- 30/5/2025
This special looked at incidents where pilots face impossible odds.
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00:00High above the French Alps, the pilots of a four-engine aircraft lose two of their engines.
00:08671, we have fire on board. I confirm. Fire on board.
00:12Flying is hours and hours of boredom punctuated by moments of stark terror.
00:16Pull up! Pulling up!
00:18In the skies over Portugal, the pilots of a jetliner are unable to control their aircraft.
00:25Any normal human being would have said, well, this is it.
00:30An explosion knocks out flight controls.
00:35Can't turn using the controls.
00:37I thought, I think I'm going to die now.
00:40Three planes in crisis, three crews pushed to their limit.
00:45In every case, these were seemingly impossible odds. They had a very low chance of success.
00:51Three investigations try to understand what turned each flight into a desperate fight for survival.
00:58Still financial.
01:07Oh, fuck!
01:08Screen 1-0-2-4-10-yard change up.
01:10I don't know why we can kill you.
01:12That's church.
01:12I don't know.
01:15I don't know.
01:17Transair Flight 671 is preparing for take-off at Luxembourg Airport.
01:33Forecast says we'll get some weather in an hour.
01:37As we cross over the Alps. Typical.
01:40Captain Ingemar Berglund is a Swedish pilot who has been flying Boeing 707 aircraft
01:46for over a decade.
01:48The captain had been a military pilot and then he'd been on air transport flying for most
01:54of his working life.
01:55Cabo 671, you are cleared for take-off. Runway 24.
02:00671, cleared for take-off. Roger.
02:03First officer Martin Emery is an accomplished British pilot who has worked as an instructor
02:08and an air traffic controller.
02:12Ready to go.
02:16We would typically night stop, minimum rest, and service the aircraft, refuel it, ready
02:22for the flight back to Luxembourg.
02:24The difference between this flight and the other similar flights that we'd done, this
02:28flight was in daylight.
02:31V1.
02:34170.
02:36Rotate.
02:36Assisting the pilots is flight engineer Terry Boone.
02:53He came from a similar background of cargo charter flying, passenger charter flying.
02:59He had extensive flight time on the Boeing 707.
03:02He knew all the routes.
03:04The Boeing 707 cargo plane will fly seven hours from Luxembourg to Kano, Nigeria.
03:12The Boeing 707 was one of the best aircraft that led the way to long-haul flying for people.
03:21Above the Alps, the weather deteriorates.
03:27Flight 671 approaches its cruising altitude.
03:30Suddenly, it rolls to the right.
03:37The captain uses all his strength to level the plane.
03:41Had the captain not reacted as quickly as he did, the aircraft could have inverted.
03:47Engine fire!
03:48Engines three and four show signs of fire.
03:54Mayday!
03:54Mayday!
03:55Mayday!
03:55Request descent for radar landing.
03:58Roger.
03:59Turn left, heading south to Marseille.
04:02An air traffic controller directs flight 671 to Marseille Airport, 75 miles away.
04:09You turn left 180.
04:10There was immense relief as they descended out of the cloud and finally could see the mountains around them.
04:25But when the first officer inspects the right wing, the relief is short-lived.
04:30We've lost both engines on the right wing.
04:34What?
04:34Both engines?
04:37Just about the worst thing that can happen in an airliner is to have an engine depart from the aircraft.
04:44The only thing worse than that would be to have two engines depart from your aircraft.
04:49With only the left engines functioning, controlling the plane is extremely difficult.
04:55When you've lost both engines from the right wing and still have a lot of thrust from the engines on the left wing,
05:02it causes the airplane to turn and to roll very powerfully to the right.
05:09Getting the airplane to turn left is a huge ask under these circumstances.
05:15You turn 180?
05:17Yeah.
05:19I'm trying.
05:23It's virtually at the limit of physical capability for the captain.
05:28Captain Berglund manages to turn the plane towards Marseille,
05:32then reduces power in the two left engines.
