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  • 5/27/2025

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00:01A commuter plane in Norway is heading for disaster.
00:05Stop! Just stop!
00:08Then you're starting to run out of options.
00:11Stay away!
00:14Why couldn't it stop, or why didn't it stop?
00:20The horrific scene is caught on home video.
00:26Watch your step, guys.
00:28We could find bits and pieces of steel, but all the rest of it was gone.
00:34Could a mysterious substance point to the cause?
00:39I think we found our smoking gun.
00:58It's 7.20 a.m.
01:01High above the jagged coast of Norway,
01:04the crew of Atlantic Airways 670 reaches the peak altitude for a short 15-minute flight.
01:13The plane is about to take off,
01:16but the crew of Atlantic Airways 670 is already in the air.
01:20The crew of Atlantic Airways 670 reaches the peak altitude for a short 15-minute flight.
01:32There's 10,000.
01:34OK.
01:36We're all the way up.
01:38Time to get ready to go down again.
01:41Norway has a lot of steep mountains, deep fjords,
01:45and if you are to travel by road or by sea,
01:48your journey might take hours or days,
01:52while a short talk with an aircraft of 15 to 20 minutes will cover big parts of the country.
02:01This morning, an oil company has charted the plane to shuttle a group of employees to work.
02:08The first workers boarded at Stavanger Solar Airport.
02:12Next up is a quick stop on the island of Stord,
02:15to pick up a few more,
02:18before flying on to their final destination at Molde on the mainland coast.
02:25For Tor Johannesson, it's just another morning commute.
02:33I was going to be on a 5-2 rotation.
02:36That means I was going to work for five days and go home for weekends.
02:40For me, it was a totally normal day.
02:46The crew is flying a British Aerospace 146,
02:51a four-engine commuter plane ideal for flying between remote Norwegian airfields.
02:56The 146 is a very nice airplane, an easy airplane to fly, actually.
03:04Sven-Erik Strandberg flew the 146 for Atlantic Airways.
03:10It was actually meant for landing on short runways
03:15or even gravel runways.
03:19The runway is going to be in sight soon. Why don't you see what the weather is doing?
03:23For this first leg, 34-year-old captain Niklas Jørhus is at the controls.
03:28He's been a commercial pilot for more than a decade.
03:32Control, Atlantic 670.
03:35Can you advise on current conditions?
03:38The first officer, 38-year-old Jakob Evald, joined Atlantic Airways just a few months ago.
03:45Wind is 110 at 6 knots.
03:49Visibility is over 10 kilometers.
03:52Wind 110 at 6.
03:54Atlantic 670.
03:56The weather's good.
03:58This was an early October morning.
04:02Just about clear skies and almost calm winds.
04:06So a very good day for flying.
04:09The plane was normal.
04:12Nothing that would predict something was wrong.
04:15It was cold, that was the only thing.
04:18It was early in the morning and that's why I kept my jacket on.
04:26Stord Airport is perched on the edge of a rugged island
04:30with rocky cliffs bordering the runway on three sides.
04:33It's located on top of a small mountain, you could say.
04:39So it's pretty steep terrain around.
04:44There's very little margin for error.
04:47Overshoot the runway and you could end up in the sea below.
04:53You're still planning on runway 15?
04:56Wind's 110 at 6 knots?
04:58Yep.
04:59So it's just a small tailwind.
05:02Let's take runway 33, that way we can do a straight in.
05:06You got it.
05:08Shortly before touchdown, the crew makes a last minute change.
05:13They want to approach Stord's single runway from the southern end,
05:17known as runway 33,
05:20rather than circling around to land from the north end,
05:24known as runway 15.
05:27Control, Atlantic 670, we'd like to do a visual into runway 33.
05:34Affirmative, 670. The runway's free, you are cleared for a visual approach.
05:39Runway 33.
05:41Since they were coming from the south,
05:44a straight in landing towards the northwest
05:47would be the most convenient way to land.
