Original subtitles

- [Voiceover] (mumbling)

and heavy approach.

- [Voiceover] Three to five miles north of Maine (mumbling),

at one-six thousand.

- [Voiceover] This is 12 right echo,

either right bravo or left alpha.

I'm on the ground.

- [Voiceover] Head tower to 132 heavy,

(mumbling) file for a one-three lap.

- [Voiceover] (mumbling)

- [Voiceover] (mumbling) Juliet,

clear the runway, taxi straight ahead, contact on.

- [Voiceover] Flight attendants prepare for departure,

flight attendants prepare for departure, please.

- [Voiceover] As we prepare for takeoff,

please be sure your seat backs are straight up,

tray tables and foot rests are put away,

and carry on luggage is placed

under the seat in front of you.

We're on board to ensure your safety,

and make your flight a pleasant one.

So, sit back, relax, and enjoy your flight this evening.

(film rolling)

(heavy airflow)

- Hazy.

- Good luck on your landing there, Captain.

- Hello?

- [Voiceover] Were you looking for me?

- Uh, yeah, we just got the message it's gonna be

real bumpy on the way down to landing.

- [Voiceover] Okay.

- So, you might wanna pack it all up and whatever

as soon as we step down, all right?

Matter of fact, we're about to begin our descent right now,

so you can lock it all up and prepare for landing, clear.

- [Voiceover] American 1572, descend upon discretion.

Maintain flight level one-niner-zero.

- Promise to stretch it to one-nine-o, American 1572.

PD to one-nine-o, boss.

- Uh, yeah, let's go down.

- Out of three-five-o, flight level one-nine-o,

American 1572.

- Uh, you might wanna cool it down a bit too,

it's gonna get bumpier, they'll be throwing up.

- [Voiceover] We have the airport information.

Enter, zero-three-five-one-zero.

Visibility, one-zero miles.

Light rain.

Wind, one-six-zero-two-eight.

Dust, three-niner.

Low-level wind shear advisories are in effect.

Sigmund x-ray 3 is down

for severe turbulence below one-zero-thousand.

- Low-level wind shear advisories,

severe turbulence, and all of that.

- Okay, I'm off.

(heavy wind)

Uh, we've begun our descent.

100 miles from Bradley's field right now,

should be touching down about 25 minutes or so.

And the latest temperature is 62 degrees,

and they are calling it just a light rain.

However, the winds are pretty...

The winds are pretty high.

They are saying the winds are up to 30 miles an hour,

so it might get a little choppy.

And, right now, they reported

a moderate turbulence on the descent,

so it might get a little choppy on the way down.

Okay, just wanting me to hold it, right?

- Yeah, man, you got it.

- Any comments, just scream now.

- You're gonna get a lot of turbulence.

- [Captain] Put our pumps on high.

- Tell ya,

when I was an engineer, new at the airlines,

I watched a guy.

He's a...

Nobody likes him.

He's a seven-two captain.

I forgot his damn name.

Oh, the Navy guys, man, they hate his guts.

He's still on the seven-two.

He thinks he's an instructor at the RAG.

I watched this guy land in 30 knots

of direct cross up at Bradley when I was a wrench.

Scared the hell out of me.

Actually scared me bad.

Some of the flying we do up here is much harder--

- Yeah, I agree, I agree.

- Just fighting it the whole way down.

- Okay, one-five.

And what gate are we going to?

- Gate eight.

- Man, we're getting a lot of rain out there.

I'll tell you this-- - How tight is--

- flying at night, I don't like it worth a damn.

2950.

- Yeah, they called 2947 when we started down.

- Okay

- Bumps are up.

- You want these lights?

- I think we can leave them off for now.

Flight attendants, prepare for landing, please.

- Reset and cross, checked.

- Okay, reset and cross checked.

And what's the overcast?

- 2,700.

Shooting a damn VOR, man.

- [Voiceover] American 1572, fly (mumbling) low.

one-zero-zero.

- One-zero-zero, American 1572.

- One-zero-zero,

one-o-nine,

148.

Use medium brakes.

- Can't see it yet.

- A lot of rain.

- (laughs) I can see that.

- [Voiceover] American 1572, descend and maintain 4,000.

- 11, four, four thousand, American 1572.

- [Voiceover] American 1572, the winds are one-seven-zero

at two-nine, gusts three-nine.

- Copy.

Well,

you got enough gas to go back.

- (laughs) Do we have any other choices?

- Well, you have runway one-five.

- (laughs) Oh, you bet that's where we're going.

Okay, slats extend, please.

- Approaching 4,000.

- [Voiceover] American 1572, you're five miles from final.

Cross final at or above 3,500.

Cleared for the VOR runway one-five approach.

- Okay, well, we're cleared for the approach,

and we'll cross final land at or above 3,500, American 1572.

- Set, coming down.

- [Voiceover] American 1572, roger,

and be advised that the tower is closed at this time.

So, runway closure to do a problem with

one of the windows, so I'l need a down time on you.

But, you can stay on this frequency for that.

- Roger, and,

what happened on the window?

- [Voiceover] It's just loose,

they got carpenters up there boarding it up.

- It blew out.

- [Voiceover] Once that's done, the tower should be open.

- Copy.

- Flaps 11, please?

- You got it.

Okay, 3,500, looking good.

I think it'll be smooth once we get out of the weather.

- Yep.

- Okay, you're at 3,500.

- Okay.

We're cleared down to where?

- You're clear down to 2,000.

- Okay, 2,000 set, and armed.

- Five miles, so it's good.

2,000 is set, armed.

- Flaps 15.

- Down to flaps 15.

- Coming down.

- Ten miles.

- And coming back to idle. - [Bald man] Roger.

- [Voiceover] American 1572,

do you show yourself on the final?

Looks like you're bumping to the left of it.

- Yeah, it does look like we're coming to the left of it.

- [Voiceover] American 1572, roger.

Wind's now one-seven-zero, two-four.

Gusts, three-five.

- Roger.

- How about gear down, please?

- Thousand and five.

- [Voiceover] American 1572, okay,

there is someone in the tower,

it's not really officially open,

but you can change to tower frequency

one-two-zero point three.

- Okay, you won't need that down time.

- [Voiceover] Negative.

- See ya. - [Voiceover] Good day.

- Okay, so it's 2,000 feet 'til five miles.

- That's it.

- Coming back, flaps 28.

- You're going down to nine-o-eight.

- Yep.

- Set and armed.

The VOR is right on track.

Gears down to green.

Spoiler lever.

- Armed.

- You got brakes are going to medium.

Hey tower, American 1572, we're in

a six mile final for runway one-five.

- [Voiceover] American 1572, this is Bradley Tower.

That landing is at your discretion, sir.

Wind, one-seven-zero, at two-five.

Peak gusts at four-zero, and the runway does appear clear.

You can land--

- [Bald man] Shaun, you going through the course?

Are you...

What are you showing right now for winds?

- [Voiceover] One-seven-zero, at two-four.

- Copy.

- Flaps, 40.

- Non-seater lights, checked.

Flaps and slats at 40, 40 and land.

You are clear to land, dude.

- Okay.

Give me 1,000 down.

- 1,000 down, you got it.

- [Voiceover] Windsor alert, center field, one-seven-zero

at two-five, via Northeast boundary

one-seven-zero at two-four.

One-niner-zero at 12, the Southeast boundary.

- Copy.

There's 1,000 feet, you've got 40, 40 land,

clear to land, now nine-o-eight is your bug.

- [Voiceover] Sing rate, sink rate!

(alarms ringing) - Go, go, go, go!

- All right, go 'round, go 'round, go 'round,

flaps 15, positive rate, gear up.

- You want the gear up? - [Captain] Yep.

- Okay.

Oh, the left motor's failed!

- Short lane, straight ahead, straight ahead.

Tower, call for emergency equipment, we have...

We're going down on the runway,

do you want the gear back down?

- Yeah, throw it down.

- You're gonna make it.

- Oh, God! - [Captain] Flaps!

- Yeah, throw them down, what we got?

- Yeah, we're still flying.

- Okay, god damn! - Keep going,

you're gonna make it, keep calling.

Calling for emergency.

Calling for emergency equipment.

You've got it, dude, you're gonna make it.

- Okay, flaps?

Flaps, 40, put them all the way.

Flaps, 40, all the way, flaps 40!

- They're all the way.

- Hang on guys, get it on.

On the deck.

(alarms ringing)

Hold it down, buddy.

Hold it down, hold it down, hold it down,

hold it down, hold it down, hold it down.

