- 30/5/2025
This special looked at the threat bad weather poses to landings.
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TVTranscripción
00:00On final approach in stormy weather...
00:03I can't see anything.
00:04I'm on it.
00:05...a DC-10 hits the runway too hard.
00:08We heard an enormous bayonet.
00:12Two pilots descend so far below minimum altitude...
00:16Left motor's failed.
00:17...they shear off treetops.
00:20What the?
00:22A flight crew fighting crosswinds ends up halfway down the landing strip.
00:27What's he doing?
00:29You're going to have to make a very rapid judgement...
00:31...of whether or not you can stop in the available runway.
00:34Three touchdowns in adverse weather.
00:37Three split-second calls that went terribly wrong.
00:41Look at this.
00:42Investigators wonder, was it pilot error?
00:44With so little power, they would have dropped like a rock.
00:47Or were the situations outside their control?
00:51Mayday, mayday.
00:56Oh, fuck.
00:58...
01:00...
01:05...
01:14Martin Air Flight 495 is nearing Portugal's southern coast.
01:19Approach, Martinaire 495. Good morning.
01:24The captain is 56-year-old Willem van Staveren.
01:29He's been with Martinaire for 24 years.
01:33Descending to level 70.
01:35The first officer is 31-year-old Ronald Klemenkouf.
01:40He's been flying with the Dutch company for three years.
01:43The youngest on the flight deck is 29-year-old flight engineer Gary Glanz.
01:50On a night like this, with a lot of weather over Europe,
01:54you don't get a lot of light from the cities below.
01:58You just have the stars and the cloud deck.
02:05The crew is flying a DC-10, a three-engine, wide-body jet.
02:10There are 13 crew members and 327 passengers on board.
02:16Flight 495 is near the end of a two-and-a-half-hour trip
02:20from Amsterdam to Portugal's Faro Airport.
02:24Oh.
02:26Raining cats and dogs over there.
02:30As they descend towards Faro,
02:33the pilots expect to encounter some bad weather.
02:40The captain chose to be the pilot monitoring
02:42so he could oversee the whole approach
02:44and let the first officer focus on just flying the aircraft.
02:53The plane descends through the storm clouds.
02:59Martinaire 495, cleared to land runway 11.
03:02The wind, 150, 15 knots, maximum 2-0.
03:13Clear to land.
03:15Less than a minute from touchdown,
03:18the weather deteriorates even more.
03:25We shield anti-ice.
03:26I can't see anything.
03:27I'm on it.
03:29Wipers are on fast.
03:32All of a sudden, we heard an enormous bang.
03:54I was pretty sure we were going to be crushed.
03:56Flight 495 slides more than 350 feet off the runway.
04:07Firefighters and rescue crews rush to the crash site.
04:14It's one of Portugal's worst air disasters.
04:1756 people are dead.
04:21284 people make it out alive.
04:23It's amazing so many survived.
04:32Investigators from Portugal's General Directorate of Civil Aviation
04:37and from the U.S.'s National Transportation Safety Board
04:41arrive to inspect the wreckage of Martinaire Flight 495
04:45and find out why a DC-10 had such a catastrophic landing
04:52at a modern, well-equipped airport.
04:55The team recovers the black boxes containing the flight data recorder
04:59and cockpit voice recorder.
05:01Let's hope we get the data back quickly.
05:04We needed to try to understand what happened in the final moments of the flight
05:07in terms of speeds, in terms of decisions,
05:10and also what happened just before a touchdown.
05:22Wow. Look at this.
05:23A quarter of a mile from the runway's threshold,
05:26investigators discover where the plane's landing gear
05:28first came into contact with the tarmac.
05:30There was a two-inch-deep cut down the left side of the runway.
05:37So it hit here and then veered off to the right.
05:42The scratches we saw on the runway revealed to us
05:44that the plane had landed very hard,
05:47so that's why the marks were deep.
05:51This is very strange.
05:52They discover that part of the right landing gear is broken.
05:57The forces necessary to shear the landing gear like that is massive.
06:04Why did the plane land so hard?
06:12Investigators review the captain's statement.
06:15The approach was normal.
06:17At 200 feet, we were on the center line,
06:21so they should have been okay.
06:22But a few seconds later,
06:25the captain sees lightning.
06:27I suddenly felt a high sink rate.
06:29It all happened so fast,
06:31the aircraft actually fell out of the sky.
06:36Sink rate.
06:39It felt like you were just being slammed into the ground.