05:50The straight in approach will put the airplane on the ground
05:53in less than five minutes.
05:55What's our landing speed?
05:57112 knots.
06:00The crew now enters the busiest time in any flight.
06:04Set speed for final.
06:06They must simultaneously shed altitude and speed.
06:10Speed set.
06:13Flaps 20.
06:15And prepare the plane for touchdown.
06:17Flaps 20.
06:19You're deploying the flaps, you're ready to land.
06:21Flaps 20.
06:23You're deploying the flaps, you're putting the gear down, the wheels if you will.
06:27Gear down.
06:30Gear is...
06:32down.
06:34Flaps to full.
06:38Flaps full.
06:41Flight 670 is just one minute from the runway.
06:52We're stable.
06:54We have landing speed.
06:56The flying pilot will be looking outside at the visual references.
07:01He'll be checking the airspeed to make sure that it's on speed,
07:06not too high and definitely not too low.
07:09And when you're landing at an airport like Stuart, which is fairly short,
07:13where stopping distance is an important factor,
07:16you have to make sure that you're landing at the right altitude.
07:19If stopping distance is an important factor,
07:22then you're extremely highly focused on the desired touchdown point.
07:27Reducing thrust.
07:36The plane touches down at 7.32 a.m.
07:42And spoilers.
07:44No spoilers.
07:50I noticed there was something abnormal.
07:53Full brakes.
07:57And we're slowing down.
08:00It felt like when you're driving a car on ice
08:04and you're trying to brake, but they don't work.
08:14We're not stopping.
08:23We realized it wasn't braking, and it's moving really, really fast.
08:35Speed!
08:38If the airplane still does not seem to be on speed,
08:41if the airplane still does not seem to be decelerating,
08:45then you're starting to run out of options.
08:50Flight 670 is running out of runway.
08:56Desperate to stop his plane, Captain Jerhus takes drastic measures.
09:02Hang on!
09:04He throws the plane into a sharp turn.
09:07First right, then left.
09:09Hoping to skid to a stop.
09:12These pilots were thinking extremely clearly,
09:15and they even tried to put the aircraft into a skid,
09:18just to increase the friction between the wheels and the pavement.
09:26Stop! Stop! Just stop!
09:29Stop!
09:38We're going over!
09:46Your only thought is that you're going to die.
09:50This is the end.
10:00The end.
10:18The fire brigade responded immediately.
10:22At Stord Airport, firefighters race towards the end of the runway,
10:25where Flight 670 has disappeared over a cliff.
10:31Both pilots are alive, but fire is consuming the right side of their plane.
10:36You all right?
10:38Yeah. Yeah.
10:39Emergency checklist?
10:41I'll shut down. You order the evacuation.
10:43When the air comes out, I'll go tell them.
10:45Procedures call for the crew to shut down the engines and order an evacuation.
10:51But the cockpit door is jammed.
10:55The door is stuck!
11:03We got to get out.
11:05We got to get out now!
11:07I had only one focus, and that was I had to get off the plane.
11:14Passengers face a terrifying challenge.
11:17The front exits are blocked,
11:19and moving up the aisle to the rear exit doors is like climbing a cliff.
11:23The passengers had to more or less climb uphill in order to reach that door,
11:29using the seats and the headrests to pull themselves up towards the exit door.
11:35The pilots have their own serious problems.
11:38One of the plane's four engines is not switching off.
11:42The door is stuck!
11:43I can't get engine two to shut down.
11:45Behind the engine, obviously, it's very hot.
11:49On the front end of the engine, there's the jet intake, the air intake,
11:54which is sucking air into the engine for compression.
11:57So basically, you have a danger area all around the engine.
12:08You're standing in the aisle, hearing the jet engines,
12:12and you're sure that you're going to die when you jump out behind the engines.
12:16Less than a minute after what seemed like a normal touchdown,
12:21all 16 people on board are scrambling for their lives.
12:35The cockpit door still won't budge.
12:40Hey, we have to get out of here.
