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00:00Thank you for flying Cafe Pacific.
00:02A crowded flight en route to Hong Kong is suddenly in trouble over the South China Sea.
00:08What the hell was that?
00:10The engine two stalled.
00:12We're relying on one engine to get us safely on the ground.
00:18Then the situation gets worse.
00:20We now have two engines stalled. This is not fair.
00:24Approach. Mayday, mayday, mayday.
00:27Damn it!
00:27The 200-ton jet with 309 passengers is free-falling towards disaster.
00:34I felt fear. This cannot be happening.
00:38It looks like this aircraft could end up ditching into the water.
00:42Unless the captain comes up with a better option.
00:47Mayday, mayday, mayday.
00:52Up!
00:52Up!
00:551-0-3-0, we have to hang your up.
00:56And for now, I am going to leave you.
00:58I am going to leave you.
00:58You have to throw up.
00:59Go and ask.
01:14See you, go please.
01:18Cathay Pacific Flight 780 is cruising at 38,000 feet over the South China Sea.
01:25This is your captain speaking. We'll be starting our descent into Hong Kong shortly.
01:30Local weather is 29 degrees with scattered clouds, so it should be a lovely spring day.
01:36Thank you again for flying Cathay Pacific.
01:39Captain Malcolm Waters and his crew are nearing the end of a four-and-a-half-hour flight from Indonesia to Hong Kong.
01:46Touchdown is in 30 minutes.
01:51It's a crisp morning, clear skies, light wind. It was a nice day to go flying.
01:57It's only the second time Captain Waters and his first officer, David Hayhoe, have flown together.
02:05So, how long have you lived in Hong Kong?
02:0812 years. Moved there when I was 23.
02:14Waters is one of Cathay Pacific's youngest captains.
02:18Hayhoe is an ex-fighter pilot with the Royal Australian Air Force.
02:24So, what's it like flying F-18s?
02:27Well, there's nothing to it. The in-flight service is terrible.
02:30Flight 780 originated in Surabaya, Indonesia.
02:39It's covering more than 2,000 miles to reach Hong Kong.
02:42The Airbus A330 is powered by two Rolls-Royce Trent 700 engines.
02:53And every aspect of flight operations is aided by advanced computers.
03:00The engineering and complexity that goes into them and the science that presents the information.
03:07They're incredible machines.
03:10Seat bells, please.
03:11Madeline Avisado is the in-flight service manager responsible for overseeing 10 cabin crew members, tending to 309 passengers.
03:22We carried out the service and prepared for landing.
03:29It was a normal flight.
03:30165 miles from Hong Kong Airport, the Airbus leaves cruising altitude and begins its descent.
03:40Airspeed's 295 knots. Rate of descent 700 feet per minute.
03:46It's looking good.
03:48The aircraft is performing perfectly.
03:54And then something goes wrong.
04:00The flight computer is alerting the pilots to a problem.
04:24Okay, let's see what we got.
04:25Engine 2 stole.
04:31The plane's monitoring system indicates there's an issue with the right engine, engine number 2.
04:46Captain Waters tries to understand what happened to the engine, but the monitoring system gives him no explanation.
04:52Now, when we were checking the parameters, they were relatively normal.
04:59Okay, thrust lever number 2.
05:03Confirm.
05:04Confirm.
05:05With no explanation for the incident, Captain Waters reduces power on the engine to idle, to protect it from damage.
05:13Idle.
05:14The lowest possible power level while still keeping it running.
05:17It has an immediate effect.
05:23The engine noises disappear.
05:26That's better.
05:29All the symptoms went away.
05:32We've got fuel flow, we've got rotation.
05:35The bigger concern is that the engine at idle isn't providing any thrust.
05:43They must now rely on their other engine to get them to Hong Kong.
05:48A single engine approach is not a big deal.
05:50We practice it a lot in the simulator.
05:53The aircraft are certified to fly on one engine.
05:57Hong Kong, Cathay 780.
06:06Pan, pan, pan, pan, pan, pan, pan.
06:09The crew alerts air traffic control of their situation.
06:13Pan, pan, pan, pan, pan, pan.
06:16Sir, we have a pan, pan call.
06:18We declared a pan, which is sort of the first level of urgency.