05:36They had to reduce the power on the left engines to give themselves a chance of staying upright
05:42and going in the direction they wanted to go in.
05:44Unfortunately, this of course meant they then descended more rapidly.
05:50Airspeed isn't the crew's only concern.
05:52I really needed the weather at Marseille to make a plan for an approach to land either direct or a circuit or whatever we could do.
06:01Mayday, mayday, mayday.
06:02Mayday, 671, request weather.
06:05It's raining on the airfield.
06:08Two octa strata cumulus 500 feet.
06:11Thunder clouds and the risk of turbulence will make a difficult landing even harder.
06:19We were pushed to even get there with the height available.
06:22With thunderstorm activity, it was really a no-go.
06:25We had no plan B at that point.
06:30That was a nasty moment.
06:32What we wanted was a runway and we wanted it quickly.
06:38But the crew gets a break.
06:41I looked through just cloud underneath us and I glimpsed some ribbon black tarmac.
06:48It was a runway.
06:51Cabo 671, we have an airfield ahead.
06:53What is our airfield?
06:54It's a military airfield at your 12 o'clock.
06:59For six months.
07:01Military airfield, mayday, traffic 671.
07:04The first officer contacts air traffic control at Istra Airport.
07:10671, this is Istra.
07:12Istra-Letoube Air Base is just northwest of Marseille.
07:18As they start their turn, the crew lowers the plane's flaps.
07:24The wheels were down and locked and the flaps were coming down so Captain Berglund could have more roll control.
07:31But as soon as they extend the flaps, disaster strikes.
07:36There was another big explosion, which tried to roll us right again.
07:45Turn left.
07:50Turn left.
07:51I'm trying.
07:53Turn left to land.
07:54Left turn.
07:54Yeah.
07:55We missed the runway.
08:01Oh, God.
08:07Now they have an even bigger challenge.
08:13671, we have fire on board.
08:15I confirm.
08:16Fire on board.
08:17We need another runway.
08:22The crew decides to circle back and land on the runway's opposite end.
08:28But the captain no longer has the strength to make the turn on his own.
08:33The first officer has an idea.
08:38Adjusting the throttles will help turn the plane to the runway.
08:41I'm bringing back number one, advancing number two.
08:46We actually turn the airplane left so he could fly it going towards the runway, which was a miracle.
08:52It's a race to get the plane on the ground before the wing is incinerated.
08:57The plane is finally on the ground, but now the landing gear brakes fail.
09:25I've just versed engine two.
09:27They used reverse thrust on the inboard left engine, the number two engine, which did help reduce their galloping speed, but pulled the airplane off the runway to the left.
09:48And lucky that was.
09:50All I can say is thank goodness that we were flying in the early morning on this flight.
09:55Thanks to its crew, Flight 671 was able to land with only two working engines.
10:03The question now is what happened to the other two?
10:09The damaged 707 is moved to a hangar to be examined by the BEA, France's Air Investigation Authority.
10:16It's faced with an important question, how did two engines fall off Flight 671?
10:24To actually have two of the four engines fall off the wing, virtually unheard of in the history of aviation.
10:35Investigators also need to know what caused the raging fire.
10:39I've got something.
10:40They find the answer inside the 707's left wing.
10:46These wires from the cable loom short-circuited.
10:49When the engines came away from the wing, they tore with them electrical wiring.
11:00Some of that wiring still had power available.
11:04When the flaps were extended, leaking fuel contacted live wires and ignited.
11:14Investigators are counting on the plane's flight data recorder to provide more information.
11:19The flight data recorder basically showed the engines operating as normal when they left the aircraft.
11:42Here's the flight path.
11:49The BEA sends out a team to search for the engines along the plane's route.
11:55Within 24 hours, they are discovered near one another.
12:01Investigators found the engines about 800 meters apart.
12:06That's very close.
12:09That suggests the engines detached at about the same time.