06:43The first officer stated,
06:46the weather was bad and it was raining heavily.
06:48It was gusty and very turbulent.
06:52But when investigators interview the air traffic controller,
06:59he downplays the crew's report.
07:03There was rain,
07:05but other planes were taking off and landing without difficulty.
07:09Martin Air 495,
07:11clear to land, runway 11.
07:14The wind,
07:15one five zero,
07:16one five knots,
07:17maximum two zero.
07:20What about wind shear?
07:23Did the runway sensors pick up anything?
07:25yes there were winter warnings but they happened after the aircraft had already crashed
07:38wind shear is an extreme shift in the speed and direction of the wind runway sensors would have
07:52detected any such shift but reported none there was a conflicting information between what the
07:59crews had and what the air traffic controller reports the best thing to substantiate what went
08:06on was to take a really deep look at what the pilots were saying to each other in the cockpit
08:12a week after the crash of flight 495 the cockpit voice recording is ready to be reviewed you call
08:24approaching minimums and field in sight you look outside wet runway on final approach the crew is
08:32informed the runway is flooded you have to make a positive landing in a positive landing the pilot
08:40touches down with enough force to break through a layer of water and prevent hydroplaning water on
08:49the runway made it less likely that breaking would be affected and wind meant that the airplane depending
08:56on the wind change could be pushed further down the runway leaving it less room to stop investigators
09:03wonder why this positive landing was so forceful that it fractured the right side gear speed is low
09:09low throttle though throttles
09:13why does the captain yell throttles
09:24let's look at the airspeed data
09:29so looks like they're flying steady at 145 knots until here and airspeed jumps and then drops all the way to 139 knots
09:44speed is a bit low speed is low
09:58these fluctuations seem too extreme to be caused by the 20 knot winds reported by the controller
10:09what about auto throttle data yeah the fluctuations in auto throttles correspond to the airspeed fluctuation
10:22Wow look at that 102 percent power investigators learn there was a surge in engine power three quarters of a mile from the runway threshold
10:36it would be similar to the amount of power that you would use for takeoff too much power to try to land with
10:43and then here power drops to 40 percent the power suddenly fell to engine idle
10:50the power suddenly fell to engine idle
10:52the only way the throttles would move that quick would be if the pilot was manually adjusting them down
10:59the first officer who's a flying pilot made the decision to override the auto throttle system and to pull the power all the way back to flight idle
11:06The first officer, who was a flying pilot,
11:08made the decision to override the autothrottle system
11:12and to pull the power all the way back to flight idle.
11:16With so little power, they would have dropped like a rock.
11:20Without sufficient power, the plane
11:23hit the runway with enough force to crack the landing gear.
11:26A Martin Air DC-10 has crash-landed at an airport in Portugal.
11:38Look at this.
11:39The touchdown was so hard, it broke the plane's undercarriage.
11:44Investigators are convinced adverse weather
11:46was a factor in the plane's speed.
11:49But how bad was it?
11:53Why would the crew reduce power by so much,
11:56so far from the runway threshold?
12:05They hit no less than three separate microbursts
12:08in the last minute of flight.
12:10A microburst is a column of air that descends from rain clouds,
12:15hits the ground and spreads horizontally.
12:18It can lead to significant fluctuations in a plane's airspeed.
12:22This last one was the worst.
12:29The wind speed jumped from the reported 20 knots to 40 knots.
12:35Investigators compare the timing of the microbursts
12:38with the autothrottle data.
12:43They line up.
12:45As Flight 495 passed through each microburst,
12:52the autothrottles made adjustments for the shifting winds.
12:56The first officer likely would have been overwhelmed by the unexpected change in the weather.
13:11And knowing that he needed to make a positive landing at the runway threshold,
13:15he sees the power spike to 102% and takes corrective action.
13:21In order to get the plane on the ground,
13:23the first officer overrode the autothrottle and reduced the power to idle.
13:28He cut the power at the exact same time that last downburst hit them.
13:36The captain tried to stop the plane's uncontrolled descent.
13:40Throttles!
13:49But it was too late.
13:57The investigators suspect the winds were much faster than the 20 knots the pilots were advised.
14:02Their suspicions are presented to the air traffic controller who oversaw Martin Air Flight 495.
14:10Can you show me the actual data for runway 11?
14:15According to the raw data, the winds were actually gusting at 35 knots.
14:21How could you have underreported the wind conditions?
14:25We receive wind data every 30 seconds from this device.
14:33It must have been switched to runway 29.