12:42The pilots are forced to escape through the side window.
12:47Above the window is a rope that you can use,
12:51and you sit out with the back, lean back, hold the rope,
12:56and kind of winch yourself down.
13:00At the back of the plane, Thor Johansson has finally found a way out.
13:05He escapes just before the plane bursts into flames.
13:14The interior burst into flames, and you couldn't see anything.
13:19The next moment, I'm outside the plane.
13:25I didn't think about whether I was relieved or happy.
13:29I was just full of adrenaline.
13:32My wife. I need to call my wife.
13:38A local resident records the terrifying scene
13:42as aviation fuel burns out of control.
13:47It takes fire crews nearly two hours to quench the flames.
13:53They had to stand up by the runway,
13:56and direct their foam and water way down into the ravine,
14:00barely reaching the aircraft.
14:05Four people are dead.
14:08Both pilots have survived.
14:11Thor Johansson has suffered some painful burns,
14:15but it could have been much worse.
14:18I kept my jacket on.
14:21I didn't know what to do.
14:23Much worse.
14:26I kept my jacket on,
14:29which saved my arms from being badly burned.
14:34There were tragic fatalities,
14:37but the fact that they managed to evacuate so many from the aircraft
14:41is really, really a feat which has impressed a lot of people in the industry.
14:47Sven-Erik Strandberg spoke to the captain just after the crash.
14:53I tried to comfort him somehow there, but he didn't say much.
14:58I couldn't stop.
15:02Why couldn't I stop?
15:05Obviously in shock and...
15:09trying to figure out what happened, I would say.
15:18Within hours, Norway's Accident Investigation Board,
15:21the AIBN, is at the scene.
15:24Watch your step, guys.
15:27We knew very little in the beginning.
15:30We heard that it had skidded off the runway,
15:33and it was burning, and it was fatalities there.
15:36And then we knew it was serious.
15:39As they begin their work, there's only one thing investigators know for sure.
15:45We knew that this aircraft didn't manage to stop,
15:48so we had to look into why couldn't it stop, or why didn't it stop.
15:53Answering that question won't be easy.
15:56There's much more to stopping an airplane than just hitting the brakes.
16:00Aerodynamic forces, atmospheric conditions,
16:04and a range of mechanical systems are all at play.
16:09So the evidence they would find would need a deep technical analysis
16:14in order to draw conclusions from the data.
16:16Or at least meaningful conclusions.
16:20Flight 670 has come to rest nose down.
16:24One side rolled against the steep slope.
16:27We saw that this must have been a dramatic event.
16:34Investigators quickly realize the wreckage will give them few leads.
16:41Much of the plane has been completely consumed by the impact.
16:45It was almost nothing left. It was melted aluminum.
16:50And what we could find was some steel bolts and some steel shafts
16:55and bits and pieces of steel.
16:58But all the rest of it was gone.
17:01Investigators face immediate pressure to find the cause of the crash.
17:08The BAE-146 is coming to rest.
17:11The BAE-146 is considered an ideal machine
17:16for Norway's challenging flying conditions.
17:19If there's a hidden flaw in the design of the aircraft,
17:23other lives could be at risk.
17:33The flight recorders are quickly recovered.
17:36But they've been exposed to intense heat and fire for two hours.
17:39More than double what they're designed to endure.
17:45They were quite burned. They were sooted.
17:51Oh, a lot of heat damage to the exterior.
17:55And they have changed color from the normal red to black grayish color,
18:01which indicates that they have been exposed to extreme heat.
18:06Well, let's hope the insides are in better shape.
18:10Investigators send them for analysis and hope for the best.
18:14We took both of the recorders to the British Accident Investigation Board,
18:20which are experts on reading out the recorders.
18:27For now, the runway itself is the best lead they have.
18:32Just record everything you see.
18:35You never know what might be important.
18:38We could see some marks at the runway
18:42that looked like being from the accident airplane.
18:46So that was very interesting.
18:49The skid marks might provide important clues about why the plane failed to stop.