12:16While they wait for the engines, the team considers what role weather might have played.
12:22They turn to the crew for further insight.
12:25You said you were climbing to avoid turbulence. How bad was it?
12:28It was severe. I wouldn't want to go for that again.
12:32Investigators wonder if that turbulence was severe enough to tear the engines off the 707.
12:38Let's see what the engines can tell us.
12:47Hey, boss.
12:49The investigation gets a new clue.
12:51You see this dent on engine four?
12:54It's shape and diameter match a dent on engine three.
13:00And so does this white paint.
13:03You could tell from the shape of the damage and from transfer of white paint from one engine to the other engine that the number three had struck the number four engine and separated it.
13:18Investigators now need to find out what caused engine three to detach.
13:25Each engine is attached to a pylon.
13:27The pylon is then bolted to the wing using four large fittings.
13:33During flight 671, all four fittings broke on engine number three.
13:37But one fitting stands out.
13:40Now three of the four fittings broke like this one.
13:44You can see from the surface they broke from stress.
13:46This mid-spar fitting is different.
13:52There's some distortion here.
13:57It likely broke from a fatigue fracture.
13:59Over time, the inboard mid-spar fitting on engine three was weakened because of a crack caused by metal fatigue.
14:07When it snapped off in severe turbulence, the other fittings broke too.
14:16Investigators examined the weakened fitting with an electron microscope.
14:21What about those? Those little marks?
14:27Those are corrosion pit marks.
14:30Corrosion pits are tiny holes that appear in metal after water has gained access to that metal and caused corrosion to take place.
14:41And in this case, there were corrosion pits that grew into one crack and eventually fractured the mid-spar fitting.
14:52So how did the maintenance team miss it?
14:58When they review maintenance records, the team learns that the plane passed two maintenance checks in a two-year period prior to the incident.
15:07The maintenance checks should have caught the probable.
15:10Was there an issue with the inspection process?
15:15Investigators interview a maintenance supervisor about how engine fittings are approved for flight.
15:22So how do you inspect the fitting?
15:25You're supposed to carry out a close visual inspection for cracks on the exposed surfaces of the fitting.
15:31And?
15:32Well, cracks can start on the inside of the fitting.
15:35So why is that a problem?
15:36Well, it's a problem because you can't see inside unless you remove the engine and the pylon from the wing.
15:42Boeing did not require disassembly of the mid-spar fitting.
15:49Their risk assessment basically said it's not worth it on this old airframe.
15:54So there could be 707s out there with cracks in this fitting that no one could see?
15:59Yeah.
16:05By 1992, most 707s were considered too old to fly passengers and were converted to freight transport.
16:12We need to make sure this doesn't happen again.
16:19The investigation concludes that a hidden fracture in the mid-spar fitting almost took the lives of the crew on Transair flight 671.
16:28If not for the heroics of that crew, the plane would never have made it to the airport at Eastra.
16:40The crew on this flight were really thinking about their aircraft almost as a living thing.
16:45That we don't want to push it to the point where, you know, this body breaks.
16:50They were doing everything they could to save this very damaged plane by not putting too many physical stresses on it.
16:56It shows an awful lot about the spirits of pilots and survival that they somehow coalesced together.
17:10The BEA recommends that inspections of the mid-spar fittings be modified to enable the detection of hidden cracks.
17:17The FAA decided to mandate replacement of the mid-spar fittings with a new and improved mid-spar fitting, which did not require inspections.
17:36In 1992, the crew of Transair Cargo 671 received the Hugh Gordon Burge Award for outstanding airmanship.
17:45It's not a matter of sitting there going, which button do I push?
17:50It's a matter of being able to try to rest the airplane into doing something that you want it to do.
17:56Whether you call it pure professionalism, whether you call it heroism, they brought their skills to bear on the situation.
18:03They survived, they succeeded.