(slow ringing)

- God bless you.

You made it.

- Shut down the motors.

- Pull them both? - [ Captain] Yeah.

Pull both fire handles.

(film rolling)

(plane engines)

(rock music)

- Wow, I see what's going on up here.

Is that like stereo radio?

You don't have a hard job at all.

We're back there slugging with these people.

- Yeah, you are.

We have it pretty easy.

I was telling Jeff I don't think I'd ever want

to do anything else but this.

- Yeah, I don't like dealing with people, in a way,

it's kinda...

Need to be able to talk to them.

- I know.

How late are we gonna be?

We already got two people

that have already missed their flight.

3:15 is one of them.

- It's all your fault. - [Orlando] 3:15?

3:15? - [Attendant] Uh-huh.

We weren't due into Chicago until 3:15.

- She is lying, then.

- You know what we deal with out there?

- 4:15.

- Yeah, you should hit her.

(Attendant laughs)

3:15 Eastern time.

- What do you all

do up here when auto-piloting?

Just hang out?

- [Jeff] We still have to tell it what to do.

- If the autopilot didn't work,

he'd be one busy little bee right now.

- Oh, so, does the FOs do a lot more work than you do?

- Yup.

- Not really. (Orlando and Attendant laugh)

- Man, this thing gets a high-dive angle on these turns.

- Yep.

- I'm just following the air right now.

- You want the flaps 15?

- I can bring it for the stop procedure here pretty soon.

(Orlando and Jeff laugh)

All right, kick them in, I'll bring the nose down.

- Sure.

- What were they...

What were they telling me about?

It was something about the rain.

They always trick the hiring people,

about rain, some little person that talks.

- Rain?

- No, this one, maybe?

- [Voiceover] Light slope, light slope.

- It sounds like it said something about the rain.

- That one?

- [Voiceover] Wind shear, wind shear.

- [Attendant] Yeah, but there's something else.

- Like I said, it's a rain cloud.

They say, "How you now?"

'Cause this thing tells us,

it'll tell you, "To rain, to rain."

- Yeah, yeah, that's what it says, "To rain."

- I think it's this thing here.

- [Voiceover] Too low, terrain, too low, terrain.

(Orlando laughs)

- See you all. - [Orlando] All right.

- Well, we got 3,600 pounds of fuel.

- Uh-huh.

- They sent a message, you get that dispatch?

Must have got a message in a hole there.

- Well, folks, once again, this is the captain here.

Regret to inform that air traffic control

has put us into holding pattern up here.

We're holding for approximately 20 minutes

outside of Chicago at this time,

but I guess the congestion in traffic's continued on,

and they need us to hold on here for some spacing.

They're saying at this point

on the hour before we depart the hold,

although that may not hold,

we may not be up here the full 13 minutes.

We'll be sure to keep you updated once we leave the hold,

and we'll let you know more if they tell us

the hold's gonna be a little bit longer.

Do apologize for all these delays.

Chances are that are all the flights in and out

of Chicago this afternoon would be delayed as well.

This is not just for aircraft in the air right now,

but this is also for

aircraft that were in the air earlier,

aircraft on the ground, and aircraft that will be departing.

So, once again, chances are real good

that your flight will be delayed as well,

and you'll still have a real good chance

of making your connection.

If not, they'll

automatically rebook you on the next flight in Chicago.

- It's much nicer if we're on the same team.

- Yeah.

- Yeah, I'm showing some ice now.

- Good, I can't hold anymore, man.

That big cup needs out now.

- They're gonna be giving you some dirty looks, man.

- Oh, man.

Oh, yeah, I know they are.

People do, it's either that, or pee on them.

(Orlando and Jeff laugh)

- Yeah, I'll talk to her.

- What's up?

- [Attendant] It's just me.

It was just me.

I'm just wondering how much gas do we got?

- How much gas we have?

- [Attendant] Yeah.

- Well, we've got more than plenty of gas,

we can be up here for a long time.

- [Attendant] Cool, okay.

Just was worried maybe you'd have to divert somewhere

and really make these people--

- 60 miles from Chicago.

- [Attendant] Did you say 60 miles?

- Oh yeah.

- [Attendant] Yeah, but they're still gonna hold us, huh?

- 'Til about another 10 minutes.

- [Attendant] And that's not a for sure thing, is it?

- Uh, yeah, it's pretty for sure as of right now.

Once they decide to make it different.

How's that for an answer?

- [Attendant] (laughs) I didn't like the other one.

- Yeah, I know.

Talk to her, pal.

- Okay. - [Attendant] Bye.

- Uh, hey there.

Hello?

- [Attendant] Are you sure you can handle it up there?

- I'll try.

- [Attendant] Hey, turn it down,

it needs to be cooler back here, it's hot.

- It's all the way down now.

- [Attendant] Okay, thanks.

- It's been down. - [Attendant] It's been down?

- Yeah, well, I'll (mumbling)

- [Attendant] Well, we're sweating.

(Attendant breathes heavily)

- You know what?

- [Attendant] You wanna hear us breathe heavy? (laughs)

- It's...

One of the blades are off.

It's for the air conditioning.

It's the one that gives you most of the air back there.

So, you've got less than half--

- [Attendant] Okay, figures.

- All done, it's your end.

Try to... - [Attendant] Well, here,

Orlando wants to talk to you. - [Co-Pilot] Orlando does?

Hello?

- [Orlando] Hey, bro.

Getting busy with the ladies back here. (laughs)

- Okay.

- [Orlando] Yeah, so if I'm not back up there

within say the next 15 or 20 minutes,

you know why.

- Okay. - [Orlando] Okay?

- Well, when we get close to touchdown,

I'll give you a ring.

- [Orlando] There you go.

Nah, I'll be up there right now.

(heavy airflow)

- We have brand new hombre.

- We've still got ice.

- Get any more messages from the cabbage patch?

- Yep.

- You have a message? - [Captain] You did.

- I'll be right back, I'm gonna talk to the company.

- Eagle flight 184, descend.

Descend, maintain 8,000.

- Chicago to copy, 4184.

- [Voiceover] 4184, go ahead.

- Yeah, we have been talking to dispatch

over at the ACARS,

so they're already aware of our delay,

I don't know if you guys got the word on that.

We're on a hold.

We have three...

3,200, 3,300 pounds of fuel.

They're saying zero-zero for EFCs

for about the next four five minutes.

We should find out what the new word is,

but we keep talking about there's this guy here

worried about his Frankfurt connection.

You guys know anything about that?

- [Woman] Eagle flight 184, descend and maintain 8,000.

- Down to 8,000, Eagle flight 184.

- Eagle flight 184, should be about

10 minutes 'til you're cleared in.

- [Voiceover] I can double check on that, here.

Just sent a message to dispatch, see if you were in a hold.

Copy, 30 on the fuel, and an estimated out time on the hour,

and did you have that Frankfort flight number by any chance?

- They said 10 more minutes.

- Uh, no, I sure don't.

But I brought up connecting gates over the ACARS

and it says it's going out of K5,

if that helps you any at all.

- [Voiceover] Let me check.

- We're out of the hold?

- Uh, no.

Just going down to 8,000.

10 more minutes, they said?

(alarms ringing)

- Let's try and keep it 180. - [Orlando] Okay.

- Shit. - [Orlando] Okay, all right.

- [Jeff] Shit!

- Mellow out.

- [Jeff] Okay! - (mumbling) to go.

- Okay!

(several alarms sounding) Okay!

- Shit!

(thump)

(film rolling)

(engines roaring)

- [Woman] Lima tower, Aeroperu 603.

Runway 15, ready for takeoff.

- [Voiceover] Aeropero 603, use noise attenuation.

Wind calm, you're authorized to take off runway 15.

- One-five, one-five, transponder.

- Flaps, one-five.

Takeoff briefing complete, time check.

- Let's go.

- Power set.

- Power set.

(engines)

- 80 knots.

- Checked.

- V1.

Rotating.

V2, positive.

- [Woman] Gear up.

- Right, V2 plus 10.

(alarm buzzing)

- The altimeters are stuck.

Hey, the altimeters are stuck.

- [Pilot] Yup.

- All of them?

- All this is really new, keep V2 plus 10, V2 plus 10.

- The speed,

- Huh?

- The speed!

- Yeah, right, V2 plus 10.

What happened? We're not climbing.

- I'm climbing, but the speed.

- [Pilot] Hold it now, keep the speed positive.

We're 10 degrees.

No, we're descending?

