All language subtitles for Air Disasters S17E06 Terror Over Michigan 1080p PMTP WEB-DL AAC2 0 H 264_track3_[eng]

We're going over!

NARRATOR: A Boeing 727 spirals
out of control over Michigan.

You're watching the world
spinning outside the window.

This would be
sheer stark terror.

The air speed is 320, 350.

Come on!
Come on!

No, no, no.

NARRATOR: Investigators
tracked down pieces of debris--

Slot number seven.

Broken in two.

NARRATOR: And interview
fellow pilots.

Off the record?

Off the record.

NARRATOR: They even
risked their own lives--

OK, test number 9.

NARRATOR: To find out
what caused TWA Flight

841's uncontrollable plunge.

You feel that?

Mayday, mayday.

It was insane.

My hands are still shaking.

NARRATOR: 44-year-old
Captain Harvey Hoot

Gibson has just
returned from the most

harrowing flight of his life.

Tell me what happened.

NARRATOR: A representative
from the Federal Aviation

Administration
takes his statement.

We were cruising
over Michigan.

That sure is a strong headwind.

NARRATOR: Captain Gibson
is a trained stunt

pilot who has a
clean 16-year record

with Transworld Airlines.

Do a ground speed
check, will ya?

Sure thing, Hoot.

NARRATOR: First officer
Scott Kennedy has been

flying with TWA for 13 years.

Yeah, we're good to go
up any time you want, Hoot.

NARRATOR: Flight
engineer Gary Banks

is an Air Force
veteran who's been

with TWA for the last 10 years.

BARRY STRAUCH: The
crew of Flight 841

had just the right
kind of experience

you would want for a 727 crew.

Center TWA 841, we'd like
to try flight level 390.

DISPATCH: Roger, TWA 841.

Climb and maintain
flight level 390.

KEITH SHIBAN: They were
bucking 100 knots of wind

on their nose, so he was looking
for better winds up higher.

The higher you go, you
essentially go faster

through the thinner air,
and that will hopefully

get to a better ground speed.

I can take that
off your hands.

NARRATOR: 27-year-old
Mark Moscicki is

today's lead flight attendant.

He and three other attendants
look after the 82 passengers

on board.

MARK MOSCICKI: It was
an evening flight.

It was leaving JFK.

It was the first time I had
flown with this cockpit crew.

Everything was
absolutely smooth.

NARRATOR: They're
flying the narrow body

Boeing 727 aircraft.

KEITH SHIBAN: The 727
was massively overbuilt.

It was very sturdy airplane.

It was like driving a
sports car or fighter plane.

It was very light
on the controls.

It had that feeling
that you could just

put it wherever you wanted it.

NARRATOR: After a 45-minute
delay in New York,

the flight to Minneapolis will
take about 3 and 1/2 hours.

BOB MACINTOSH: They
program 39,000 feet

and got right up there.

And sure enough, they
were gaining speed.

They were probably going
to cut 10 to 15 minutes

off their en route time.

I'll do another
ground speed check.

Power settings are adjusted.

Everything looks good.

NARRATOR: After meal
service, Moscicki takes

a moment to eat his own meal.

MARK MOSCICKI: I
sat on my jump seat.

Very shortly, however,
there was a very abrupt

buffeting of the aircraft.

It wasn't turbulence.

What the heck?

BOB MACINTOSH: The captain
noticed something was strange.

The wing had started to
drop, and the autopilot

was compensating for that.

I got control.

BARRY STRAUCH: Disengaging the
autopilot was the right thing

to do at that time.

That's the first
thing you think of.

There's something wrong
with the autopilot.

What's going on?

NARRATOR: Without any warning,
the plane banks

hard to the right.

Airspeed 240.

Come on.

Level up.

But if the plane
still doesn't respond,

then you're thinking
there's something

wrong with the airplane.

The plane just
kept rolling right,

and it started rattling
really hard, too.

I would be trying
the rudder, and

if that's not doing
the jobs, I start

trying to fly with the engines.

But 727, the engines are all
clustered together in the back.

That probably wouldn't
help you much.

So this would be
pure stark terror.

Shutting the throttles.

NARRATOR: The
captain tries to slow

the plane to regain control, but
the aircraft isn't responding.

Get them up.

Get them up!

NARRATOR: Desperate
to slow the plane,

Gibson deploys the speed brakes.