18:05When another crew flying over Portugal loses complete control of their airplane,
18:11they must ignore their instincts to get the plane on the ground.
18:15Air Astana Flight 1388 prepares for takeoff from Alverco do Ribatejo, an airbase 15 miles northeast of Lisbon, Portugal.
18:28Before takeoff checklist.
18:30Roger.
18:31Roger.
18:32Roger.
18:3340-year-old Vyacheslav Ausev is the captain.
18:36The veteran pilot has been flying with Air Astana for seven years.
18:41Flaps.
18:43The first officer is 32-year-old Baurzhan Karashalakov.
18:50Set for takeoff.
18:51There's also an extra pilot, 26-year-old Sergei Sokolov.
18:57That day I was a relief pilot because the flight was long and I could switch my colleague if somebody tired.
19:05After undergoing a month of maintenance work in Portugal, today's 10-hour flight will return the plane to Air Astana's home base of Almaty, Kazakhstan.
19:18The only passengers are three maintenance staff employed by Air Astana.
19:28The plane is a Brazilian-made Embraer E-190, a narrow-bodied, single-aisle, twin-engine aircraft.
19:35The flight takes off just after 1.30 p.m.
19:53Seconds later.
19:56What the?
19:57Turbulence forces the plane to bank hard to the left and then to the right.
20:07I have no control.
20:09Maybe it's the control column.
20:13Engage autopilot.
20:15Autopilot on.
20:18It was reasonable to expect that the autopilot will look after it for the next phase of flight.
20:23Autopilot failed.
20:29Mayday, mayday, mayday.
20:31Climbing to 4,000 feet on heading 060.
20:35Kilo Zulu Romeo 1388.
20:37Roger, mayday.
20:39We have to get back to the airport.
20:40Agreed.
20:42But heading back to the airport will be an enormous challenge.
20:47The difficulty this crew had was they couldn't steer the airplane in any way.
20:51So to get back to the airport with the best will in the world wasn't going to happen.
20:58Suddenly...
21:00The plane goes into a dive.
21:03Pull up! Pulling up!
21:05The altimeter unwinds so quickly it's unreadable.
21:13Keep it up.
21:15We've got this.
21:17Circuit, we need power.
21:18The extreme g-force could break the plane apart.
21:318,000 feet and climbing.
21:38Well done.
21:39The pilots can only guess what's wrong.
21:56One of the technicians takes water to the exhausted pilots.
22:00What do you know about the maintenance that was done on this aircraft?
22:08They did a lot of work.
22:10Replaced some parts too.
22:12Anything flight control related?
22:14We ordered new aileron cables.
22:18When we learned that aileron cables were changed,
22:21we realized the possible cause of the problem.
22:26Ailerons are flight control surfaces on the ends of each wing.
22:31They pivot up and down to help control an aircraft's role.
22:35Captain Aoushev sends the technician for a visual check.
22:45Inputing ailerons right.
22:47As the captain turns the control column to the right,
22:50the right wing aileron should lift.
22:52Aileron going down.
22:55The ailerons are reversed.
22:57With opposite inputs,
22:59we might be able to control the aircraft.
23:01Now we know what's happening.
23:03Let's start to work with this.
23:05OK, let's fly this aircraft opposite.
23:07If you want to turn left, turn to the right.
23:08You have to learn a completely different process
23:24against the ingrained teaching you've already had.
23:27And that's very difficult.
23:29This is going to take some getting used to.
23:31After struggling for nearly an hour,
23:34a Portuguese Air Force escort arrives.
23:36Pass the line 1388.
23:42You have two F-16s reaching your position.
23:45They were having trouble navigating.
23:47And so we hope that with the guidance of the F-16s,
23:50they could reach an area with better weather conditions.
23:59A fighter pilot directs the crew to Beja,
24:02a military airport 70 miles to the south.
24:04The reversed controls make flying difficult, but not impossible.
24:11We understood that landing will not be easy.