06:23We're operating engine two at idle thrust at the moment, but operation's normal apart from that.
06:29Cathay 780.
06:30Roger your pan.
06:32If we could just get priority.
06:33Thanks.
06:35You declare a pan in order to let air traffic control know that we need a bit of help to get us on the ground quickly,
06:41and it gives them the authority to push people out of our way and help us achieve that goal.
06:47Cathay 780, understood.
06:49The controller grants the request.
06:51We have a pan, pan, pan, call from an incoming flight.
06:55Please put emergency services on standby.
07:02Airport firefighters rush to take up positions near the runway.
07:06Flight 780 is 115 miles from Hong Kong airport.
07:21The plane will be on the ground in 22 minutes.
07:24In preparation for landing, please stow tray tables and return your seats to the upright position.
07:29Matt's here.
07:33It's not normal for captains to call during a pre-lending announcement by the in-flight service manager.
07:39Matt, we're having a problem with engine number two.
07:42I need you to keep an eye on it from the cabin.
07:44Roger.
07:46He requested to check the engine number two if there's something unusual or if you can smell any smoke.
07:54I checked the engine and it was pretty normal, nothing unusual going on.
08:11The pilots prepare to land the Airbus with only one engine.
08:15Captain Waters will fly the plane from this point on.
08:26I have control.
08:28In an emergency situation, the most senior crew member assumes the flying role.
08:34Now I have to actually do what I've been trained to do.
08:37So, it's not a normal day anymore and you have to be on your game.
08:45Everything is set for landing.
08:59Engine one stall.
09:02Engine one stall confirmed.
09:04It's the last thing they want to hear.
09:07The monitoring system confirms their worst fears.
09:11They have just lost their other engine.
09:14The one they were relying on to get the plane to Hong Kong.
09:18We now have two engines stalled.
09:22This is not fair.
09:26The crew of Cathay Pacific Flight 780 is facing the loss of their one remaining engine.
09:33We were relying on this one engine to get us safely on the ground and now it had exactly the same symptoms and noises and sounds as the other engine.
09:44If they can't get it back up and running, the plane is headed for an unimaginable disaster.
09:54Engine one to idle.
09:55The monitoring system tells the crew to put the malfunctioning engine number one into idle.
10:04Just like engine number two, it's still running, but producing no thrust.
10:15The plane is now gliding.
10:17The plane is now gliding.
10:18Damn it.
10:20Our descent rate is not looking good.
10:23Without thrust, they can't make it to Hong Kong or any other airport.
10:27We're still 60 miles out, too far.
10:34We were still about 60 miles out to sea at that time.
10:37With the aircraft descending at, you know, 1,300 feet per minute, we've only got five, six minutes before we're at sea level.
10:45I felt fear.
10:48And you have all those human responses to fear.
10:53The hair standing up on the back of your neck.
10:55The tightening of your stomach.
10:57The dryness in your mouth.
10:59It was all sense of disbelief that we might end up in the water.
11:03This can't be happening.
11:10Though the cabin is now quieter than normal, passengers have no idea about the danger they face.
11:20Everything was calm.
11:22Everything was, like, normal to them.
11:25There's an initial moment of that shock and how are we going to start overcoming this problem.
11:35Without the power to make it to Hong Kong, the pilots now face an emergency landing or ditching in the South China Sea.
11:43What do you think?
11:46I'll start the ditching checklist.
11:48Good idea.
11:50I suggested carrying out a checklist procedure to prepare the aircraft for the correct configuration for the ditching itself.
12:01Sitting back allowed me to start thinking rationally.
12:05Captain Waters tries the throttles one more time.
12:13He increases power on engine two.
12:25Then one.
12:26Nothing happens.
12:30The engines just are not responding at all.
12:33They're just remaining at idle.
12:35Damn it!
12:36I'm calling a mayday.
12:39Do it.
12:42Approach.
12:42Mayday, mayday, mayday.
12:45Cathay 780 had engine one stall and engine two stall.
12:49The first officer puts out a more urgent distress call.
12:54Currently we require a lower descent.
12:56We're extending our glide and trying for relights.
13:00Cathay 780 descended 3,000 feet.