- [Woman] Rudder ratio.

- How strange.

(alarms sounding)

Turn to the right.

Go up, go up, go up, go up.

Damn it, you're going down!

- I am up, but the speed.

- Yeah, but it's stuck.

Mach trim, rudder ratio.

Go up, go up, go up, heading 100.

Ah!

Ah, it's okay, this course.

- [Woman] Put the--

Climb thrust, is the center one on piloted command?

- Uh, I don't think so, let me see.

- No, no, the speed is better now.

- Yeah, shit.

Rudder ratio?

- Yeah, let's see.

I have source selector.

- Go to ratio.

- Mach trim, mach trim.

- Speed.

Let's go to basic instruments.

Everything's gone, shit!

- Tower, Aeroperu 603.

- We're in emergency.

- [Voiceover] Aeroperu 603, tower, go on.

- Okay, we declare emergency,

we have no basic instruments.

We have no altimeter, no airspeed indicator.

We declare an emergency.

- [Voiceover] Roger, altitude?

- We don't have--

We have until 1,000 feet, approximately 1,700.

- [Voiceover] 1,000 feet? Roger, roger, Aeroperu 603.

Confirm if you can change frequency

to one-one-nine point seven

to receive instructions from air control.

- We go to one-one-nine point seven.

- The auto-throttle is disconnected.

- The auto-throttle has disconnected.

- Let's see.

(alarms resonating)

What reads there?

- Auto-throttle disconnect, rudder ratio,

mach speed indicator. - [Pilot] Okay.

- [Woman] 500 feet, it's grabbing now.

- These assholes from maintenance move everything.

- What shit have they done?

- Auto-throttle, rudder ratio, mach speed trim.

Let's see if you have us on the radar tower, 603.

- [Voiceover] Aeroperu 603, Lima.

- Auto...

Autopilots are being connected?

- No, no, they are disconnected.

- Are they on?

- Yes, but they are off, only flight director is on.

Lima, Aeroperu 603.

We request vectors for ILS runway 15.

- [Voiceover] Correct, we suggest a right turn,

heading three-three-zero.

- Turning right, course three-three-zero.

- [Voiceover] Affirmative, and keep present altitude.

- Altitude, we can't...

We're going up.

- What level do we have?

Do we have 4,000 feet?

Let's see if you confirm us.

- [Voiceover] Correct, keeping 4,000.

- We are keeping 4,000?

- [Voiceover] Affirmative.

- Altitude, just altitude, rudder ratio...

(alarms resonating) Auto-throttles disconnect?

- Really, we don't have any control.

- We don't have controls, not even the basics.

Let's see, check everything.

- [Woman] 4,000 feet. - Yeah, never mind,

but we keep going up.

We're flying without speed.

Can't be.

Let's see.

Go to respond.

- [Woman] Speed is zero, all speeds.

The speed, please, if you have us on the radar?

- Aeroperu 603, you are 40 miles from Lima,

and according to my information on screen,

at level one-two-zero.

Approximate speed over the ground is 310 knots.

- Roger, we have 230, and are turning to course 330.

- [Air control] Okay, Roger.

- Rudder ratio follows mach speed trim.

- Okay, let's see.

Uh, read all that.

Auto-throttle is connect.

Command one-two-zero feet here, correct?

- 12,000 feet.

Auto-flight, now what?

Auto-throttle, rudder ratio, I read it already.

Mach speed trim.

Mach speed...

Is it navigation?

Flight instruments?

Flight instruments.

Auto-flight?

Auto-flight.

Altitude alert, autopilot disconnect, rudder ratio.

(alarms sounding)

- Shit!

We're going down now.

Shit, this auto-throttle, the autopilot's...

Fuck!

- [Woman] Speed, altitude alert, autopilot disconnect.

- 330--

- [Woman] Autopilot inoperative,

flight instrument switch, mach speed.

Auto-fly at mach speed trim.

Speed, we have speed problems.

Instruments source selector, flight director.

- It can't be.

I mean, the speed...

The power we have, it can't be.

- It can't be, it's true, it's wrong, 330.

- Yes, but, they're even, aren't they?

- Okay, set yours on alternate air data.

The one down there.

The lower one, the lower one.

The lower one, that one down there.

(alarms sounding) Shit! Worse, the altimeter

goes to shit!

- Basic instruments, let's go to basic instruments.

The air data's gone to shit there.

- I'll fill here.

Departure and arrival, ILS runway 15, insert.

(sirens stop)

- Okay.

Yours is screwed up, the air data.

- Two-four-eight, two-four-eight, 197.

- We were three-three-zero.

- We're 330.

- [Air control] Aeroperu 603, you are at 40 miles, correct?

Flying parallel course 330?

You are flying left course back to intersect west of Lima?

- Correct, we request vectors from this moment on.

- [Air control] Roger, we suggest course three-six-zero.

- Three-six-zero.

- [Voiceover] V-Lima--

- We don't have auto-throttle either.

- Affirmative.

Okay, I understand for three-one-five.

- Is this going up? - [Woman] Turn right

to intercept the localizer.

We still don't have...

(alarms sounding)

It's falling!

- Shit!

- Speed is going up too much.

- This apparently doesn't disconnect the auto.

- Autopilot disconnected.

Better if we control it on basics, isn't it?

- Let's see the trim.

- [Air control] According to presentation,

you are crossing radial two-three-zero from Lima.

Distance West-Southwest is 37 miles.

- Correct, we will...

We have problems here for reading instruments.

You will have to help us

with altitude and speed, if possible.

- [Air control] Okay, roger. - Until we reach

the localizer beam, and we will navigate some 30 miles north

of the localizer of Lima VOR to center the ILS.

- It doesn't have alt to hold.

- Let's set the approach, please?

- [Woman] I did it, I did it.

- Then let's go.

- Okay, the approach.

Set it in small only.

Speed, this is the shit that's gonna fuck us.

- Let's see.

We'll try to go down with everything cut.

- Speed is going up.

- Let's go down to 10,000 feet.

Why does the speed get so high?

Is it the real speed?

- That's what worries me.

No, I don't think so.

- It can't be.

Rudder ratio, mach trim.

Then, if there's not mach speed trim.

- No, there's no mach speed trim, I don't find.

Let's see, keep flying, and it won't--

Can you tell us the speed, please?

- It indicates three-two-zero.

- Correct, we have all engines cut, and it's accelerating.

Accelerating.

Take the speed brake out.

- No, no.

Okay, maybe.

- Speed is okay.

All three indicators are okay on speed.

Fast, fast,

all engine instruments are okay.

All engine instruments are okay.

Shit!

- What would be the real speed?

- This one is okay, and they are okay, the speed,

air speed.

- But,

even with all the power cut down, it can't be,

with all cut down.

There's a problem with the source instruments.

- Let's see.

- 20 miles, and 30 miles from Lima.

We still just have only spoilers and flight level change.

- You are crossing the two-six-zero of Lima

at 31 miles west of flight level eight-seven-100,

plus 700, and approximate speed

is two-eight-zero over the ground.

- Yeah, but we have an indication of 350 knots here.

- Let's put...

Why are these more clear?

(alarms sounding) Overspeed?

Fucking shit!

I have speed brakes, everything is gone,

all the instruments went to shit.

Everything is gone, all of them.

- You're going down!

I don't think so, it can't be overspeed.

We're flying...

Is there any possibilities of...

We still have overspeed.

- The spoiler's--

- [Air controll] Rescue has been warned.

- We request, is there any airplane that can take off--

- Wait, no, no no, no, no, no.

- [Air control] Yes, correct, we are going

to coordinate immediately.

- Any plane that can guide us?

An Aeroperu that may be around, somebody?

- Don't tell him anything about that.

- Yes, because right now we are stalling.

- We're not stalling!

It's fictitious, it's fictitious.

- No, but with shaker?

How would it be not?

- Shaker, but it is...

Even with speed brakes on,

we're maintaining nine-five-zero feet.

Why don't we read the same?

I don't understand.

Power, what power do we have?

- It's coming back.

My air speed indicator's coming back.

(alarm stops)

- It's gone to off. - [Woman] It's gone to off.

- [Air contol] Aeroperu 603,

you've turned slightly to the left.

Now you're heading three-two-zero,

and your level is 10,000 feet.

Approximate speed of 220 knots

and the distance of 32 miles northwest of Lima.

(alarms sounding) - You're going down.

One-zero-zero to runway.

Look, let's program, I think.

We have a problem here.

Overspeed.