Speed brakes are flight
control surfaces that increase

drag and decrease speed.

You're going to put those
out to try and slow yourself

down because really bad things
are going to start happening

soon if you keep accelerating.

Come on!
Come on!

NARRATOR: But deploying the
speed brakes proves useless.

MARK MOSCICKI: I got up
from my jump seat

to see if perhaps the engine was
on fire, and I never made it.

We're going over!

NARRATOR: High above
Saginaw, Michigan,

the Boeing 727 drops
into an uncontrolled dive

and spins upside down.

Something was extremely wrong.

There seem to be no
control of the airplane.

People were just
absolutely terrified.

I certainly didn't think that we
had wings left on the airplane.

TWA 841, this is center.

TWA 841, center?

Jesus.

Something is seriously wrong.

KEITH SHIBAN: You would have
your hands full of airplane.

You're watching the world
spinning outside the window.

You're being
pressed by g-forces.

It also must have
been insanely noisy.

It would have been
very difficult to try

and troubleshoot the problem.

TWA 841, do you read me?

NARRATOR: The controllers
watch helplessly as TWA

841 plummets toward the ground.

Once the nose comes
down on an airliner,

they want to pick
up speed in a hurry

if you pointed at the ground.

MARK MOSCICKI: I kept
clenching my jaws

and biting my teeth to
keep blood in my head.

The g-forces were so extreme I
felt I was going to pass out.

KEITH SHIBAN: The
blood is literally

being drained out of
your head, and you

will first lose your vision.

That's called graying out,
and then the next thing

is you black out, which is
where you lose consciousness

because your heart
just can't pump

the blood up to your
brain against all

that force of gravity.

Air speed is 320, 350.

I can't.
I can't.

NARRATOR: TWA 841 is spiraling
toward the earth at a rate

of 540 feet per second.

BARRY STRAUCH: To feel
6 Gs, the only people

that would experience that
would be military pilots.

You're going to feel an
incredible weight on you

in every part of you,
and whatever position

your body is in, your
head or your arms,

they're going to stay that way.

So you're not going
to be able to move.

I could see ground lights, and
I knew that we were approaching

the ground very quickly.

At that point, you
go from abject terror

into almost acceptance.

Oh, no, no.

Come on, baby.

Pull up.

We were falling so fast.

NARRATOR: Captain
Hoot Gibson recounts

his recent nightmare piloting
TWA Flight 841 over Michigan.

Air speed is 390.

NARRATOR: But Gibson
isn't giving up.

Come on, baby.
Pull up.

NARRATOR: He has an idea.

Put the gear down.

KEITH SHIBAN: If nothing
else will slow you down,

the gear will slow you
down, and hopefully

the plane holds together.

That's it.

That's it, baby.

What saved them was putting
the gear down because otherwise

they would have
been a big smoking

crater in a matter of seconds.

We're pitching up 30 degrees.

Now suddenly we were climbing.

It was like coming out of the
bottom of a roller coaster.

KEITH SHIBAN: You would feel
like you are being crushed.

The average person would feel
like they weighed 900 pounds.

Scott, give me altitudes.

Gary, pitch and airspeed.

5,200 feet.

Jesus, which way is up?

Moon.

KEITH SHIBAN: It's pitch black,
and you've just been spiraling

down towards the Earth.

And you're probably disoriented.

He sees the moon, and that's up.

Well, you can sort
the rest out later

but get away from the ground.

NARRATOR: TWA 841 has come
within seconds of impact

and now climbs back
toward the night sky.

Airspeed is 160.

NARRATOR: Though the
pilots are flying again,

they are not out of danger.

The steep climb is
physically demanding,

and the crew struggles
to maintain focus.

10,500, 11,000.

That's it.

That's it, Hoot.

Leveling 1-1-0.

This is your captain speaking.

As you've noticed, we've
had a bit of a problem,

but everything seems
to be under control.

We lost system A hydraulics.

Fluids are down.

Pressure is down.

NARRATOR: As the crew recovers
from the terrifying incident,

they assess damage
to the aircraft.

We got a flag for
the lower yard damper.

NARRATOR: A deafening rattle
makes a tense situation worse.

OK, I'm going to fly
the airplane.

You guys start running
the emergencies.

BARRY STRAUCH: He
was a good captain.

He had them diagnose
the problem while he

flew the airplane knowing that
you can't do both effectively.