13:02Putting the mayday call out over the radio, you really feel that something serious is going on.
13:10You can tell in the voice that comes back to you that it gets everyone's attention because it's not a word that you hear all the time.
13:20Restarting number two.
13:23Ram air turbine on.
13:25In between the ditching checklist itself.
13:28Engine two, select ignition.
13:30My approach was, let's try and restart the engines because we're going to be in no worse a situation than we are now.
13:38No response.
13:39You're still at idle.
13:41Now the pilots contemplate their options for ditching.
13:46The previous year, a U.S. Airways Airbus landed on the Hudson River in New York without a single casualty.
13:55Captain Chesley Sully Sullenberger became an instant hero.
13:58The Sully incident had been the first successful ditching, really, of an airliner and to show that it could be done.
14:08But as they drop towards the South China Sea, the crew of Flight 780 are facing far more treacherous conditions.
14:17Big swells.
14:19The South China Sea is not the Hudson River.
14:21The sea looked very rough.
14:25It was a lot of white caps.
14:27The swells would be one to two meters.
14:29I felt that our engines would act as two big scoops and we pitched the aircraft down quite violently and that would probably result in us, you know, cartwheeling and breaking apart.
14:39Hmm.
14:41This cannot be happening.
14:42Both pilots know they're running out of time.
14:49Cathay Pacific Flight 780 now has two unresponsive engines.
14:55Passengers on board are unaware how close they are to disaster.
14:59Just minutes from ditching in the South China Sea.
15:02Captain Waters takes manual control of the aircraft to ensure the safest water landing possible.
15:12Turning off the flight director.
15:15Applying by hand now.
15:18Roger that.
15:20So I start maneuvering the aircraft to keep it clear of clouds so that I can see the ocean and start to make an idea of where I'm going to put the aircraft.
15:27That's when Captain Waters gets an idea.
15:37Okay.
15:39Try slow movements.
15:40Go slowly.
15:42Just ease in fuel.
15:45Easy does it.
15:53I could see Malcolm manipulating the thrust lever for engine one.
15:57I was just pinching the side of the thrust lever just to move it a millimetre.
16:01Each time I pinched it would just go up a millimetre.
16:07Slowly.
16:11Slowly.
16:14Incredibly, it seems to be having an effect.
16:17Rotation increasing in engine one.
16:20It's working.
16:21The rotation of the fan was increasing from 28% to 29% to 30% to 32% as I moved this very, very slowly and gently up.
16:39Let's see how far we can get.
16:40He wonders if he can get the engine to full power.
16:48I eased the thrust lever up a little bit more.
16:50Too much.
17:05We had surges and the popping and whomping noise, and I immediately set the thrust lever back to what thrust we had.
17:13Waters figures out that the engine won't go any higher than 74% power.
17:1874%.
17:20What'll have to do?
17:23We got a thrust setting that resulted in us being able to fly level.
17:27We weren't descending anymore, and that was, like, a huge relief.
17:33You see that?
17:35Altitude is holding.
17:36Fantastic.
17:38Okay, approach preparation.
17:40Cockpit prepared.
17:45Loose items secured.
17:47One engine is all they need to attempt a landing at Hong Kong Airport.
17:51Visual 07 left.
17:54I knew we were going to make Hong Kong, and it was very clear we have enough energy now that we're going to be able to get to land.
18:04Track 073.
18:07Check.
18:08We can do our landing so infinitely better than ditching.
18:14But Captain Waters still needs to safely land a plane with engines he can't rely on.
18:21He's not sure how much longer Engine 1 will keep providing thrust.
18:25We did have an engine that was now functioning, but I didn't trust it.
18:31At any point, I believed that we possibly could just roll back to idle thrust again.
18:36The safest plan is to get the plane 5,500 feet above ground, and then reduce power on the engine to start losing speed and altitude for landing.
18:45They could be on the ground in less than 5 minutes.
18:49We wanted to stay as nice and as high as we could in a position that we could manage a glide.
18:56Let's do this.
19:01Engine 1 has brought the plane as far as it needs to.
19:04Captain Waters pulls it back to idle to lose speed.
19:08I closed the thrust lever, and I began my approach, essentially, for the arrival.