14:41Instead of runway 11.
14:45The information the controller was giving the crew was actually coming from the wrong end of the runway.
14:51The controller's information was not representative of what was actually occurring on the runway.
14:58If the pilots were aware, they would have gone around.
15:04Investigators now know what brought down Flight 495.
15:10I can't see anything!
15:11I'm on it!
15:12Just as the pilots are about to land, a series of microbursts cause the engine's auto throttles to sharply increase speed.
15:27The first officer reduces power to idle, just as the last microburst occurs.
15:32Flight 495 slams to the ground.
15:51In their report into the crash of Martin Air Flight 495, investigators make a series of recommendations.
15:58This says additional pilot training, this says wind shear detection systems on airplanes.
16:07Shortly after the crash, Faro Airport upgraded its wind sensors and displays to comply with international regulations.
16:15The critical information that controllers provide to pilots needs to be accurate.
16:23So these are some of the lessons that the industry learned and implemented following this accident.
16:30A different runway incident reveals the importance of landing procedures in adverse weather and the dangers of ignoring them.
16:38On a stormy November night, American Airlines Flight 1572 cruises 35,000 feet above Pennsylvania.
16:55Captain Kenneth Lee, a former military pilot, has been flying with American Airlines for 10 years.
17:01There's no other ride up here than at 33,000.
17:07That's for sure.
17:09First officer John Richards also flew in the military, followed by seven years of commercial aviation experience.
17:21They're flying the MD-83, a twin-engine narrow-body jet.
17:25Better get the cabin ready for our descent.
17:32It's a two-hour flight from Chicago's O'Hare Airport to Bradley International Airport at Windsor Locks, Connecticut.
17:39There are five crew members and 73 passengers on board.
17:49I'm going to get the ATIS real quick.
17:53Bradley Airport information, Victor 03.
17:56ATIS, or ATIS, stands for Automatic Terminal Information Service.
18:00It provides pilots with important data about airport weather and approaches.
18:06Notice to airmen, runway 24 and 15.
18:10Both runways are wet. Severe turbulence.
18:13All right. Sounds like it's going to be a bumpy ride.
18:21American 1572, descend and maintain 4,000.
18:25Descending 4,000.
18:271572.
18:31American 1572, be advised.
18:33The tower is closed at this time due to a problem with one of the windows.
18:37The storm isn't just a threat to aircraft.
18:42A major leak in the control tower has forced tower controllers to leave their posts.
18:47Copy.
18:48Like most large airports, air traffic control at Bradley International has two areas for managing incoming and outgoing flights.
18:58Approach control, typically located on one of the lower floors.
19:02And tower control, for landings and takeoffs.
19:05Flight 1572 is on final approach.
19:16So gear down.
19:20Gear down.
19:21I'm going up to the tower.
19:34The supervisor in approach control decides to provide flight 1572 with some guidance.
19:38American 1572.
19:40There is someone in the tower.
19:42It's not officially open, but you can change the tower frequency.
19:44Hey, tower.
19:45American 1572.
19:46We are six miles from runway 15.
19:47Landing is at your discretion.
19:48The runway does appear to be clear.
19:49Copy.
19:51Flaps and slats to 4040.
19:52You are clear to land.
19:53Flaps and slats to 4040.
19:54You are clear to land.
19:56There's a thousand feet.
19:57We are six miles from runway 1-5.
20:02Landing is at your discretion.
20:04The runway does appear to be clear.
20:06Copy.
20:14Flaps and slats to 40-40.
20:16You are clear to land.
20:23There's 1,000 feet.
20:25OK.
20:27Flight 1572 is still two-and-a-half miles from the runway.
20:35What the...
20:49Go. Go around. Go around.
20:51The pilots lift the nose in an attempt to recover.
20:59Flaps 15.
21:00Positive rate.
21:01Gear up.
21:02Gear up.
21:04Left motor's failed.
21:15The pilots lose an engine as they try to climb out of trouble.
21:19There's the runway straight ahead.
21:27OK.
21:29Tell them we're going down.
21:30Tell them emergency.
21:31OK, tower.
21:32A call for emergency equipment.
21:34We are going down on the runway.
21:35Looks like we've got an emergency on 1572.
21:41Send the trucks.
21:42Emergency vehicles have been dispatched.
21:45The right engine also fails.
21:47The MD-83 is now a 60-ton glider.
21:55The plane drifts off course.
22:01Captain Lee tries to line it back up with the runway.
22:04You've got it, dude.