18:54But analyzing them won't be easy.
18:57How many planes use this airport, anyway?
18:59On this airport, there's a lot of skid marks.
19:03So it's a tricky part to determine which skid mark was from which aircraft.
19:13As they collect bits of debris from the runway,
19:17they notice a troubling detail about the surface.
19:21The runway is damp.
19:24It lacks a crucial safety feature.
19:26And there are no grooves.
19:31Most modern runways are lined with special grooves
19:35that carry away rainwater and help prevent pooling.
19:41It was raining at Stord earlier on the morning of the crash.
19:46A wet runway will make the runway more slippery
19:50and it will increase the aircraft's stopping distance.
19:56We're not stopping!
20:00Did a dangerously wet runway prevent Flight 670 from stopping?
20:05We're going over!
20:08Before its fatal plunge down a rocky embankment.
20:12Air Traffic Controllers at Stord Airport
20:16can't explain why Atlantic Airways Flight 670 careened over a cliff.
20:23The other flight had no problem.
20:26An identical plane landed safely on the same cliff.
20:31It was the first of its kind.
20:34It was the first of its kind.
20:37An identical plane landed safely on the same runway
20:42just 25 minutes before the crash.
20:47Sven-Erik Strandberg was piloting that plane.
20:51It was not that wet. It was just a little bit damp.
20:56So we didn't notice very much on landing at all.
21:00So it was uneventful.
21:02The idea that a wet runway was to blame just doesn't seem to add up.
21:10Can you describe how the landing looked to you?
21:14But investigators get a new lead when they talk to some of the firefighters
21:19who saw Flight 670 land.
21:22Several report seeing a trail of mist streaming from the plane's wings
21:27after it touched down.
21:30The witnesses stated that they saw wing vortices from the aircraft.
21:36For us this is one evidence that the lift spoilers were not working as intended.
21:45When an airplane is in flight,
21:48the wings create trails of turbulent air known as wingtip vortices.
21:53But only while the wings are generating lift.
21:59In the air you can actually see these corkscrews following up from the wings.
22:09The 146 has six spoilers that should have deployed on touchdown
22:14to disrupt that lift and help the plane stick to the runway and stop.
22:19As soon as you select the spoilers,
22:22you will feel the airplane sink down towards the runway
22:25and you can apply the brakes.
22:28Did the spoilers on Flight 670 somehow fail to deploy?
22:34It may be a difficult question for the team to answer.
22:38All six of the plane's spoilers were destroyed by fire.
22:44Is this all we got?
22:47Digging into this wreckage we saw that it was no switches, no wires,
22:53nothing that could be useful for us.
22:55But we knew that the actuators possibly could tell us something.
23:00Investigators are in luck.
23:03The actuators that move the spoilers into place have survived.
23:09Okay then, let's see what these can tell us.
23:14They send them to the lab for X-ray examination.
23:19The actuator is the one moving the spoilers up and down.
23:22The actuator is a sort of a jack, you see.
23:27So it pushes the spoilers up and it locks them.
23:31X-rays of the actuators confirm the investigators' suspicions.
23:36The spoilers never deployed.
23:39With no spoilers, Flight 670 didn't have the usual amount of stopping power.
23:45It's a compelling clue.
23:48Investigators wonder if they've found the explanation for the crash.
23:53With no spoilers, they would need 40% more runway.
23:59As a safety feature, the British Aerospace 146 can stop without spoilers.
24:06But it takes a lot more runway.
24:09When you know that you're going to land at a short airport,
24:12you need to calculate how much distance you will use to land.
24:16How long is this runway anyway?
24:18Perhaps the runway it stored was simply too short for the plane to stop
24:22without this critical equipment.
24:28Stopping distance is 470 meters on a 1,200 meter runway.
24:35But it's a dead end.
24:39They had more than enough room to stop without spoilers.
24:42The last part of the runway, for instance, the speed should be
24:46so low so spoilers or no spoilers shouldn't be that important.
