produced the flight path of the doomed jet.

Investigators believe the key to the crash

is to find out why the plane began turning off course.

These four scenarios

were all related to what would cause an uncommanded bank.

So we were left with these as causes

that we could not rule out.

Two of the scenarios involve the spoilers

in the plane's right wing.

Spoilers lift up from the top surface of the wing,

slowing it down.

By producing drag or spoiling the airflow,

they help turn the aircraft.

If the pilot's control wheel or the cables that connect it

to the spoiler jammed, it could have

forced the plane off course.

Problems with the spoilers are one explanation,

but there's no physical proof.

And while there were maintenance problems

with Flash planes, none of them had

to do with the jet spoilers.

The team searches for a different explanation.

Another potential cause of the crash is the plane's ailerons.

This part of the wing controls the angle of the plane's turn.

A malfunctioning aileron could have caused the plane

to roll to the right.

Again, if the crew couldn't fix the problem,

the plane would have begun to spiral into the sea.

While so-called aileron trim runaway would create a flight

path like the one seen during the crash, once again,

there's no physical proof to support the theory.

And typically, aileron trim runaway can be

physically overcome by pilots.

All he would have had to do

was overpower using more force to move the control wheel

in an opposite direction.

Overbank.

When they listen to the cockpit voice recorder,

the investigators are puzzled by the constant discussion

of the plane's autopilot.

Autopilot.

The captain asked for the autopilot to be turned on,

but it had no effect, and the plane

began to plummet to the sea.

And earlier in the cockpit recording, investigators

uncover another curious exchange.

Captain Khedr began the initial turn over the Red Sea

manually, but decided to let the autopilot take over.

Autopilot.

The flight data recorder

shows that the autopilot was indeed turned

on as the plane climbed.

Not yet.

But then the captain appears to change his mind.

The plane's flight data recorder

shows that the autopilot was only activated for 3 seconds,

but investigators wonder if the autopilot

had malfunctioned and stayed in command of the jet.

The automated system could have continued

to control the plane, flying it to the right,

even after the pilots thought it had been disengaged.

The malfunction of the autopilot, of course,

took a lot of work from us because it

was nearly impossible to show that it did not happen

and quite impossible to show that it did happen.

So... but it was always a very prominent possibility

because it would give a very, very close scenario

to what was happening.

Perhaps most puzzling of all

is that no matter what happened to the plane,

it appeared to be under control just before it crashed.

Moments before impact, the captain

seemed to be back in command of his airplane.

If there had been some crippling mechanical problem,

why did it seem to disappear?

Some members of the team want to consider

something besides mechanical fault, the pilots themselves.

I think the major concern for the United States

was that the human factors elements of this accident

weren't thoroughly explored.

Perhaps the high esteem

given to Egyptian pilots was getting in the way.

In Egypt, pilots are very respected.

And in particular, Air Force pilots

are very highly regarded.

For the past 26 years, the country's president

has been a highly decorated Air Force officer.

In an environment like this, the pilot is

somewhat immune to suspicion.

When something goes wrong, the natural tendency

is to blame the equipment.

And on this flight, the pilot

was a war hero with thousands of hours of experience.

Studying the flight data recorders again,

the investigators discover something peculiar.

Even before the plane's bizarre turn to the right,

three things all seemed to happen at the same time.

Instead of a smooth left turn, the plane begins to come out

of its turn early, the nose starts to rise,

and the plane's airspeed decreases noticeably.

But during this time, the pilot says nothing.

It seems that he's unaware of the changes

to his flight path.

I've flown out of Sharm el-Sheikh

at nighttime and in the same type of aircraft.

And in no way should the pilot allow the airspeed

to drop by as much as 30 knots or the bank angle

to change beyond 5 degrees without clearly

stating the reasons for the change in the flight path.

Some investigators consider

a provocative theory that might explain this seemingly

bizarre behavior.

Perhaps Captain Khedr had been affected by vertigo.

Vertigo is a physiological condition that would exist

with any person, not just pilots,

and it's based on the inner ear.

Over a dark ocean without a defined visual horizon,

no ground lights, the pilot may not

be able to perceive visually whether he was flying up,

down, left or right.

And if the fluid in his inner ear was moving

or he tilted his head, that may induce a sensation,

a physiological sensation that may cause the pilot

to believe the airplane is flying straight and level

when it's actually turning.

The plane's flight path is ideal for creating

a sense of vertigo.

The Flash Airline jet took off into a moonless night.

Captain Khedr was flying manually

and began to turn as he was climbing.

Heading out over dark water, it would be very difficult

using just his senses for Captain Khedr

to know exactly where he was.

Roger.

When ready, inshallah.

Left turn to establish 306.

Sharm VOR.

It is actually a very high workload situation.

And when there are no visual cues outside because it's

a moonless night and you're over featureless territory

with no lights in it, you really as a professional pilot

should be totally aware of the fact

that this is a situation in which

you could get disorientated.

It's a classic.

It's happened so many times.

It's killed so many people in the last 10 years.

When the plane was supposed

to be turning slowly left, the control wheel began

inching towards the right.

Perhaps the captain was making the turn without even

being aware of it.