24:25Less than a thousand feet from the runway,
24:27the pilots struggle to keep the plane level.
24:33The aircraft begins to veer away from the runway.
24:37Go around!
24:38Going around!
24:39With the captain and the first officer exhausted,
24:55the relief pilot takes the controls for another attempt.
24:58One thousand.
24:59Drifting too far to the left.
25:00Trying to get back to center.
25:01The captain quickly improvises an alternate plan.
25:02We can make it to the other runway there.
25:03One eye left.
25:04I see.
25:05I'll try.
25:06Can we land on the left runway?
25:07Confirmed.
25:08Clear to land on left runway.
25:09Roger.
25:11Roger.
25:12Here we go.
25:14Here we go.
25:21I see.
25:22I see.
25:23I see.
25:24I see.
25:25I see.
25:26I see.
25:27I see.
25:28I catch them.
25:29I see.
25:30I know they have several leaves for it.
25:32But those players can finally go MARetch'd out.
25:33This is neutral.
25:35I know they have enough turns in any tornar you've seen them but not have invited to a
25:51After a gruelling two hours in the air,
26:01flight 1388 lands safely in Beja.
26:08We did it.
26:14Now it's up to investigators to determine what went wrong.
26:18Within two hours of Air Astana flight 1388's emergency landing,
26:26investigators from the Portuguese Safety Investigation Authority
26:29arrive at Beja Air Base and interview the crew.
26:33Were there any alerts or indications of what went wrong?
26:37No, but one of the maintenance team on board
26:39remembers ordering new aileron cables for the aircraft.
26:43So we did a visual inspection and it seems that ailerons were moving in reverse.
26:49The investigators need to verify the report.
26:52Okay, show us the left AR on.
27:03The inputs are indeed reversed.
27:06Up is down.
27:09The plane would have been next to impossible to control.
27:11The next big question the investigation was facing was how did this happen?
27:22They meet with a maintenance supervisor who oversaw the plane's overhaul in Lisbon.
27:27Why did the plane require an aileron being in service?
27:34The aileron cables were old.
27:36Four cables move the ailerons up and down.
27:40Each cable moves through a pulley system.
27:43Friction on the pulleys can cause the cables to wear prematurely.
27:47Operators had a complaint to Embraer about the premature wear on the stainless steel cables.
27:54So Embraer came up with a design fix to this issue
27:57and the aircraft was being refitted with a new contactless system.
28:03Instead of pulleys to guide the cables through the wing,
28:07the new installation uses square metal frames that minimize wear caused by friction.
28:12And what did the structures team do next?
28:15They reinstalled the old cables.
28:17Is it possible that they inverted the old cables when they reinstalled them?
28:23It's possible.
28:25When you're changing cables on an aileron system
28:28or you're changing cables on a pitch control system,
28:31that's not something that mechanics on a maintenance line will be familiar with.
28:35And so it's really important that the instructions be absolutely accurate.
28:40Investigators refer to maintenance records
28:44to see if anyone ensured the cables were installed correctly.
28:48On October 26th, they finished the additional maintenance and powered up the plane.
28:52They got a fault warning in the cockpit.
28:56They go back to the maintenance supervisor.
29:01How do they resolve the error message?
29:03They replaced the flight control computers.
29:09When they powered up the plane, the error message was gone.
29:14When those four flight control modules were replaced,
29:18the message disappeared and the plane was cleared to fly.
29:22Did you test the ailerons after that?
29:25Sure did. We checked all the flight controls.
29:28And what about a visual check?
29:29Absolutely.
29:32They were moving up and down, no problem.
29:34Did they check to see that they were moving in the right direction?
29:39I'm sorry, I'm not sure if they did or not.
29:44No one really noticed that the ailerons were moving in the opposite direction
29:50to what is being commanded.
29:55Investigators finally understand.
29:57Mistakes on the ground resulted in danger in the air.
30:10What's happening?