24:51So we knew early on that it must be something else in addition to the spoilers.
24:58But what? That is the mystery now.
25:02Stop! Stop! Just stop!
25:05What else went wrong during a routine landing that suddenly turned to disaster?
25:10We're going over!
25:17In their quest for answers about the fatal crash at Stord Airport,
25:22investigators have a vital witness, Captain Niklas Johus.
25:27We tried to get into the cabin but the door would not open.
25:34Not too sure why. We gave it everything we had but the door wasn't opening.
25:39He recounts the harrowing last moments in the twisted cockpit of his burning plane
25:43and his desperate efforts to open the cockpit door and help with the evacuation.
25:58The door was a new type which was reinforced for security measures.
26:04So opening it by kicking it and so forth would not be as easy as with an old type.
26:10Basic type of door.
26:24Now I need you to think back further.
26:28To understand the cause of the accident,
26:31investigators need to know what the captain was doing in the cockpit
26:35before he lost control of the plane.
26:37What happened when you first touched down?
26:40OK, well, as soon as we touched down I pulled the spoiler lever.
26:45But it didn't work.
26:47The captain says he tried to activate the spoilers on touchdown.
26:58And... spoilers.
27:01And... spoilers.
27:06No spoilers.
27:08But they didn't engage.
27:11And that wasn't the crew's only problem.
27:14Their braking system seemed ineffective as well.
27:20We were slowing down.
27:24I think we could have stopped if we just...
27:31I needed a few more meters.
27:36OK. Thank you, captain.
27:42Talking to the crew, we got indications that the brake possibly was not working.
27:49So then we were interested in investigating the braking system more thoroughly.
27:54We're not stopping!
27:55If the brakes on Flight 670 failed, that would explain why the plane couldn't stop.
28:06There might be evidence to support that theory on the flight data recorder.
28:13But it's been almost entirely melted by the fire.
28:18The flight data recorder was a rather old type with the tape.
28:22And the tape hasn't survived the heat.
28:26What we got was just three smaller fragments that was usable.
28:32That was a disappointment.
28:35The investigation into the crash of Flight 670 is nearly at a standstill.
28:41There's almost no hard evidence.
28:47We've got about three seconds of FDR data.
28:49We've got about three seconds of FDR data after touchdown.
28:55And we know they had a speed of 20 knots near the end of the runway.
29:04And that's about it.
29:08Investigators need to know more about how well the brakes were working when Flight 670 touched down.
29:15They hope the skid marks will tell them.
29:19As they trace the marks along the runway, they notice something strange.
29:26Anyone seen skid marks this color before?
29:29Normal skid marks, they're like black lines along the runway.
29:34But this was more like lightly colored brownish type of marks.
29:42Equally strange, the skid marks were dotted with unusual pieces of debris.
29:50It smelled like rubber and it felt like rubber, but soft and sticky.
29:58The debris appears to be from the tires,
30:01but investigators have no idea why the tires would have disintegrated so severely.
30:07I have personally never seen such rubber grains on a runway before, so that was new to me.
30:16Investigators pin their hopes on the cockpit voice recorder.
30:21OK, let's see what we've got.
30:24Though the flight data recorder is beyond repair,
30:27technicians have managed to recover the recordings captured in the cockpit.
30:33There's 10,000.
30:35The manufacturer were able to repair the memory from the recorder and download the information.
30:42And the information was superb.
30:45This could be their last chance to solve the puzzle.
30:51We had everything from take-off to the accident.
30:57They hope the sounds will reveal why flight 670 didn't slow down.
31:03Visibility is over 10 kilometers.
31:06Wind 110 at 6, Atlantic 670.
31:11Fairly routine so far.
31:13They don't hear any mistakes.
31:16The communication between the pilots was very professional, down to the point,
31:20and exactly how a pilot would expect it to be on a flight like this.
31:25Wind's 110 at 6 knots?
31:27Yep.
31:29So just a small tailwind.