22:06You're going to make it.
22:11Hold on, guy.
22:16Hold it down, buddy.
22:17Hold it down.
22:20Hold it down.
22:21Hold it down.
22:22Hold it down.
22:23Hold it down.
22:24Hold it down.
22:32God bless you.
22:34You made it.
22:43Flight 1572 has landed safely.
22:46Incredibly, there's only one minor injury.
23:04But what nearly brought down Flight 1572 is a mystery.
23:10What have we got so far?
23:13It will be up to investigators from the NTSB
23:16to solve it.
23:18Bob Benzen heads up the team.
23:23The aircraft was very, very damaged.
23:25It reminded me of something like a B-17
23:29that had gone through a raid in World War II.
23:34The aircraft was unflyable.
23:37They definitely hit some trees.
23:38Oh, they sure did.
23:40And the engines definitely had power
23:42when they shredded those branches.
23:44Mangled branches in the plane's engines
23:46indicate they were working normally.
23:50If the engines had power,
23:52why'd they hit the trees?
23:59The main question became why the aircraft
24:02was low enough to hit trees
24:04and still make it to the runway.
24:06Investigators wonder how an American Airlines MD-83
24:15ended up flying low enough to strike trees
24:18on approach to Bradley International Airport.
24:20The trees they hit are on top of a ridge
24:24about two and a half miles northwest of the runway.
24:28The chart has the top of the ridge at 819 feet.
24:32Do we have an altitude for the tree strike?
24:36I need an altitude for the first impact mark.
24:38771 feet.
24:51They shouldn't have been anywhere near those trees.
24:54The team discovers that when Flight 1572 hit trees,
24:58it was 48 feet below the altitude of the ridge line.
25:03They weren't just below the ridge.
25:04They dropped 309 feet below the minimum descent altitude.
25:11The minimum descent altitude, or MDA,
25:14is the lowest altitude a crew should descend to
25:17until they can see the runway.
25:20A protocol designed to keep planes above terrain
25:23and any obstructions.
25:27Why would they drop so low?
25:29The cockpit voice recording may provide a clue.
25:38Landing is at your discretion.
25:41The wrong way does appear to be clear.
25:43The team hears the air traffic control supervisor
25:46giving the crew guidance to land.
25:49Laps and slats to 40-40.
25:51You are clear to land.
25:53OK.
25:55Give me 1,000 down.
25:561,000 down.
25:59Stop that.
26:041,000 feet a minute?
26:05No way.
26:06As they neared the ground,
26:09the crew decided to make their final descent
26:11at 1,000 feet per minute,
26:14nearly double what is normal.
26:20Investigators track the plane's descent
26:22by comparing the cockpit conversations
26:24with radar beacon data.
26:26At 1,000 feet per minute,
26:30they're below their MDA in less than a minute.
26:33Sure, that's fast,
26:34but the first officer should be calling out the altitudes.
26:39The first officer should call 1,000 above the MDA
26:42to the captain,
26:43and then 100 foot to the MDA,
26:45and then the MDA altitude.
26:47OK.
26:49Let's listen to the first officer's call-outs.
26:57There's 1,000 feet.
26:59Good.
27:00He made a 1,000 foot call-out.
27:02But they don't hear any more altitude calls after that.
27:06What they do here is even more unusual.
27:13The 1,080 is your rank.
27:18You're going below your...
27:22Hang on.
27:27Hang on.
27:30Was that the minimum descent altitude call-out?
27:32I think it was supposed to be.
27:35The CVR reveals that the first officer
27:38mishandled the remaining call-outs.
27:41The first officer started to call out for the MDA,
27:45but never finished his sentence.
27:48So he makes half a call at their minimum.
27:51And then doesn't say anything else
27:53until they're below it.
27:54And by then, they've hit the trees.
27:56Investigators interview the first officer.
27:59Walk me through your actions.
28:01I was monitoring the instruments.
28:03As we got closer to the minimum descent altitude,
28:08I looked outside for the airport.
28:12And when I looked back, we were below minimums.
28:18You're going below your...
28:19Oh, that's good.
28:23During that time, he was looking out.
28:25He was not monitoring the flight gauges
28:28as closely as he should have been.
28:30Why didn't you call for a go-around?
28:32Well, there was no time.
28:33We immediately hit the trees.
28:38What the...
28:44Something doesn't add up.
28:46The first officer couldn't have been at his minimum
28:48seconds before hitting the trees.
28:50Maybe there was an issue with the altimeter settings.