It doesn't cut the overspeed.

Where is the overspeed?

Where is the overspeed warning?

Shit!

- 9,000 feet.

It indicates...

It's fictitious.

Everything is fictitious.

All the PITOT is gone.

All the air data has gone to shit.

- [Air contorl] Aeroperu 603, your base is asking

if you have both computer systems out of service?

- We have...

No instrument is working as air speed indicator.

We have overspeed alarm, and no,

apparently it is not.

Having overpseed, shaker.

The fast forward is indicating to high speed.

We have engines cut down, and doesn't decelerate apparently.

- Apparently.

- Let's see, accelerate one engine.

No, it ejects back.

- Yeah, because the auto-throttle's on.

- Auto-throttle off, let's see, accelerate.

- [Air control] The 707 will be ready some 15 minutes

to fly west in your help.

- [Voiceover] Too low terrain! Too low, terrain!

- We have terrain alarm!

- [Air control] Roger, according to monitor,

indicates level one-zero-zero over the sea.

And again, request course three-three-zero.

- We have terrain alarm,

and we're supposed to be at 10,000 feet?

- Shh! We have everything.

- [Air control] (drowned out by flight crew)

one-zero-five.

- We got all computers crazy here!

- What the hell these assholes have done.

- [Air control] Aeroperu 603, your jets are turning left.

you are aiming to the west.

- I don't understand.

- [Air control] It shows you're turning left.

You're aiming to the West.

- Affirmative, we are heading two-five-zero,

but we're going over the sea

because we have a low terrain alarm.

- Affirmative, it shows you are 42 miles flying

with course west, course two-five-zero, heading west.

- We are over water, aren't we?

- [Air control] Affirmative, over the water.

You are 42 miles west.

- Are we going down now?

- We have like three-seven-zero knots,

are we descending now?

- [Air control] It shows the same speed,

you have two-zero-zero, speed approximate.

- 200 of speed?

- Shit!

We won't stop now!

(alarm sounding) - Overspeed, this shit!

- Overspeed, but it is...

Alt alert, mach, now we must--

- Shit!

- Read, one-by-one, I'll fly here.

45 miles, you read, you make the emergency.

- Overspeed, fuck, go higher.

- Sons of a bitch!

- Your speaker.

Overspeed, again.

(alarm stops) I don't have overspeed.

I don't have overspeed.

Auto-throttle,

cabin altitude inoperative.

- [Air control] Aeroperu 603, you are at 50 miles from Lima,

flying west course two-seven-zero,

with level one-zero.

- Okay, let's go back.

Let's head course of 100.

100.

- Do you have speed?

- [Air control Yes, it shows a speed

of approximate 300 knots.

- What about some plane that can give us

altitude and speed indication?

- [Air control] Correct, a Boeing 707 has been coordinated.

It will be ready in some 15 minutes,

the tower informed seven minutes ago.

- Auto pilot.

Overspeed.

I don't find overspeed.

- How do we know the speed we have?

- Fast.

Fast.

Horizons are okay.

Horizons are right.

That's the only thing that's right.

- Flight level change.

- APU engine.

APU engines, auto-flight instruments,

cargo fire, ditching, emergency equipment,

passenger evacuation, electrical,

flight controls, fuel, hydraulic, ice and rain,

landing gear, flight instruments,

auto-throttle disconnect.

Let's see if--

- We've got cabin alt inoperative.

- Never mind, let's put it in manual,

to go down manual.

Zero-ten, that's it.

Auto disconnect.

390 knots it says here on the air speed indicator.

Try to intercept the ILS.

I am trying to go down.

Lima, Aeroperu 603, we will try to intercept the ILS.

Let's see if you tell us if we're--

- [Air control] Roger Aeroperu 603,

you show now level nine-700.

- [Woman] That is right.

- [Air control] Stand by to verify speed.

The 707 is about to take off, it's starting to move.

- This is...

Fuck it off.

- Verify the speed, it is very important.

We don't have speed on board.

- [Air control] Correct, you are starting turn,

and it shows a velocity of 270 ground speed.

- Not so much.

There it is, Eric, 270 is fine.

- Alerts, altitude alerts.

- Altitude, auto-pilot.

Don't put any autopilot, Captain.

Altitude alert, autopilot disconnect.

- I know, let's go to--

- Autopilot disconnect.

(alarm sounds) Zero-six-zero-three.

- Ask him to tell us.

- Autopilot disconnect. (alarm stops)

Crew awareness, nothing else says.

Autopilot inoperative, auto-throttle disconnect,

crew awareness.

Altitude alert, cabin inoperative, rudder ratio.

There's nothing new about overpseed.

- [Air control] Course to intercept localizer

approximately at 30 miles.

You must fly heading zero-seven-zero, approximately.

Keep the course stable. - [Woman] Yes.

Turn zero-70.

We will keep zero-seven-zero,

we keep course, it seems we have the right course.

What we don't have is airspeed indicator

and altitude nine-700. - [Eric] Flight level change.

- [Air control] Correct, altitude is nine-700,

and the speed is 240 knots over the ground

according to monitor.

And then, 51 miles from Lima.

(alarms sounds)

- What if we put flaps?

240. - [Eric] What?

- If we put flaps?

Zero-70.

Oh, I wanna take that shit outta there.

- The overspeed button, you can't.

- You can't?

- Oh, let's see, you switch your thing.

- Air data?

No, but it's flying well.

I have the...

If not, I'm going to-- - [Voiceover] Too low,

terrain, too low, terrain. - [Woman] Shit!

- How could we fly at this speed

if we're going down with all the power cut off?

- Can you tell me the altitude, please?

Because we a climb.

- [Air control] Yes, you keep nine-700

according to presentation, ma'am.

- Nine-700?

- [Air control] Yes, correct.

What is the indicated altitude on board?

Have you any visual reference?

- Nine-700, but it indicates too low a terrain.

Are you sure you have us on the radar at 50 miles?

- Wait, look, we have three-seven-zero.

We have--

- Of what?

Three-seven-zero is what?

Do we lower the gear?

- But what do we do with the gear?

We don't know that.

(rumbling)

(film rolling)

(birds calling)

- [Air control] Yukla 27 heavy, wind,

three-one-zero at one-one.

Cleared for takeoff, runway five.

Traffic is a C-130 three miles north of Elmendorf,

northwest-bound, climbing out of 2,000.

- In sight, and Yukla deuce-seven, heavy.

Cleared for takeoff, traffic in sight.

We are cleared for takeoff, crew.

- Check complete.

- Engineer, set takeoff power.

80 knots.

- Co-pilot's aircraft.

- Your airplane.

V1, rotate.

V2.

- All the birds.

- A lot of birds here.

(loud thud)

- Damn, oh, we took one.

(loud thud) - What do I got?

- We took two of them.

- We got two motors. - [Pilot] Roger that.

(engines slowing)

- Take me to override. - [Captain] Go to override

on the...

Elmendorf Tower, Yukla 27 heavy has emergency.

We've lost number two engine.

We've taken some birds.

- You're in override, there's the rudder's, got it.

You're in override. - [Co-Pilot] Thank you.

- Starting dump fuel.

- [Air control] (drowned out by alarms)

- Yukla 27 heavy, coming back around

for an emergency return.

Lower the nose.

Lower the nose!

- Going down!

- Okay, give it all you got.

27 heavy, emergency!

- [Air control] Roll the crash, roll the crash,

roll the crash.

- Crash landing. - [Co-Pilot] We're going down.

We're going in. - [Pilot] Crash landing!

- We're going down, we're going in--

(thud)

(film rolling)

- [Voiceover] There is someone who wants to,

is that okay?

- Be careful.

- Take care, please.

- Quickly.

- Take care.

- [Voiceover] Yes, thank you.

(thump) (alarms sounding)

- Something exploded.

Squawk 77.

Check gear, door gear.

Gear, gear, engines.

- All engines...

All engines. - [Pilot] Something exploded.

- Let's check hydro pressure, gear five up,

let's just roger.

- Put out your cigarettes.

This is an emergency descent.

- Tokyo, Japan Air 123, request for immediate trouble.

We request return back to Haneda.

Descend and maintain 220, over.

- [Air control] Roger, approved as you request.

- Radar vector to Oshima, please.

- Roger, you on flight for left turn.

- Going to right turn, over.

- [Air control] Right, right, heading zero-nine-zero.

Radar vector to Oshima.

- Zero-nine-zero, (mumbling).

- Fasten your seat belts, put out your cigarettes,

this is an emergency descent.