31:30Let's take runway 33, that way we can do a straight in.
31:34Got it.
31:36Bit of a tailwind.
31:38What's our landing speed?
31:40112 knots.
31:43Set speed for final.
31:45Looks like they were aiming for the right speed,
31:49but that tailwind could have given them a little bit extra.
31:53Having a tailwind in general will affect your landing distance.
31:57It will increase a little bit.
32:01Strong winds behind a plane can push up landing speed,
32:05making it take longer to slow down.
32:08So pilots usually try to land into the wind.
32:13That's what Sven-Erik Strandberg did on the day of the crash.
32:18I made a circle to land, came in from the north,
32:22landing towards the south in a little bit of a headwind there.
32:25Investigators wonder if the tailwind eroded Flight 670's safety margin
32:31when it was already struggling to stop without spoilers.
32:38Tailwind? Could it be that simple?
32:42Investigators review the history of the British Aerospace 146.
32:47They find 12 other incidents of the plane careening off the runway
32:51after touching down in a tailwind.
32:54It's a troubling record.
33:05The plane is still in the air.
33:08OK. Runway is damp.
33:12Tailwind is six knots.
33:16Let's give it a try.
33:19To learn more, they recreate Flight 670's landing in a simulator.
33:24The airport, that's the word, is a nice airport,
33:29in good conditions, good conditions.
33:32A nice airport in good conditions
33:36could be a little bit hard sometimes
33:40when it's rainy and the wind's from the west there.
33:46And we're reducing thrust.
33:49They want to know if conditions that day
33:52made it too difficult to stop with no spoilers.
33:56Don't put out the spoilers. Step on the brakes.
34:03But the theory doesn't hold up.
34:07OK. Looks like we're back to square one.
34:11Within acceptable limits,
34:14it was nothing wrong about landing with five knots tailwind.
34:18Even without spoilers to help slow the plane,
34:22the tailwind was not enough to push it over the edge.
34:26The answers investigators need remain elusive.
34:29What sent Flight 670 plummeting off the end of the runway?
34:33We're going over!
34:40Digging through the remains of the burnt fuselage
34:44turns up an unexpected lead.
34:47A kind of breakthrough came
34:50when we started to remove the wreckage.
34:54One of the tyres from Flight 670's landing
34:57has survived the fire.
35:00It's a lucky break.
35:03Investigators immediately notice
35:06that the edges of the rubber tyre have a peculiar texture,
35:10just like the rubber pieces they found on the runway.
35:14More sticky rubber.
35:17The inner left-hand main landing gear had a flat spot,
35:21which indicates that the tyre had been skidding along the runway
35:24We could see that it had been extremely hot
35:28and this heat had transformed the tyre.
35:32The tyre manufacturer provides an intriguing explanation
35:36for the strange discovery.
35:43Perverted rubber hydroplaning.
35:46The sticky pieces of rubber
35:49are the result of an unusual phenomenon
35:51that sometimes occurs when rubber tyres heat up
35:55due to extreme friction.
35:58Let's bag some of that.
36:01If the rubber is skidding along a damp or wet runway,
36:05the friction can generate so much heat
36:08that it turns the water into a cushion of steam
36:12that lifts the tyre up off the surface of the runway.
36:15The small layer of steam from the rubber
36:19develops between the tyres and the runway
36:23and basically makes it a lot more difficult
36:27to get the required retardation from the wheel brakes.
36:32The extreme heat also breaks down the rubber
36:36and makes it sticky,
36:39just like the fragments found on the runway.
36:42Looks like we've got a match.
36:45We have a kind of textbook example of it in front of us.
36:51The phenomenon also explains the unusually pale skid marks
36:56investigators found on parts of the runway.
37:00The reason for the skid marks being so pale
37:04is because that cushion of steam
37:07sort of lifts the tyre up off the surface of the runway.
37:12The steam clean in the runway
37:15takes all the dirt and everything out of the runway itself.
37:20Something just doesn't seem to fit.
37:23But there's still a mystery.