Turn pump emergency switches
to de-pressurize

and check quantity.

The fluid is 0.

It's all gone.

NARRATOR: With a damaged
hydraulic system,

the aircraft is
severely impaired.

OK, we gotta land.

Detroit is our best option.

OK.

We're 60 miles out.

BOB MACINTOSH:
When they decided to divert,

they selected Detroit
with reasonable weather,

long runways.

It's a developed airport
with crash, fire, rescue.

Center, 841.

Go ahead, TWA 841.

OK, listen, we had a problem.

We lost about 20,000 feet.

We need vectors to Detroit.

45 miles from Detroit now.

If you'd like to
come left heading

1-6-0 vectors to Detroit.

OK, turn left 160, TWA 841.

Remove your glasses,
earrings, and anything

else that might be sharp.

Place anything soft in your
lap to cushion the impact.

NARRATOR: 30 miles from the
airport, flight attendants

prepare the cabin for
an emergency landing.

Passengers were
amazingly quiet.

I mean, they looked at us
for complete direction.

15 miles from Detroit now.

Nice and easy.

Give me flaps 15.

NARRATOR: Unaware of the extent
of the damage, Gibson tests

the aircraft's controllability.

Flaps 15.

Whoa, whoa, whoa.

Detract the flaps.

NARRATOR: Extending the
flaps causes the plane

to roll sharply to the left.

You are going to land without
flaps at this point, which

means you're going to go very
fast, much faster than you

would ever land this airplane.

Go in fast.
There's no other way.

This is going to
be our only approach.

NARRATOR: With
ruptured hydraulics

and a compromised plane,
the pilots of TWA 841

have only one shot at
landing at Detroit Airport.

The landing
checklist complete.

Coming through 200 feet.

I was pretty
convinced that we'd

probably be scraping
down the runway,

lots of sparks and flames.

50, 40, 30--

Brace.

KEITH SHIBAN: 220
knots in this case.

Just an insane rate of
speed for a landing.

Reverse thrust.

Come on.
Come on, stop.

Let's get these passengers
off the plane.

KEITH SHIBAN: He's just
put this badly damaged

airplane down at
about 90 knots faster

than a normal landing speed.

This guy was good.

He was really good.

Hoot, it's unbelievable.

What the heck went so wrong
with that plane?

Haven't the faintest idea.

NARRATOR: Investigators from the
National Transportation Safety

Board arrive in Detroit
to determine what

went wrong with TWA Flight 841.

They look in good shape.

Let's get the data on these.

NARRATOR: The flight data
recorder and cockpit voice

recorder are removed from the
aircraft and sent for analysis.

Let's check that out.

Slat number seven's missing.

NARRATOR: Slats and
flaps are control

surfaces on the leading and
trailing edges of the wings.

They are always
extended in tandem.

Both devices increase
lift at low speeds

during takeoff and landing.

That's pretty banged up.

NARRATOR: Investigators
wonder why the slat came off.

The hydraulics lines
are ruptured, too.

Logical out for
a slat tearing off.

Looks like an actuator
for the slat is damaged.

NARRATOR: The actuator is part
of the mechanism that pushes

a piston to unlock
the slat, allowing

it to either deploy or retract.

Let's get the actuator
off the wing

so we can get a
better look at it.

One of the interesting
remnants of this inspection

was the number
seven slat actuator.

Look at how it's broken.

There are no scrape
marks inside either.

NARRATOR: Investigators
uncover an important clue.

Slat came off in
an extended position.

BOB MACINTOSH: Number seven
slat actuator had broken,

the piston inside it was gone,
and they could recognize

from looking at the
opening of the fracture

that the piston had been
in the deployed position.

NARRATOR: A slat should never
deploy at cruising speed.

Maybe the slat
extended by accident.

The only way to
know for sure is

to test the hydraulic system.

BARRY STRAUCH: For the slat to
have been deployed uncommanded

required a failure
of the hydraulic system

and a failure of the
locking mechanism.

I'll start with flaps 2.

Flaps 15.

Flaps 15.

Looks good.

Next, flaps 20.

Flaps 20.

NARRATOR: Investigators
run through every flap

setting possible.

All right, let's wrap it up.

Everything's working fine.

BARRY STRAUCH: The
functional test

demonstrated that the
hydraulic system worked.

It did not cause an
uncommanded slat deployment.