- What is that?

- Hydro pressure dropped, hydro pressure.

- Don't panic so deep.

Do it by the book.

Pull back.

- Cap.

- Pull up.

(alarm ringing)

All hydro lost?

- Yes.

- [Air control] 123, vector-- - Does that--

- It seems better to descend.

- Descend.

- Why this?

- [Attendant] Put on oxygen masks firmly, please.

Fasten the bag over your head.

Fasten the bag over your head.

All crew, please help passengers with oxygen bottles.

- [Air control] Japan Air 123,

confirm you declare an emergency, that's right?

- That's affirmative!

- [Air control] 123, roger, and request major emergency.

- [Attendant] This is an emergency descent,

put the mask over your face.

Fasten your seat belts, put out your cigarettes.

This is an emergency descent.

Hydro pressure all lost. - [Woman] Unlocked?

- No, locked? - [Flight operator] All lost.

- Did you say all lost?

- Yes. - [Captain] (mumbling) 1,000.

- We want the company.

- Let up to descend.

- Please request the company.

- [Attendant] We would like to ask passengers

please help the passengers with children.

Passengers, please help the children wear the mask.

Put the mask over your face, fasten your seat belts.

- [Air control] Japan Air 124,

heading over to zero-nine-zero, radar vector to Oshima.

- (mumbling) able to make our descent.

Give it all you got.

Yeah, we're gonna stall really--

- Yes, I'm being careful.

- Yes, is not the word.

- Yes.

- Descend?

- [Air control] Japan Air 123, if possible,

squawk two-zero-seven as normal.

- You have them? - [Woman] I have.

- What is this?

- How about oxygen pressure?

Have they dropped?

Is that so?

Well, oxygen pressure...

Well, that...

Put O2 bottle on firmly, since oxygen masks have dropped.

- Japan Air 123, can you descend?

- Roger, now descending.

- All oxygen masks dropped.

- Two-four-zero?

- [Air control] Right, you are positioned

seven-two miles to Nagoya.

Can you land at Nagoya?

- Negative, request back to Haneda.

- [Air control] You can speak in (mumbling) from now on.

- Yes, yes, oh, oh.

- Yes, what is it?

At the back?

Well, what was damaged, where is it?

Of the coat room?

More aft?

You mean, the most aft?

Understood.

Well, I hear that at the most aft,

the storage space has dropped.

I think we'd better descend, all people have masks already.

- Should we descend a little bit?

- Have you checked oxygen masks thoroughly?

R5s? Not yet.

Yes, understood.

Yes, understood.

Yes, understood!

Captain.

- Yes?

- Since R5's masks don't work,

I think we need to make an emergency descent.

- Yes.

- Should we use masks?

- Yes. - [Woman] We'd better.

- It would be better to use masks, if possible.

- Yes.

- Request for company.

Request the company!

- Yes, I understand, well, where is it?

- [Air control] Japan Air Tokyo, how do you read?

- Well, who in the company?

- We are descending.

- [Air control] Japan Air Tokyo, how do you read?

- Haneda, or where?

- [Woman] From Osaka.

- Call Japan Air. - [Engineer] Japan, Osaka.

- Japan Air Tokyo, Japan Air Tokyo!

- Japan Air Tokyo.

- Japan Air Tokyo, Japan Air 123, over.

- [Air control] Japan Air 123, Japan Air Tokyo,

at two-six minutes Tokyo ACC captured an emergency call

at a three-zero miles west to Oshima.

- Well, yes, now our budge door is broken, and well...

We're descending.

- [Air control] Understood, so

the captain intends to return to Tokyo.

- Yes...

Pardon me?

- [Air control] Do you return to Haneda?

- Well, since we are now making an emergency descent,

we will contact the company soon again.

We will contact again soon, so please keep monitoring us.

- [Air control] Understood.

- I don't understand,

but since we are descending--

- We're going down, forget it.

- Nose down, nose down!

Lower nose! - [Woman] Yes.

- Lower nose, with both hands. - [Woman] Yes.

- Both hands. - [Woman] Yes.

- Why don't we down gear?

Gear down right now?

- No, we can't, gear doesn't drop low enough.

- Can we alternate the gear down slowly?

- Yes.

- Nose down.

- [Woman] Yes.

- Let's return.

- [Engineer] Gear dropped.

- Understood.

- Nose down.

- [Air control] Japan Air 123, Japan Air 123,

Tokyo control, can you change your frequency

to one-three-four point zero?

- Nose down, forget it, and we're gonna stall.

- Yes.

- I said do it with both hands, both hands!

- Yes.

- Lower nose.

- [Air control] All stations, all stations,

except Japan Air 123, power and contact Tokyo control.

Contact Tokyo control at one-three-four point zero.

Change frequency one-three-four point zero.

- Lower nose.

It's heavy.

Lower nose more, a little more.

- [Attendant] Please wait, and stay seated.

- All right, we're going down.

It's heavy.

Did you apply full power?

- All my controls are full.

- Ah, it's so heavy.

- How about flaps, do we extend?

- Still too early.

- Still too early? - [Captain] Too early.

- We're (mumbling)

- Gears down.

- Confirm.

- [Air control] Japan Air 123, Japan Air 123,

you're go to approach on guard.

If you can hear me, contact Yakota one-two-nine point four.

- Japan Air 123, uncontrollable.

- [Engineer] Shall I contact?

- Wait a minute, control first.

- To where?

- [Air control] Japan Air 123, roger,

understood, understood, and--

- Nose down.

- We are at (mumbling) lake.

- Yes.

- [Air control] Japan Air 123, dis you contact Haneda?

- Hold as it is.

- [Air control] Do you contact?

- Please hold as it is.

(drowned out by air control)

Nose down.

- Aileron.

- [Air control] Japan Air 123, Japan Air 123,

you're good to approach on guard.

If you hear me, comment and go to one-two-nine point four.

- Request for a vector to Haneda, (foreign language).

- [Air control] Roger, understood.

Keep heading zero-nine-zero, runway two-two.

- [Captain] Roger.

- Hydro quantity all lost.

- [Air control] Can you control?

- Uncontrollable. - [Air control] Understood.

- [Attendant] We've descended pretty much,

we will not need the oxygen soon.

- [Air control] Japan Air 123, contact Tokyo.

Tokyo approach, one-one-nine point seven.

- One-one-nine point seven, roger.

Mountain, turn right.

Mountained air, control the right, right turn.

- [Attendant] Passengers with children,

(everyone talking over each other)

hold your baby for a moment.

Please refasten your seat belts, (mumbling).

Please confirm!

- Decrease power.

- [Air control] Japan Air 123, you're going down--

- Nose down, lower nose.

- (mumbling) I can't.

- Lower nose.

That's good.

Thought we would go into the mountains.

- Can't--

- Do we increase power?

- [Air control] Japan Air 123, Japan Air 123,

you're good to approach on unguarded.

If you hear me, contact and to to one-two-nine point four.

- Power?

- Let's increase power, let's increase power.

(two air controllers speaking)

- Max power, max power, max power.

Stall.

- Yes, don't you drop.

- All right, let's hang tough, hold out.

Lower nose, hold out, hold out.

- [Woman] (mumbling) - [Flight operator] Max power.

- [Woman] (mumbling) - [Captain] Lower nose.

- Yes, sir.

- Lower nose. - [Woman] Yes.

Can I--

- Do it!

Raise nose, power!

- Japan Air 123, Japan Air 123, (mumbling)

- [Captain] We're uncontrollable.

Japan Air 123 uncontrollable.

- [Air control] Japan Air 123, you're clear to approach--

(two air controllers speaking)

(everyone yelling in fear)

- [Captain] Left turn.

- One-one-nine point seven.

- [Air control] Come up requesting one-one-nine point seven.

- Left turn.

- [Air control] We are already open, any frequency.

Tokyo approach, out.

- Japan Air 123, we have selected one-one-nine point seven.

- Request position. - [Engineer] Request position.

Japan Air 123, requests position.

- Japan Air 123, you are positioned five...

Four-five miles northwest of Haneda.

- Northwest of Haneda?

Well, how many miles?

- Lower nose.

(radio chatter) - Lowering control.

- [Air control] (mumbling) two-five miles west.

- Yes, roger.

They said we are two-five miles west of Kumagaya.

- [Air control] Japan Air 123, Japan Air 123,

you're clear to approach control unguarded.

- [Air control] Japan Air 123--

- And the flaps are down? - [Woman] Yes, flaps.