28:57Pilots must calibrate and recalibrate the altimeters
29:01based on atmospheric pressure,
29:03which can change dramatically due to fluctuating weather.
29:06One thing that the crew considers and expects from the tower,
29:13our air traffic, is the update of the weather as quick as possible,
29:17so they can also amend what they need to do.
29:21Bradley approach, American 1572.
29:23We are at 11,000 feet.
29:25American 1572 Bradley approach, Roger.
29:27American 1572 Bradley approach, Roger.
29:30Expect VOR runway 15 approach.
29:32But the update is never provided.
29:34Investigators need the approach controller to explain why.
29:36What was the airport's altimeter setting at the time of the accident?
29:40What was the airport's altimeter setting at the time of the accident?
29:44Let me see.
29:4829.15.
29:53But that's not the altimeter setting the pilots were given.
30:00Why didn't the crew receive an updated setting?
30:02I didn't think to give it to them.
30:24The pilots did not have the current altimeter setting when they flew the approach.
30:28Investigators calculate that the outdated altimeter setting provided by the tower
30:35would have resulted in the pilots flying lower than they realized.
30:41They thought they were 76 feet higher than they actually were.
30:46We know they struck the trees at an altitude of 771 feet.
30:50Add 76 feet to that.
30:52They wouldn't have hit anything.
30:53No impact.
30:54This was out of the control of the pilots to a certain extent.
30:59But going below the MDA
31:02should have been caught by both the first officer and the captain.
31:05This is what created the accident.
31:14In the end, it came down to the crew's decision.
31:17Investigators now understand what happened to flight 1572.
31:21The outdated altimeter setting and the rough weather meant that the crew had almost no room for error on the approach.
31:29And when they were descending too fast and past their minimum descent altitude,
31:33there was no way they could recover before hitting the trees.
31:36Only one question remains.
31:38Investigators turned to flight 1572's flight data recorder for the answer.
31:51So, they hit the trees and they immediately pull the flaps back to 15 and go to max thrust.
32:00The data showed that the crew quickly configured the plane for a go-around.
32:09Flaps 15, positive rate, gear up.
32:14Gear up.
32:17Then, just as they begin their go-around, they lose their left engine.
32:21Followed by their right engine.
32:39There's a runway straight ahead.
32:42Tell them we're going down.
32:43Tell them emergency.
32:44They glide down to the runway.
33:00Despite the captain's impressive recovery,
33:02The NTSB's final report concludes that the probable cause of this accident
33:10was the crew flying below the minimum descent altitude before they could see the runway.
33:16The pilots did not monitor the altitudes they were flying through correctly.
33:22They should have leveled off at a point and they simply did not do so.
33:26The NTSB also recommends that in conditions where pressure is falling rapidly,
33:32controllers should increase the frequency of altimeter setting updates.
33:38When an Air France Airbus runs out of runway during a stormy landing in Toronto,
33:43investigators learn there's more than weather to blame.
33:46There are all sorts of things that we have to look at and say,
33:49this isn't a matter of my battling the element and being the good guy who, you know, got the flight through.
33:54How do I get this on the ground with the greatest degree of safety?
34:01Air France Flight 358 is holding above Toronto's Pearson International Airport,
34:07awaiting a break in a storm.
34:11The Airbus A340 is arriving from Paris with 297 passengers.
34:18The captain is 57-year-old Alain Rosé.
34:21He has more than 20 years flying experience.
34:24The first officer is 43-year-old Frederic Nault.
34:275,000 feet, set.
34:30Rain is pelting Pearson's runways, but the crew is still cleared to land.
34:35Ladies and gentlemen, this is your captain speaking.
34:38We are beginning our descent into Toronto.
34:40We should be on the ground at about 4 p.m. local time.
34:43The weather outside was definitely within a thunderstorm.
34:49But really and truly, to me, it was just a typical stormy landing.
34:54Nothing out of the ordinary.
34:56Flaps to.
34:58Flaps to.
34:59Flaps to.
35:06Flaps to full.
35:07Flaps to full.
35:08Flaps to full.
35:12The pilots configure the plane for landing.
35:15Air France 358, this is Toronto Tower.
35:18Toronto Tower, Air France 358, go ahead.
35:23You are cleared to land runway 24L.
35:25Be advised, the preceding aircraft reports breaking action is poor,
35:29and they estimate the surface winds near the runway as 290 degrees at 15 to 20 knots.
35:34Flight 358 is assigned runway 24L,
35:40which will allow them to land into the wind.