Here's what we
got from Boeing.

NARRATOR: Did the locking
mechanism on the 727's wing

somehow fail,
releasing the slat?

For a slat to
unlock accidentally,

the pen inside the
actuator must be subjected

to more than 70 Gs of force.

70 G's?

There's no way the locking
mechanism experienced

that level of stress.

BOB MACINTOSH: A 70 G pull
through by an aircraft

just doesn't happen.

The investigators were faced
with a serious challenge

of where to go next.

Take a look.

NARRATOR: Investigators
get a break when

debris from flight 841
is recovered seven miles

north of Saginaw, Michigan.

Slat number 7.

Broken in two.

Look at this.

Here's the number 7
slat's T bolt.

NARRATOR: T bolts are part
of the slat track assemblies.

The number seven slat
T-bolt was attached

to the inboard side of
the slat, which deploys

and retracts inside the wing.

Let's send this to the lab.

NARRATOR: They hope
metallurgical analysis

will offer some clues, but an
important question remains.

Why did the slat extend?

There's only one other way
a slat could extend.

Through pilot action.

BOB MACINTOSH: This was
something that had been

probably commanded
in the cockpit,

and it was distressing
to everybody.

NARRATOR: Why would
a pilot do something

as dangerous as extending
the slats at cruising speed?

Can't find anything in
the captain statements

about slats and flaps.

NARRATOR: Investigators pore
over the crew's statements.

They look for any mention
that flaps and slats

were deployed mid-flight.

There's nothing from the
other crew members either.

I have an idea.

Thanks for meeting with me.

NARRATOR: The NTSB
consults with pilots

to learn why they might extend
a flap or slat mid-flight.

Off the record?

Off the record.

Flaps, yes.

Slats, no.

Flaps?

NARRATOR: Investigators learn
of an unauthorized procedure

used by some pilots that could
save fuel and potentially time.

I thought that
wasn't possible.

It is if you pop the breaker.

NARRATOR: The procedure
involves deploying trailing

edge flaps by 2 degrees.

By pulling the circuit
breaker for the slats,

the flaps can be
extended while preventing

the slats from automatically
deploying at the same time.

KEITH SHIBAN: It's one of those
things everybody knows about,

but I've never heard
anyone ever admit to it.

Ready?

NARRATOR: Investigators turn
to the cockpit voice recorder

for evidence that
TWA 841's pilots used

the unauthorized procedure.

PILOT: Let's get these
passengers off the plane.

Hang on.

Did you start the
tape at the beginning?

Yes, it's fully rewound.

Play it again just to be sure.

Let's get these
passengers off the plane.

Plane's already on the ground.

NARRATOR: This can only
point to one thing.

The pilots erased the tape.

The CVR contained
no information

whatsoever, which was
unfortunate to say the least.

We have to talk to Gibson.

NARRATOR: The team flies
to California to question

Captain Gibson in person.

The Safety Board
conducts public hearings.

They question the flight crew.

I told them I thought it was--

I said-- I said the
airplane is going to roll.

And--

NARRATOR: The captain admits to
routinely erasing the cockpit

voice recorder
after every flight

even though that isn't
a step on any checklist.

INQUIRER: Do you usually
erase the recording?

I usually do.

Yes.

BARRY STRAUCH: It's just not
credible that after the crew

had been through what they did,
where they came within seconds

of dying, that the captain
would erase the CVR as a matter

of habit or routine.

Something's wrong here.

NARRATOR: Captain Gibson's
vague explanation doesn't

sit well with investigators.

Given what happened, they
suspect the flight crew

attempted the
unsanctioned procedure

and then tried to
cover up their actions.

BARRY STRAUCH: The only reason
he would erase the CVR was

to keep information from what he
knew would be an investigation.

Investigators believed
he had something to hide.

Maybe the FDR data
can tell us more.

NARRATOR: The team studies
TWA 841's flight data

to uncover any evidence
that the crew attempted

a mid-flight flap extension.

Wow, it sure picks up speed.

In 44 seconds, the plane
goes from 229 knots

to over 400 knots.

It's incredible.

Look at this.

NARRATOR: Close
inspection of the data

gives the team an
important clue.

That's odd.

Are those oscillations?

Yes, in the g trace.

NARRATOR: The g
trace shows the level

of g-forces being put on the
plane throughout the flight.

Let's get this
section blown up.