- [Air control] (mumbling)

If you can hear me, come up one-two-one point five.

(alarms ringing)

- (mumbling)!

- The flaps, power.

Flaps don't stick together, flap them.

Power. - [Woman] Flap them!

- Power flaps. - [Woman] Flap them!

- Raise us! - [Woman] Yes.

We are going down! - [Captain] Power.

(radio chatter)

- [Air control] West, five miles.

Five-zero nautical miles northwest of Haneda.

(film rolling)

- [Voiceover] Sioux City, got an emergency for you.

Got a United aircraft coming in, lost number two engine,

having a hard time controlling the aircraft right now.

He's out of 29,000 right now.

Descending to Sioux City right now.

He's east of your VOR,

but he wants the equipment standing by right now.

- [Voiceover] Radar contact.

- Okay, so you know we have no control ability at all.

We're controlling the turns by power.

I don't think we can turn right.

I think we can only make left turns.

We're starting a little bit of a left turn right now.

Maybe we can only turn right, we can't turn left.

- [Air control] United 232 heavy, I understand

you can only make right turns?

- That's affirmative.

- [Air control] United 232 heavy, roger,

your present track puts you about

eight miles north of the airport, sir,

and the only way we can get you around runway three-one

is a slight left turn with differential power,

or if you go and jocket over.

- [Pilot] Roger.

Okay, we're in a right turn now.

It's about the only way we can go.

We'll be able to make very slight turns on final,

but right now, just...

We're gonna make right turns to whatever heading you want.

- [Air control] United 232 heavy, roger,

a right turn heading two-five-five.

- Two-five.

Now the goddamn elevator doesn't wanna work.

Rolling right.

- This is United 232.

We blew engine number two, and we've lost all hydraulics,

and we are only able to control it level flight

with asymmetrical power settings.

We have very little rudder or elevator.

- Very little elevator.

It's hard, or sluggish.

Al, do you want me to slew this elevator?

Feel it. - [Al] Yup,

whatever you can do.

- [Air control] United 232 heavy, fly heading towards--

- Oh, now the nose is coming up.

- Say again?

- [Air control] We understand you've lost engine number two?

- [Woman] That's affirmative.

- Getting that right now?

- [Air control] Your system one and system three,

are they operating normally?

- Negative, all hydraulic systems are lost.

The only thing we have is auxiliary power units,

engine number one and three, electrical fuel pumps--

- [Air control] Continue to return to heading two-four-zero.

- I don't know, we'll try for it.

- [Air control] Okay, United 232,

I understand you have normal power on one and three engines?

- That's affirmative.

- I wonder about the outboard ailerons.

If we put some flaps, you think that'll give us outboard?

- God, I'd hate to do anything.

- Well, we're gonna have to do something.

- [Air control] United 232, is all hydraulic quantity gone?

- Yes, all hydraulic quantity is gone.

- [Air control] United 232 heavy,

any souls on board, and fuel remaining?

- Souls on board, fuel remaining.

We have 37-six on fuel.

- We have 37-four on fuel. (knocking)

- Unlock the door.

- [Air control] Roger.

- [Air control] Okay, United 232, we're gonna set down.

- Thanks for coming, Captain.

My name's Al Haynes.

- Hey, my name's Denny Fitch.

- How do you do, Denny?

- I'll tell you what,

we'll have a beer when all this is done.

- Well, I don't drink, but I'll sure as hell have one.

Little right turns, little right turns.

- Lost the engine, huh? - [Al] Yup.

Well, it blew.

We couldn't do anything about it, we shut it down.

What's Sams saying?

- [Woman] We need some assistance right now--

- We don't have any controls.

- [Woman] We're having a hard time controlling.

- You wanna go forward on it now?

- Yeah, yeah, go forward.

How did it come back?

Gotta lead, gotta lead it.

Let's see what you can see back there, will ya?

- Go back, look out on the wing, and see what we got.

- Okay, back in a second.

- No, but the throttle is off.

But what's the hydraulic quantity?

- Down to zero.

- [Bald man] On all of them?

- On all of them.

- Quantity, quantity's gone.

- Yeah, all the quantity is gone, and the pressure is gone.

- You get a hold of Sam?

- Yeah, I talked to him.

- What's he saying?

- He's not telling me anything.

- We're not gonna make the runway, folks.

And we're gonna have to ditch this son of a bitch

and hope for the best.

(knocking) Unlock the door.

Can't believe this, no hydraulics.

We have no hydraulic fluid, that's part of our main problem.

- [Air control] United 232, do you want to put

the thing on the ground right now,

or do you wanna come up to Chicago?

- Okay, we're up...

We don't know what we'll be able to do.

We don't think we're even gonna be able

to get on the runway right now.

We have no control hardly at all.

- Okay, both your inboarding ailerons are sticking up,

that's as far as I can tell.

I don't know.

- That's because we're steering.

We're turning maximum turn right now.

- You can tell me all you want, I'll help ya.

- Right throttle.

Close one, and put two up.

What I need is elevator control,

and I don't know how to get it.

The only help you can get here is the autopilot,

and I tried that, it won't work.

- [Woman] Roger, we need any help we can get right now

as far as when we get down, because we don't have anything.

We don't know what to do,

we're having a hard time controlling it.

We're descending, we're down to 17,000 feet.

We have hardly any control at all whatsoever.

- [Air control] Okay, copy that, 232.

(Al talks over the radio)

Put you on the ground as soon as we can.

- But we can't make it into Chicago.

We're gonna have to land outside out somewhere out here,

probably in a field.

- Didn't you think?

- [Air control] United 232, we understand you have to land

at the nearest airport.

- Okay, I don't think we're gonna make the airport.

- No, we have no hydraulics at all.

- That is affirmative,

we have lost all three hydraulic systems.

We have no quantity and no pressure on any hydraulic system.

- Sir, we have no hydraulic fluid,

which means we have no elevator control, almost none,

and very little aileron control.

I have serious doubts about making the airport.

Have you got some place near there,

we might be able to ditch?

Unless we get control of this airplane,

we're gonna put it down wherever it happens to be.

- [Air control] United 232, you have lost all manual,

line controlled--

- Put some flaps, see if that will help.

- You want them flaps now?

- What the hell. - [Denny] Let's do it.

- [Bald man] Slats are out?

- No, you don't have any slats,

and we don't have any hydraulics.

We're not gonna--

- [Air control] United 232 heavy,

can you hold that present heading, sir?

- This is Sioux City, Iowa, that's where we're headed.

Where is the airport for 232?

We're turning around in circles?

- Get on number one (mumbling)

- Where is the airport to us now

as we come spinning down here?

- [Air control] United 232 heavy, Sioux City Airport's

about 12 o'clock, and three-six miles.

- Okay, we're trying to go straight.

We're not having much luck.

- Okay, I got you on 700 on the squawk

so they can track you.

- He's got us on radar.

- As soon as the nose starts,

I'm gonna push forward on the yoke.

- And nothing on number two, number two?

- No, no, we got it shut down.

- [Air control] United 232, I'm getting in contact

with flight ops right now, stand by please.

- Heading about three-zero-zero.

We kinda got flight level back again.

- Okay, if you get denser air,

you should get level flight back again.

Whatever you got, you got.

- That's a little better. - [Denny] Okay, let me see.

- Didn't do this thing on my last simulator check.

Ah, poured coffee, it's just coffee.

We'll get this thing on the ground, don't worry about it.

- Seems controllable, doesn't it though?

- Yeah, the lower we get, the denser the air,

the better your shots, okay?

- I'll tell you what we need,

putting this thing into Sioux City.

Sioux City, United 232, could you give us, please,

your ILS frequency heading, and a length per lane.

- [Air control] United 232 heavy, affirmative.

The localizer frequency is one-zero-nine point three,

and you're currently about 35 miles to the northeast.

It'll take about a two-three-five-two-four-zero heading

to join it.

- [Sam] United 232, this is Sam.

- Sam, 232, we're gonna try and put it into Sioux City.

- [Sam] United 232, I understand

you're gonna try and make it into Sioux City.

That's the only airport up that way

that can accommodate you, sir.

- Okay, we'll head for Sioux City.

Got a little bit of control back now,

how long is your runway?

- [Sam] 232 heavy, and the airport,

the runway is 9,000 feet long.

- 232 is very busy right now,

we're trying to put into Sioux City.

We'll call you as soon as I can.

- Now, see if you can make a left turn.

- A left turn, all right.

Your speed is, what?

Worried about it, I don't wanna stall you.