35:42I cinched up my seat belt tighter than it was,
35:45because I knew that it was not going to be just a normal landing.
35:54Yanding, autopilot autotrust off.
36:00The plane approaches the runway.
36:04Captain Rosé realises the plane is now well past the runway's threshold.
36:19Put it on.
36:21Put it on.
36:28The passengers applause is premature.
36:31The plane is still going 90 miles an hour when it reaches the end of the runway.
36:43The plane started violently going up and down,
36:47and it felt like we were going 100 miles an hour down a road filled with potholes that were about three feet deep.
36:55At that point that I believed that we were all going to die,
37:04it was obvious that no one can survive this kind of thing.
37:13The plane finally stops 200 yards beyond the runway.
37:16The smell of jet fuel fills the cabin.
37:20Panic spreads quickly.
37:25Open the door! Open the door!
37:29Emergency crews are at the crash site in seconds.
37:47But getting close to the plane is dangerous.
37:50If fire from a burning engine spreads to the fuel tanks, they could explode.
37:57At that point, the plane blew up.
38:01A busy highway borders the airport.
38:10It's packed with thousands of vehicles.
38:19Passenger cars become ambulances for the wounded.
38:22Remarkably, all the passengers and crew members from Flight 358 have made it out alive.
38:40The A340 has an enviable safety record, but this one is a charred ruin.
38:46What went wrong on board Air France 358?
38:55It will be up to a team from Canada's Transportation Safety Board to find the answer.
39:05Air France Flight 358 landed during a ferocious storm at Toronto's airport.
39:11But was the weather the only thing that caused the plane to overrun the runway?
39:14Put it down! Put it down!
39:20Two other planes touched down on the same runway minutes before the Air France flight.
39:25Their crews reported the difficult conditions to air traffic control.
39:32Air France 358, Toronto Tower.
39:35Toronto Tower, Air France 358. Go ahead.
39:40We're cleared to land runway 24L.
39:42Be advised, the preceding aircraft report's braking action is poor.
39:45And they estimate the surface winds near the runway as 290 degrees at 15 to 20 knots.
39:51Braking poor, 16 knots.
39:5320-knot winds are strong, but well within the allowable range for landing an A340.
39:58Yet when investigators study radar images of the airport,
40:03they discover the winds were in excess of that range.
40:07As Flight 358 landed, a sharp line of rain moved across the runway from north to south,
40:13driven by a sudden 33-knot gust of wind.
40:19A wind speed much greater than anticipated.
40:2133 knots is the demonstrated maximum crosswind for an A340.
40:29And that would be on a dry runway.
40:31So, when you say 33 knots at 90 degrees, you're encroaching on the limits of the aircraft.
40:41When investigators study the airport layout, they find another piece of the puzzle.
40:50The storm was forcing air traffic controllers to use runway 24L for landings.
40:56It's the shortest runway at the airport, around 2100 feet shorter than some of the others.
41:04However, even in poor conditions, it should have been long enough.
41:08Investigators need to find out why it wasn't.
41:17But before they finish their work,
41:20media reports in France suggest that the thrust reversers,
41:24which used the jets' engines to slow it down,
41:28were not engaged as soon as they should have been.
41:35Pilots, as a rule, want to get those reversers in as quickly as possible
41:40for maximum stopping.
41:42Investigators discover 17 seconds elapsed before the thrusters reached maximum power.
41:54Compounding the problem, the plane didn't touch down until the runway's halfway point.
42:02Put it down! Put it down!
42:05That left only 5,000 feet to bring the plane to a stop.
42:09With the delayed activation of the thrust reversers, 5,000 feet was not enough.
42:14Following the investigation, the TSB recommends extending runway safety zones to 328 yards.
42:27landing is the most dangerous part of a flight.
42:39But for Air France 358, bad weather and a short runway proved to be insurmountable obstacles.
42:46The accident could have been much worse.
42:56Due to the quick and professional reaction of the cabin crew, everyone on board survived.
43:14The thing that keeps coming back to me when I look at accidents like this is discipline, judgment,
43:26stabilized approach.
43:27When you're coming in to land, when you are feet or inches above that runway,
43:34there's just no margin for error.
43:36You have only the runway ahead of you to get the plane stopped and make sure everybody gets off safe.
43:42It'll be 25-90s, be it for being there when we get a plane to ride together,
43:50Yeah, we won't get the plane to run together.
43:58All this fate is hey money couldisce her so well.
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