30:11I've never felt anything like this before.
30:16An absolutely unsolvable, unfathomable and unexpected situation.
30:21Maintenance guy zeroed in the fact that when he went to the left,
30:26it was going to the right.
30:27That was the key.
30:28They got him back.
30:31The really impressive thing is just how quickly
30:34they settled down to work it through logically.
30:39They did really well.
30:40As a result of this accident and investigation,
30:45several safety changes are made.
30:49New procedures were made for checking the flight controls,
30:53including making sure the correct movement of the ailerons.
30:57It was an example of the kind of training and professionalism
31:02that crews can transition from a normal flight
31:05to a flight with a very serious emergency.
31:12Another crew must also make heroic decisions
31:15when an explosion threatens the lives of all 293 people on board.
31:20A Philippine's airline Boeing 747 is cruising at 33,000 feet
31:42en route to Tokyo, Japan.
31:44Flight 434 is carrying 273 passengers.
31:52On the flight deck, Captain Ed Reyes is assisted
31:56by First Officer Jamie Herrera
31:58and Systems Engineer Dexter Comendador.
32:01Reyes and Comendador are both former Air Force pilots.
32:06The flight began in Manila
32:08and made a stop at the Philippines resort of Cebu.
32:11The jet is now nearing the Japanese archipelago.
32:16But three hours into the flight,
32:19a frightening sound is heard in the cabin.
32:31I thought, you know, I think I'm going to die now.
32:35Then after that, I had to do what I had to do.
32:38The plane banks hard to the right.
32:40Oh, I've lost control.
32:41I have control.
32:42Dex, check the pressurization loss.
32:44Be prepared.
32:45Checking QRH for rapid loss pressurization.
32:48The autopilot is still functioning.
32:50It corrects the roll.
32:57Get this hot dog in here.
33:04Please sit down and fasten your seatbelts.
33:06Oh, Captain.
33:15Okay.
33:18Keep the passengers calm.
33:19Make sure they stay in their seats.
33:21There's been an explosion in row 26.
33:23One dead and several injured
33:24and the cabin's full of smoke.
33:25Then I said, okay,
33:26I'm going to try to turn the airplane
33:28using the autopilot,
33:29but there was no reaction
33:30whether I tried it
33:32to make it go down or up
33:34or left and right turns.
33:36No reaction.
33:37I said, now we have a problem.
33:40Naha, PAL 434,
33:42heavy declaring emergency.
33:43Explosion on board.
33:44We have casualties.
33:46Requesting emergency landing at Naha.
33:48We will need full emergency services
33:49on landing.
33:51Naha, on the Japanese island of Okinawa,
33:53is 40 miles to the west
33:55and has the closest airport
33:57suitable for an emergency landing.
34:01You can't turn using the controls.
34:03The blast has knocked out
34:05some of the aircraft's flight controls.
34:07Captain Reyes cannot tell which ones.
34:10So, while we were descending on low speed,
34:13I tried to test the flight controls
34:15and there are some little reactions.
34:19We got to turn.
34:21We'll have to use differential power.
34:22Disengage auto-throttle.
34:24Pullback three and four.
34:27By increasing thrust
34:28to the engines
34:29on the left-hand side of the plane
34:31and reducing it
34:32to the engines on the right,
34:34Captain Reyes forces the aircraft
34:36to circle right.
34:39Like the pilots of Transair 707,
34:42Captain Reyes steers his aircraft
34:43with the tools he has available.
34:47An asymmetric thrust
34:49is literally you work
34:51one engine on one side of the plane
34:54against another engine
34:56on the other side of the plane.
34:57Asymmetric thrust
34:59has been able to save
35:01a few planes
35:02from disasters in history.
35:04Speed 225.
35:06Okay, she's turning.
35:09Within minutes,
35:10the airport is in sight.
35:13Reyes lines up
35:14for final approach.
35:16Three green, sir.