- You want a no-flap, no-slat landing, right?

- Yeah.

Start dumping fuel, will you?

Just hit the quick dump,

let's get the weight down as low as we can.

- I didn't have time to think about that.

- Try not to lose any more than we have to.

- What, altitude?

- Yeah.

- Okay.

Go ahead and dump.

- [Denny] He's got his weight, he's got his weight,

he's got about 1,000 pounds of fuel to go.

Now this thing seems to want to go right

more than it wants to go left, doesn't it?

- [Air control] United 232,

did you get the souls on board count?

- What do you have for a count for people?

- Let me tell you right now,

we don't even have time to call the gals.

Just hold the--

- [Denny] It's coming up, guys, it's coming up.

- [Bald man] Yeah, we're going up.

- I know it, I'm pushing with all I got.

- Now it's coming back.

Power is coming back.

- [Al] As soon as it starts to come back.

- Now it's coming back in. - [Al] Come back.

Bring it to the right with the right one.

You got to go left.

We just keep turning right.

Still turning right.

- That's what I'm trying to do.

- 232, we're just gonna have to keep turning right.

There's not much we can do about turning left.

We'll try to come back around to the heading.

- Is this Sioux City down to the right?

- That's Sioux City.

- [Air control] United 232, roger.

We need you on about a two-three-five heading, sir,

if you can manage that and hold that.

- We'll see what happens.

- Going down now.

Wanna put a little more power on in a minute.

Try and see about 90%, see if it holds it good for ya.

Trying to find the right power setting,

so you don't have to fight this pitch.

- Ease into the right.

- You'd better get a hold of Sam.

- Did, didn't get any help.

- Well, did you tell him

to advise dispatch of our situation?

- Yes, he knows.

- No more right turns, no more!

- I mean, we want to turn right.

We want this to go right.

- You do wanna turn, all right.

- Our approach, where is the city from our present position,

United 232?

- [Air control] United 232,

it's about 20 degrees on the heading, and 37 miles.

- There's an airport right below us?

- They said it won't accommodate us.

- Okay.

- Let's see if you can keep us with the throttles

in a 10 to 15 degree turn?

- I'll play them, I'll play them.

Power up this number three engine,

and try to accommodate you.

- [Woman] Go ahead, Sam, with any help you could give us.

- [Sam] United 232,

understand you have numbers one and three

engines operating--

- Can't think of anything that we haven't done.

Really isn't a procedure for this.

- The only thing I can think about

that might help at some point here is

put the landing gear down.

It might help pull the nose down a bit.

- [Air control] Okay, United 232,

I've got operation engineering on--

- [Air control] When you get turned to that 240 heading,

sir, the airport will be about 12 o'clock, 38 miles.

- Okay, we are trying to control it just by power alone.

We have no hydraulics at all, so we are doing our best here.

- [Air control] Roger, we've notified

the emergency equipment out in that area, sir.

The equipment is standing by.

- Everybody ready?

- Anything above 210's gonna give you a nose-up moment.

- We have almost no control of the airplane.

- [Bald man] We have no hydraulics at all.

- [Al] It's gonna be tough, it's gonna be rough.

- Sir, we're gonna evacuate?

- Yeah.

We're gonna have the gear down,

and if we can keep the plane on the ground,

and stop standing up, that gives us a second or two

before you evacuate.

Brace will be the signal over the PA system.

Brace, brace, brace.

- And that will be to evacuate?

- No, that will be to brace for landing.

- If you have to evacuate,

you'll get the command signal to evacuate.

But, I really have my doubts you'll see us standing up.

Good luck, sweetheart.

- Thanks, you too.

- Okay, we'll be trying to get in there.

- [Air control] OKay, United 232--

- Now, it's 240.

- OKay, I'm gonna try to hold you about 210,

see if it makes a difference.

Might bump it just...

Bump it in the air.

This may be the world's fastest tricycle.

- She says there appears to be some damage on that one wing.

Do you want me to go back and take a look?

- No, we don't have time.

- Okay, go ahead, see what you can see.

Doubt it'll do us any good.

Wish we had a little bit of control over the elevator.

He told us the autopilot would do this,

but it sure as hell won't.

Try yours again.

- I can't get it on.

- [Al] Turn, baby.

- [Denny] Which way do you want it, Al?

- Left.

Come on back, come on back,

come on back.

Soon as I...

Go for it, go for it!

Watch that vertical speed the second it starts to move.

Come back,

come back,

come back.

Go for it, go for it.

I don't know if we can get this under control elevator wise.

We can work on the steering later.

- We need to go left again.

- You keep going right 240

'cause we still got 2,000 feet to go.

United 232, we're just gonna have

to continue one more right turn.

We have the elevator pretty much under control,

within three or 400 feet,

but we still can't do much with steering.

- [Air control] United 232 heavy, roger,

understand you have a elevator possibly under control,

enough to hold altitude? - [Bald man] Barely.

- Negative, we don't have it, but we are better, that's all.

- [Air control] Roger.

- You wanna turn right?

- Yeah, let's turn right.

- All right, here we go.

- How far is the field now, please?

- [Air control] United 232 heavy,

you're currently 33 miles northeast.

- Okay, thank you.

Just let her ease down. (knocking)

God, I wish they'd unlock that damn door.

Pull the circuit breaker on that door,

just unlock it, will ya?

- [Air control] United 232 heavy,

there are a couple of really small airports

out in the vicinity here,

and Storm Lake is 4,200 feet by 75.

That's about 15 miles east of your position.

- Roger, we're still going down.

Trying to control it.

As we get a little lower, we'll pick it out.

- All right, hey, I walked in the back,

and we've got a lot of damage to the tail section

we could see through the window.

- [Air control] Okay, United 232,

you have a lot of damage to the tail section?

- That leading edge of the elevator is damaged.

I mean, there's damage there that I can see.

I don't know how much there is that I cannot see,

and I can see it on the leading edge, on the outer parts.

- [Air control] United 232,

engineering is assembling right now,

and they're listening to us.

- Okay, number two engine blew.

Severe shutters and vibration

through the airplane when it blew.

Then we tried to pull that throttle back on number two,

it wouldn't come back, it was frozen.

We shut it down, turned off the fuel on that engine,

pulled the fire handle on it,

and we've only been able to hold--

- [Air control] United 232 heavy, there is a small airport

at 12 o'clock in seven miles.

The runway, 4,000 feet long there.

- [Woman] 9,000 feet,

and we're trying to put into Sioux City.

I think we're gonna have to use

the alternate gear to get the gear down.

- Hey, I'm controlling it myself right now.

As soon as the Captain gets back on,

he'll give me a hand, he's talking on the PA.

- Start this sucker down--

- I think we're gonna be kinda busy here.

There's anything I can talk to you about, I'll talk--

- She talk to Sam yet?

- She's talking to Sam.

I'm gonna alternate-gear you, that might even help.

But, there's no hydraulic fluid,

I don't know how the outboard ailerons are gonna help you.

- How do we get the landing gear down?

- They can free-fall, the only thing is we alternate gear.

We got the doors down?

- Yep.

- Yeah, we're gonna have trouble stopping, too.

- Yeah, we don't have any brakes.

- No brakes?

- Well, we'll have some brakes.

- Braking's gonna be a one-shot deal,

you just mash it, mash it once.

That's all you get.

I'm gonna turn you, gonna give you a

left back to the airport, is that okay?

- I got it.

United 232, we're starting to turn back to the airport now.

Since we have no hydraulics,

braking is gonna really be a problem.

I would suggest the emergency equipment

be toward the far end of the runway.

I think under the circumstances,

regardless of the condition of the airplane,

when we stop we're going to evacuate,

so you might notify the ground crew pretty much,

we're gonna do that.

- [Air control] United 232 heavy, wilco, sir.

If you can continue that left turn to about 220 heading,

sir, that'll take you right to the airport.

- [Al] What's your ceiling right now?

- [Air control] Ceiling is 4,000, broken.

Visibility, one-five underneath it.

- And the airport elevation?

- [Air control] 1,098.

- Well, in 5,000 feet, we ought to break out of the clouds.

If we have a problem about the spoilers, Al,

we won't have those either, will we?

- I don't think that's gonna help.

- I'm off for just a second to buckle up.

- Okay, just tell me what you need.

Holler what you need.

- What did Sam say, good luck?

- He hasn't said anything.

- Well, forget them.

Tell them you're leaving the air,

and you're gonna come back up here to help us,

and screw him.

- When you get a chance, ask them how far out we are.