When you study the movement of the aircraft

control surfaces, it appears that something was guiding

captain Khedr to the right.

Now, that could have been a false horizon

or something he'd seen outside of his window.

See what the aircraft just did?

Or perhaps he believed

he was actually correcting a problem with the plane itself.

He thinks he's gained his flight path again.

And all of a sudden, at this moment,

he receives contradictory information.

Turning right, sir.

What?

Aircraft is turning right.

The contradictory information

adds to the pilot's confusion.

He believes he's fixing a problem

when he's told his problems have just started.

In this particular instance,

not only are you trying to fly the airplane

and understand situationally what's happening,

but you're going through the mental gymnastics

because your expectations are one way.

Meanwhile, you have the first officer

who's telling him something that's totally different.

Aircraft is turning right.

Egyptian investigators

agree that Captain Khedr may have suffered

some form of disorientation during the flight,

but they don't believe it was the only problem

the crew was dealing with.

I don't really have a very clear

indication that it was this orientation,

but it's possible.

There was recovery from this orientation.

The time to find out the problem

and take the corrective action needed was more than the time

left before impact.

No matter what role disorientation played

in the crash, investigators are about to learn

that the crew wasn't properly trained to deal with it.

Officials at Flash Airlines reveal that they hadn't

provided the pilots with crew resource management training,

although it was a requirement for the company.

It might have helped the crew deal

with their horrifying situation.

Crew resource management is a program

where pilots are trained to work together

rather than as individuals.

Had the pilots of Flash Air 604 received a formal CRM training

program, the outcome of this flight

may have been substantially different.

American investigators

believe the young first officer may have felt the plane was

in trouble before the captain did,

but failed to offer suggestions to his much

more experienced co-worker.

-Turning right, sir. -What?

Aircraft is turning right.

Nor did he attempt to take control of the plane.

Formal CRM training would have empowered

the first officer who had the best situational awareness

and the most information about the position of the airplane

to take command of the airplane when he saw

that the captain wasn't taking the appropriate

corrective action.

An earlier conversation in the cockpit

before takeoff may reveal why the young first officer

would have been reluctant to challenge the captain.

Yesterday, we were coming in at dusk and the sun was 2-2.

Yeah.

I felt I could hardly see the runway.

He's already saying in sight.

What in sight?

Age, sir.

It may not have been meant as an insult,

but it may have reinforced the first officer's

feeling that he was the student and the captain was

the teacher.

I am unable to raise my eyes and he says, in sight.

Where in sight?

It is going to serve as negative feedback.

The young first officer is bound to hesitate.

He doesn't want to be wrong again.

He doesn't want to lose the respect

of an Air Force general.

In a crew, an effort

must be made to bring together people who

are able to co-pilot, not a crew in which one

person pilots and the other person

looks on without saying a word.

But the captain and the co-pilot

weren't alone in the cockpit.

A third crew member with more experience than the

first officer was also there.

Maybe scattered.

Maybe he means scattered.

He too never said anything

until the final seconds of the flight.

Otherwise, how will we know when we clear the cloud.

We hear him speak

very clearly and very openly.

All during the time before the engines start up,

he was in conversation with the first officer and the captain.

So this experienced person being very quiet all through,

we believe that if he saw any of the crew members

doing something that he should not be doing

or not doing something that he should be doing,

would have said something.

Return power!

Return power!

The only word he said,

was return the throttles, at a later stage of the event.

Shows that that's the only thing

he saw that should be done.

Even if the co-pilot had taken control sooner,

there is no way to know if he could have saved the jet.

Whatever took place in Flight 604 happened quickly.

And since the plane had just taken off,

the crew had little time to react before they

crashed into the sea.

The final report on the Flash Airlines crash

was released in March 2006.

There are no clear answers.

Egyptian officials say that any of four mechanical problems

could have caused the crash.

They say disorientation may have played a role,

but it's not the reason behind the accident.

American investigators refuse to blame the plane.

Instead, they say the problem lies

with the airline, which didn't sufficiently

train their crews.

The pilots are responding based

on skills, abilities, knowledge, and what

they got out of training.

If the training was deficient, that's

a company responsibility.

Two months after the crash,

Flash Airlines went out of business.

And as a result of the Flash 604 tragedy,

new rules came into place to ensure that in the future,

aircraft safety violations will be judged more harshly.

The Flash Airlines crash

gave the final political impetus to a move

to create a European blacklist,

where if one state banned

an airline, then all the other European Union

states would automatically ban that airline also.

The Egyptian investigation

concluded with an important recommendation.

We have recommended

that some kind of training or awareness program

should be made to be able to have a pilot observe another

being disoriented early and what he should do to,

first, maintain safe flight, second,

to pull the pilot from his disorientation

back to orientation.

Was there a mechanical problem

at the heart of the crash?

Investigators will likely never know.

With so much of the plane still at the bottom of the Red Sea,

questions will always remain for the investigators

and everyone else who was affected by the crash.

I lost my nephews and my niece.

They were just kids .

What future would they have had?

How can you put a price on that?

What a waste.

The families will never be able to fully mourn,

me included, because we'll never

know what really happened.