35:17I'm disconnecting the autopilot
35:21and landing manually, okay?
35:23Flaps 30.
35:24Reset.
35:25Help me with the elevator.
35:25When I say push,
35:26I want you to push.
35:27Okay, 200, slightly left.
35:29Correcting.
35:30Push.
35:31100.
35:3350.
35:3630.
35:38Power off.
35:39Cool.
35:40Your last command was pull.
35:47Yeah.
35:48My last command was pull.
35:52PAL flight 434
35:54slows to a stop.
35:57Oh, it's a dance.
36:01Despite the loss
36:02of many of their flight controls,
36:04the pilots have landed
36:06their planes safely.
36:07It's a remarkable feat.
36:08The bomb killed the passenger
36:14in seat 26K
36:15and injures another 10,
36:18but the rest of the plane's
36:19passengers and crew are safe.
36:24Investigators from the
36:25Okinawa Police Department
36:26arrive.
36:28They need to understand
36:29what happened
36:30on board the flight.
36:34They quickly determine
36:35that the explosion
36:36severed the steel cables
36:38directly above seat 26K.
36:41Cables that control
36:43the rudder
36:43and elevator
36:44and the co-pilot's
36:46control of the right aileron.
36:50The downward force
36:51also blew a hole
36:53in the floor
36:53which could have ignited
36:55the vapors
36:55in the fuel tank
36:56of most 747s.
36:58But on this flight,
37:00seat 26K
37:02was not located
37:03above the tank.
37:04Fortunately for us,
37:06we took
37:06a different version
37:08of the 747
37:09that day
37:10and that specific
37:12seat for that version
37:13was two seats forward
37:15of the center tank.
37:16The Okinawa forensic investigators
37:21immediately start
37:22collecting evidence
37:23from the explosion.
37:26They begin
37:27with the largest
37:28fragments of debris
37:29and then systematically
37:31work their way down
37:33until the smallest particles
37:35are retrieved
37:36by vacuum.
37:36They separate
37:45bits of metal,
37:46plastic
37:46and electrical wire
37:48that do not belong
37:48to the plane.
37:51One piece
37:53is a modified
37:53digital wristwatch.
37:56Another
37:56is a 9-volt battery.
38:00Investigators
38:00quickly determined
38:01that a bomb
38:02exploded beneath
38:03seat 26K.
38:05The question is,
38:08who planted it?
38:14Investigators
38:14examine fragments
38:15of the bomb
38:16that exploded
38:17on Flight 434.
38:19They learn
38:19that the 9-volt battery
38:21they found
38:21is only sold
38:22in the Philippines.
38:27That suggests
38:28that the bomber
38:29may be based there.
38:32Weeks pass
38:33without any
38:34progress
38:35in the case.
38:38Then,
38:38a month
38:39after the explosion,
38:40a call to police
38:42leads to a bomb
38:43factory
38:43in a Manila apartment
38:44and the capture
38:47of a suspect.
38:54News of the raid
38:55reaches FBI
38:56Special Agent
38:57Frank Pellegrino
38:58in New York City.
39:00For two years,
39:01he has been hunting
39:02a terrorist
39:03named Ramzi Youssef.
39:06At the time,
39:06he was the biggest
39:08fugitive around.
39:11Ramzi Youssef
39:12is being sought
39:12internationally
39:13for his role
39:14in the 1993
39:15bomb explosion
39:16in the garage
39:17of New York's
39:18World Trade Center.
39:19police are able
39:27to tie the bomb
39:28factory
39:28in the Manila
39:29apartment
39:29to the bombing
39:30of PAL-434.
39:34There was a similarity
39:35between the watches
39:36that were found
39:37in the apartment
39:38and the type of watch
39:39that was used
39:40in Okinawa.
39:42The way that
39:43the timing device
39:44was hidden
39:45inside the Casio
39:46to watch
39:47and very worrisome.