- How far are we away from the airport now?

- [Air control] 35 miles, and if you continue the left turn,

about another 15 or 20 degrees,

it'll take you right to the runway.

- Okay, we don't have a localizer or a glide slope, so--

- [Air control] Yes, sir,

you're well too far north of it now.

- [Air control] United 232, one more time,

no hydraulic quantity, is that correct?

- [Woman] Affirmative, affirmative, affirmative.

- 6,000 feet above the field right now,

about 18 miles to where we want to be on the glide slope.

- [Denny] (mumbling)

- Does anybody have any ideas

about putting that gear down right now?

- All right, I...

- Should we free-fall it?

- [Denny] I don't know, I haven't got any good ideas.

- Try it out.

- [Air control] United 232 heavy,

your present heading looks good.

- See how close we come to holding it.

- Apply a little power.

- I can slow you down.

Do you wanna go to 185?

- Nope.

- All green, and the landing gear down.

- Go for it, go ahead.

Keep it at 185.

Okay, let's start it down now.

Ease back.

- [Woman] Gear handle down, gear handle down.

- Okay, lock up, put...

- Shit, there go the slats.

- A little right turn, don't have much to do.

Sit down, lock up.

- Get up there and see what she's doing for power.

Right turns.

Level up first.

Level up your turn.

Straighten out the turn.

Get yourself all buttoned up.

Level up here.

- [Air control] United 232 heavy,

can you still make the flight right turn?

- Yeah, right turns are no problem, just left turns.

- [Air control] Roger.

- Well, might not make those baseball games after all.

- You in good and tight?

- I'm not in at all, Bill.

- No, not you, but her.

- [Air control] United 232 heavy,

sir, you're well too far north.

- We know.

- [Air control] United 232 heavy,

your present heading is a little close, sir,

can you make a shallow left turn about 10 degrees or so?

- I'll try.

- Back on the controls.

- Approach, where is the airport?

- [Air control] United 232, the airport's currently

12 o'clock and two-one more miles.

- 21 miles, and 1,000 feet.

We got to level off.

- [Air control] United 232 heavy,

you're gonna have to widen out

just slightly to the left, sir, to make the turn

to final and so it'll take you away from the city.

- Whatever you do, keep us away from the city.

(everyone panicking)

- [Woman] Do you want this seat?

- Yes, do you mind?

- I don't mind, I think that

you know what you were doing there before.

- [Air control] United 232 heavy,

fly heading one-eight-zero, 180.

- I don't think we can do that, but we'll try.

Can we turn left?

- [Air control] You're currently one-seven miles

northeast of the airport, you're doing good.

- It has to be a right turn to 180,

we can't do anything about it.

We'll pull it off.

- [Air control] United 232 heavy,

there's a tower five miles off on your right side, 3,400--

(several people talking)

- [Al] Gotta level this sucker off.

The only thing I was afraid of was putting down that gear

in case we have to ditch.

- [Air control] United 232 heavy,

how steep of a right turn can you make, sir?

- About a 30 degree bank.

- [Air control] United 232 heavy, roger.

Turn right heading one-eight-zero.

- [Bill] 180.

- [Denny] I got the tower in view.

- [Al] Come back, come back.

- [Denny] I can't handle that steep a bank,

- [Air control] United 232 heavy,

I have to advise there's a four-lane highway

up in that area, sir, if you can pick that up.

- Okay, we'll see what we can do here.

We've already put down the landing gear,

and we're gonna have to be putting down

on something solid if we can.

- Damn it, I wish we hadn't put that gear down.

- [Al] Just keep turning if you can.

- Which way do you wanna go?

- We gotta go to 180.

And right is the only way to go,

so we can control the airplane.

- All right, I think we're gonna

have to try straight ahead here, Al.

I think what we're gonna--

- [Air control] United 232 heavy,

if you can hold that altitude, sir,

the right turn to 180 would put you

on about ten miles east of the airport.

- That's what we're trying to do.

- Let's see if we can get a shallow descent.

- That's what I'm trying to do,

get this thing under control.

When it starts up, push. - [Bill] Okay.

Here we go, push harder.

Push hard.

- When the speed bleeds back, you'll catch it.

Now, where do you wanna go?

- I wanna keep turning right, I wanna go to the airport.

I wanna go to the airport.

Get as close to the airport as we can.

If we have to set this thing down in dirt,

we set it in the dirt.

- Get on the air and tell them

we got about four minutes to go.

- Tower, we got about three, four minutes to go, looks like.

- [Al] PA system, tell all the passengers to brace.

- Four minutes to touchdown.

- [Air control] United 232 heavy, roger,

can you pick up on a road or something up there?

- We're trying it.

We're still fluctuating altitude anywhere

from 2,000 feet up to 1,500 feet down now, in waves.

- Which way do you wanna go?

- Right, right--

- The airport's down there, got it.

- I don't see it yet.

- As soon as it starts down, back we go.

- Okay, now you can bring them up.

There's the airport.

- [Air control] United 232 heavy,

the airport's about 18 miles southeast of your position,

about 220 on the heading.

But we're gonna need you southbound

away from the city first, if you can hold that 180 heading.

- But we're trying, trying to get to it right now.

- If I hold you about 200 knots,

I seem to be able to get enough control--

- [Air control] United 232 heavy,

advised if you can pick up a road or anything

where you could possibly land it on that.

- Okay, we're 180 degree heading now, what do you want?

- [Air control] United 232, if you can hold the altitude,

the 180 heading works fine for about 7 miles.

- Okay, we're trying to turn back--

Forward, make a left turn, left.

- No left at all. - [Al] No left at all.

- I'll give you some.

- Back, back, back, back, back.

Forward, forward, forward.

Won't this be a fun landing?

Back...

- [Air control] United 232 heavy,

can you hold that heading, sir?

- Yeah, we're on it for a little while.

- [Air control] United 232 heavy, roger.

That heading will put you currently

15 miles northeast of the airport.

If you can hold that,

it'll put you on about a three mile final.

- Okay.

We are giving it heck.

- I'll tell you what, I'll write off your damn PC

if we make this.

When we make this.

Just hold that heading if you can.

That's fine.

Turn left, help me turn left so we know what it's doing.

Back, back, back.

- [Air control] United 232 heavy,

the airport's currently 12 o'clock and one-three miles.

- Forward, forward.

- Okay, we're looking for it.

12 o'clock, 13 miles, we have to start down.

- Field elevation is what again?

- [Air control] 1,100, 1,100.

- Okay, thank you.

- Okay, let's start her down.

We gotta ease it down.

- We are starting down a little bit now.

Got a little better control of the elevator.

- [Air control] United 232 heavy, roger,

the airport's currently at your 1 o'clock position,

one-zero miles.

- I got the runway, if you don't.

- I don't, come back.

- It's up to the right over there.

- It's right there.

Let's see if we can hold 500 feet a minute.

- [Air control] United 232 heavy,

if you can't make the airport, sir,

there's an interstate runs north to south

on the east side of the airport.

It's a four-lane interstate.

- See, we got that tower right here at 1 o'clock now.

- We're just passing it right now,

we're gonna try for the airport.

That the runway right there?

We have the runway in sight, we have the runway in sight.

We'll be with you shortly, thanks a lot for your help.

- Bring her on down, ease her down.

Ease her down!

- [Al] Tell them we're just two minutes from landing.

- Two minutes, two minutes.

- [Air control] United 232, the wind's currently

three-six-zero at one-one,

thee-60, 11, you're clear to land on any runway.

- (laughs) Roger.

You wanna be particular and make it a runway, huh?

- What's the wind?

- Say the wind one more time.

(everyone talking at once)

- We were all three talking at once,

say the wind one more time.

- [Air control] Zero-one-zero, and one-one.

And there is a runway that's closed, sir,

that could probably work in the south.

It runs northeast to southwest.

- We're pretty well lined up on this one here.

- Got the spoilers on touch.

- Get the brakes on with me.

- [Air control] United 232 heavy, roger, sir.

That's a closed runway, sir, that'll work, sir.

We're getting the equipment off that runway,

and they'll line up on this one.

- How long is it?

- [Air control] 6,600 feet, 6,600.

Equipment's coming off.

- Pull the power back.

That's right.

Pull the left one back.

- Pull the left one back.

- [Air control] Don't worry about the airspeed,

at the end of the runway it's just wide open field.

(alarms sound) - Left throttle,

left, left, left, left, left

(impact and plane engines)

(film rolling)

(slow and gentle music)