37:26Reverted rubber hydroplaning only occurs if the wheels lock.
37:30It's the only way to produce enough friction.
37:35The BAE 146 is equipped with anti-lock brakes.
37:40And spoilers.
37:45No spoilers. Pull brakes.
37:48They're not supposed to lock up and skid ever.
37:51And yet that's exactly what happened.
37:54Investigators need to know why.
38:01Investigators need a lead.
38:04They return to the sounds captured in the cockpit of Flight 670.
38:10OK. Go ahead, please.
38:13We didn't know what had happened mechanically in the aircraft.
38:18So then we had to look for other means.
38:21We have landing speed.
38:23Reducing thrust.
38:31And spoilers.
38:34Hang on. Play that again.
38:36Many cockpit controls make distinctive sounds when pilots move them.
38:41And spoilers.
38:45Investigators compare the cockpit recording to a detailed library of sounds,
38:51hoping to piece together what was happening on board Flight 670.
38:57There. That click is the spoiler lever.
39:01The technique pays off.
39:02They're able to identify specific sounds, including the click of the spoiler lever.
39:10No spoilers. Pull brakes.
39:13Listening closely, they soon hear another sound.
39:17A sound that could finally explain why the plane couldn't stop.
39:22We're not stopping.
39:26Stop. Can you match that?
39:32The chiming sound indicates the plane's emergency brake has been switched on.
39:40Play it again.
39:43We're not stopping.
39:47Listen to those tires. First the chime of the emergency brake, then they start skidding.
39:53It's a major breakthrough.
39:56We got the chime that proved that he has turned on the emergency brake.
40:00In a short period after that we could hear the wheels, the noise from the wheels on the CVR.
40:09I think we found our smoking gun.
40:17Anti-skid and touchdown protection may not be available.
40:21Landing distance will be increased by 60%.
40:25Investigators learn that the emergency braking system on the British Aerospace 146 doesn't have anti-skid protection.
40:35That was the last piece in the puzzle that told us more about this braking situation.
40:47We're stable.
40:49We have landing speed.
40:51Reducing thrust.
40:52Investigators finally understand why Flight 670 ended in tragedy.
41:01They touchdown here.
41:03But the runway is damp and there's a tailwind giving them a bit of an extra push.
41:10And spoilers.
41:14The captain activates the spoilers, but they don't deploy.
41:19No spoilers.
41:20Pole brakes.
41:22Here he switches on the emergency brake.
41:25We're not stopping.
41:30And that's the final straw.
41:32Which means basically that the wheels locked us on the car with no anti-skid brakes.
41:39The plane's fate is sealed.
41:42We're going over!
41:51We're going over!
41:58Investigators now believe that even with the damp runway, no spoilers and a tailwind,
42:04the plane would have stopped in time if not for the emergency brake.
42:09We're not stopping!
42:11But the pilots had no way to predict the outcome.
42:15They had never trained for such an unlikely scenario.
42:19If you have a failure at a critical time, like just after touchdown in a case like this,
42:24and the normal systems for deceleration do not work,
42:28then you automatically, almost by instinct, go on to the next level.
42:34You need to go to the emergency brakes.
42:37Hang on!
42:39You have to stop the aircraft and that's what they tried to do.
42:44In this case, of course, the runway wasn't long enough.
42:49In their final report, the AIBN calls for better training to help pilots stop safely in similar situations.
42:58They also call for longer safety areas around runways,
43:02especially at airports like Stord that are surrounded by steep terrain.
43:07That's our goal, that every accident should bring the safety standards a little bit in the right direction.
43:18Since the crash of Atlantic Airways Flight 670,
43:21important changes have been made to make landing at Stord safer.
43:25The runway is now longer,
43:28and grooves have been added to channel water off the surface in rainy weather.
43:33It's 50 meters longer now than before the accident,
43:38so I think positive things happened even though we had an accident.
43:45The main task is to improve safety,
43:48and the other is telling the story so others can learn from failures.