BARRY STRAUCH:
The g trace showed

the g-forces in the
airplane were sort

of increasing and
then decreasing

in a certain rhythmic pattern.

Very, very unusual.

The oscillations start
at 39,000 feet just

before the upset.

They show up 1, 2, 3, 13
seconds before the roll starts.

It looks like the plane
was really bouncing around.

What the heck?

NARRATOR: The data
tells investigators

that the plane was
moving erratically for 13

seconds before the first roll.

Here's a thought.

What if there's a flap
and slat configuration

that could cause the vibration?

Let's find out.

We've reached 39,000 feet.

NARRATOR: NTSB investigators
take an unprecedented risk

in an attempt to
replicate the oscillations

recorded on TWA 841's g trace.

OK, we got more than a dozen
configurations of maneuvers.

NARRATOR: They run a
test flight to determine

if these anomalies resulted from
a mid-flight slat extension.

Conducting a flight test
would enable them to perform

maneuvers that could be
compared to what the flight

data recorder recorded on 841.

229 knots.

OK, test number one.

Start by popping the breaker.

OK, slats are retracted.

Ready?

Flaps 2.

Flaps 2.

NARRATOR: Investigators
try to match

the unusual oscillations
by testing different flap

and slat configurations.

Test number two, flaps
5, slats remain retracted.

BARRY STRAUCH:
NTSB investigators,

they'll do anything.

They love that stuff.

But I would have
been pretty scared.

OK, test number nine, flaps
2, slats 2, 3, 6, and 7.

Flaps 2.

Ready?

You feel that?

NARRATOR: The flight
test gives investigators

a tantalizing new lead.

BOB MACINTOSH: Investigators are
very careful with flight tests.

To take the same aircraft, to
record parameters carefully,

all those things have to
factor into a flight test

in order to be of any
use to the investigation.

Here's the data from the test.

Scenario number nine
should match up.

NARRATOR: To confirm
their results,

investigators compare the
data with the FDR's g trace.

It's a perfect match.

BARRY STRAUCH: The flight test
showed that extending the flaps

and slats would
create in the airplane

oscillations found on 841.

So this was the test when
the plane was shaking the most.

This is the one.

Flaps 2, slats 2, 3,
6, and 7 deploy and are

retracted 13 seconds later.

NARRATOR: They now have evidence
that TWA 841's crew enacted

the unauthorized procedure of
pulling a slat circuit breaker

and then deploying the
flaps independently.

But if that's what the crew
did, why did the slats deploy

and nearly bring down the plane?

What the heck?

KEITH SHIBAN: Those slats are
going to shake because you're

going faster than the
limiting air speed,

so I would expect
it to get very noisy

and probably to
buffet quite a bit.

NARRATOR: The test
flight indicates

the slat circuit
breaker was reset, which

caused the slats to deploy.

So we know the pilots
popped the breaker

to enact the procedure, but
why did they push it back in?

And why did it
take the crew 13

seconds to realize the problem
and then retract the slats?

NARRATOR: Investigators
search for answers in all

of the crew's statements.

The lead flight
attendant remembered

that the flight engineer
was out of the cockpit

before the vibrations began.

Let me see that.

I'm going to take
a bathroom break

and get rid of these trays.

MARK MOSCICKI: I noticed
the cockpit door open,

and I saw the flight engineer
coming out with the meal trays.

I didn't want him to think I was
shirking my responsibilities.

I immediately met him.

Oh, let me get this for you.

Thank you.

MARK MOSCICKI: I was
kind of surprised.

I'd never had a cockpit
member actually bring

those trays back to the cabin.

They waited for us.

Well, that's it.

The flight engineer was
out of the cockpit--

And out of the loop.

NARRATOR: Investigators
now have a theory

about what happened
in the cockpit

on the night of April 4th.

The flight engineer leaves
the cockpit to return the trays.

With Banks out of the
cockpit, Gibson launches

the unauthorized procedure.

The pilots deploy the flaps.

What do you say we get to
Minneapolis a little quicker?

OK.

How are we going to do that?

Watch this.

Flaps 2.

Fancy trick.

Heard about it but
I've never tried it.

Works like a charm.

BARRY STRAUCH: I could
see the junior crew

member saying he's the boss.

Let's do it.

If he says it's OK, it's OK.

Today, that would
be unthinkable.

Flight engineer returns and
notices a breaker's popped.