39:51But can they tie
39:52the bomb factory
39:53to Youssef?
39:59Police check
40:00for fingerprints
40:01and find a match
40:03for Ramzi Youssef.
40:07Now investigators
40:08need to know
40:09how exactly
40:10did Ramzi Youssef
40:12get the bomb
40:12onto the plane?
40:16The suspect
40:24arrested
40:24at the bomb factory
40:25is identified
40:26as Abdul Hakim Murad.
40:28He admits
40:29to helping Youssef
40:30build bombs.
40:32And 67 days
40:33after his arrest,
40:35he finally divulges
40:36how Youssef
40:37got the bomb
40:38on Flight 434.
40:41Murad tells investigators
40:42that Youssef
40:43uses nitroglycerin
40:45concealed in a bottle
40:46of contact lens solution.
40:50With the rest
40:51of the bomb's
40:52components hidden
40:53in the heel
40:53of his shoes,
40:55Youssef boards
40:56the flight in Manila.
40:59Most airport
41:00security systems
41:01at the time
41:01only detected
41:02metal above the ankles.
41:04The digital wristwatch
41:15is a timer
41:16that's wired
41:17to a detonator
41:18inside the bottle
41:19of nitroglycerin.
41:23Two 9-volt batteries
41:25and a light bulb filament
41:26provide the spark
41:28that ignites it.
41:29Youssef sets the timer
41:37to detonate
41:38when the plane
41:38is scheduled
41:39to reach cruising altitude
41:40on the next leg
41:42of the flight.
41:45Then he plants
41:46the bomb
41:47under his seat
41:48and gets off
41:54in Cebu.
41:54four hours later
42:04the bomb
42:05goes off.
42:10On a laptop
42:12seized from
42:12the bomb factory
42:13FBI investigators
42:15discover a plan
42:16for a team
42:17of terrorists
42:18to plant similar bombs
42:19on 12 different planes.
42:21all bombs
42:23would go off
42:23within about
42:25a six hour time period
42:26any more than one
42:27would have been
42:27an airline disaster.
42:32The FBI
42:33offers a
42:34two million dollar
42:35reward for Youssef.
42:37The strategy works.
42:40A new recruit
42:40cashes in.
42:43Youssef is arrested
42:45in Pakistan
42:45and tried
42:46and convicted
42:47in the United States
42:48for the Philippine
42:49Airlines bombing
42:50and for the 1993
42:52bombing of the
42:53World Trade Center.
42:57He is sentenced
42:58to 240 years
43:00in one of America's
43:01most secure
43:02federal prisons.
43:08Oh, I'm out of control.
43:09I have control.
43:10Dex, check the
43:11presentization loss.
43:12Be prepared.
43:13In these three accidents
43:14the one thing
43:15that I see
43:16very, very clearly
43:17is that teamwork
43:18we can make it
43:20to the other runway
43:21there.
43:21One nine left.
43:23I see it.
43:24I'll try.
43:25Captain did a perfect landing,
43:27kept it just left
43:28of the center line
43:29and we were safely
43:30on the ground
43:31at a great speed
43:32but we were on the ground.
43:33They were coordinating
43:34with one another
43:34to keep the airplane
43:36in a stable enough situation
43:38so that they could affect
43:40a safe flight and landing.
43:41They were able to think up
43:48things to save their aircraft,
43:50to save their passengers.
43:52They fought to the finish
43:54and they did it
43:55in very intelligent ways.
43:56to use them.
43:59My God,
44:00thank you for that time
44:01and love it.
44:01This is a beacon
44:01and,
44:02thank you for the DANIEL
44:02to keep moving.
44:03Good day.
44:04You'reción Ostap
44:06can still Vert
44:06and you're coming
44:07and you're not
44:07making a huge
44:08and that's everything
44:09and it has to be
44:09so everything
44:10as your firefighters
44:11seems to be
44:25that they were
Recomendada
42:13
1:53:29
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