What would any good
flight engineer do?

He pushes it back in.

NARRATOR: Flight engineer
Banks returns and notices the

slat circuit breaker is pulled.

He returns the breaker
to the normal position

unaware that the captain
had pulled it

deliberately to prevent
the slats from extending

along with the flaps.

Exactly.

Normal operations resume.

With flaps set for 2, the
slots extend automatically.

The cockpit begins to vibrate.

What the heck?

What did you just do?

What do you mean?

Just now, what
did you just do?

The breaker was out.

I pushed it back
where it should be.

Jesus.

Flaps up.

Flaps up, Scott.

Flaps up.

CAPTAIN: We're going over!

They bungled the maneuver.

NARRATOR: Investigators have
figured out how TWA 841's crew

might have lost control
of a Boeing 727,

but they're still missing
a key piece of the puzzle.

How come slat number seven
never retracted along

with the rest of the slats?

Metallurgical reporter is in.

NARRATOR: Investigators
turn to results

from a metallurgical
analysis of the T-bolt

from the number seven
slat on TWA Flight 841.

They found some shearing.

Pre-existing metal fatigue.

NARRATOR: The team discovers a
fracture in the T-bolt, which

would have caused the
slat to sag on the inside

when extended.

BARRY STRAUCH: The slat is
kept in the forward part

of the wing, which gets
all of the air forces

as the airplane progresses.

At 0.8 times the speed
of sound, that's

going to be enormous,
enormous air pressure.

So all that air pressure
twists the sagging slat.

NARRATOR: Slat number seven
can no longer retract.

Under the extreme air
loads of a diving plane,

it finally rips off.

Investigators finally understand
how TWA 841 went

into a horrifying dive
above Saginaw, Michigan,

on the night of April 4, 1979.

I'm going to take
a bathroom break.

I'll grab these trays.

NARRATOR: Unaware the captain
was conducting

an unsanctioned procedure,
disengaging the slat circuit

breaker to deploy
only the flaps,

the flight engineer
resets the popped breaker.

What did you just do?

What do you mean?

NARRATOR: Precious seconds
pass as the captain tries

to figure out what's happened.

Meanwhile, the aircraft flies
at a high speed with its flaps

and slats extended perilously.

The captain, passengers,
and flight attendants

talked about feeling
the vibrations

in the airplane caused
by extension of the slats

and flaps at 39,000 feet.

Flaps up.

Flaps up, Scott.

Flaps up.

I have control.

NARRATOR: The flaps
and slats retract

except for the damaged number
seven slat in the right wing.

BARRY STRAUCH: The number
seven slat, if it's extended,

you're going to have more
drag on the right side

than on the left wing,
and that's going

to cause that wing to descend.

In other words,
it's going to put

the airplane in a right turn,
which is exactly what happened.

Come on, level up.

NARRATOR: But it's too late.

Little does the crew know slat
number 7 is still extended,

keeping the plane in a roll.

We're going over.

NARRATOR: TWA 841's flight
crew is unable to regain

control of the aircraft.

Then in a stroke of
incredible good luck,

slat number seven
rips off the plane just

8,000 feet above the ground.

BOB MACINTOSH: The
departure of the slat

allowed the return
of controllability

to the aircraft.

NARRATOR: With the wing
symmetry partially restored

and the landing gear
deployed, it's

just enough to slow the plane
and allow the crew

to regain control
and ultimately land

the battered 727 at Detroit.

Reverse thrust.

NARRATOR: The NTSB recommends
additional warnings

to flight crews about
the dangers of high speed

deployment of flaps and slats.

No punitive action is taken
against the crew.

BOB MACINTOSH: NTSB conclusions
are not a criminal thing.

They're not a blame thing.

They're trying to prevent
the next accident

by offering up a probable cause
that needs to be corrected.

NARRATOR: The pilots maintained
their innocence,

claiming they did not
deliberately

extend the flaps mid-flight.

Captain Gibson took it to
his grave with him in 2015.

The other two guys
aren't talking.

NARRATOR: Following
this accident,

newer planes now come equipped
with flight computers that

prevent the deployment
of flaps and slats

above certain altitudes.

MARK MOSCICKI:
There was speculation

over manipulation of controls,
all that sort of thing.

I've given a great deal of
thought over the past 41 years

and have come to the
conclusion that I'll

never know what happened.