19:14230 knots.
19:16We're at 3 miles.
19:18Check.
19:18If all goes well, they should be on the runway in less than 4 minutes.
19:24But they'll only have one chance to get the plane on the ground.
19:28If something goes wrong, they don't have enough thrust for a successful go-around.
19:36Ladies and gentlemen, this is the captain speaking.
19:41As you may be aware, we have a small problem with our engines.
19:45You will remain seated with your seatbelts fastened, and follow the directions from your cabin crew.
19:53Cabin crew to landing stations.
20:01Okay.
20:02Flaps 1.
20:04Thanks.
20:05Okay.
20:06Flaps 1.
20:08Gear down.
20:10Gear down.
20:11The crew deploy flaps and landing gear to prepare for landing.
20:18There's only 5 miles to go.
20:24Cafe 780.
20:25Do you have the airfield in sight?
20:27Cafe 780.
20:29Affirm.
20:30Hong Kong Airport has two parallel runways.
20:33It's built on an island west of the city.
20:37Cafe 780.
20:38We have both runways available for your approach.
20:41The crew is cleared to land on either runway.
20:47The airbus turns onto its final approach to Hong Kong Airport.
20:52Captain Waters is confident he can get the plane on the ground safely.
20:57Auto brake?
20:58Low.
21:02Final items.
21:03Okay.
21:05They're a minute from touchdown.
21:06Touchdown.
21:06Touchdown.
21:06Touchdown.
21:06Touchdown.
21:08Touchdown.
21:08Touchdown.
21:09Touchdown.
21:09Touchdown.
21:10Touchdown.
21:10Touchdown.
21:11Touchdown.
21:12Touchdown.
21:13It's over speed.
21:15It's an over speed warning.
21:17A signal the aircraft is flying too fast.
21:21The speed was not reducing to anything close to the speeds that were indicated that we would
21:27be once we got into the landing configuration.
21:30Captain Waters can't figure it out.
21:32they should be slowing down he rechecks the controls just looked completely wrong and i was
21:40very uneasy that things were once again to get out of my control and that there was something
21:45that i was missing then he sees it i looked up at the gauges and yeah my blood ran cold
21:53engine number one which he throttled back minutes earlier is inexplicably still running
22:01at 74 power high thrust too high to land safely i had that whole feeling again of fear anger it was a
22:11scary moment after dealing with double engine trouble the crew of flight 780 is now facing a
22:22new crisis one mile from the runway speed checked 240 800 feet the engine they
22:31put in idle for a safe smooth landing is still running at high speed the outcome could be
22:38catastrophic 500 i could not believe that we'd gone from a situation where we were looking at ditching
22:51and now i had an engine stuck at high thrust with no option for a go around they're going to have
22:58to risk landing the plane at high speed and hope they can stop it before overshooting the runway and
23:04ending up in the water about 12 500 feet of runway now checked yeah we couldn't determine how much
23:13landing distance is required we were off the top you know for the speed and for the weight that we had
23:18400 feet the longer we prolong this the more unknown things are happening
23:32it was a one chance to get this on the on the ground and we had to make the best go at it
23:41their speed is a hundred knots faster than normal so high the flight computer doesn't recognize
23:55that the pilots are trying to land it's warning the pilot like you are putting the aircraft in a
24:01dangerous spot and those warnings are loud for a reason and i just had to put it all to the side
24:07focus on what i was trying to achieve just regard that captain waters pushes the nose down
24:23forcing the airbus onto the runway
24:25aircraft did not want to land and i remember thinking wow this is it because it was very violent
24:45i thought we're going to crash them into bits and pieces
24:52brace
24:57i managed to keep that wing up high enough that i just grazed the surface of the runway and i got it
25:05back under control
25:06finally the aircraft is firmly on the ground
25:11the crew deploys reverse thrust on the engines to slow the airbus down while applying full braking power
25:24immediately you just step on the brakes hold them toe brakes to the floor
25:32no number two reverse no decent but with only one partially functioning engine
25:41they only have one thrust reverser they could still overshoot the runway
25:46i do didn't think we would stop by the end
25:50the airbus is getting close to the end of the runway
25:56i could judge the deceleration rate was such that you know i started to get a glimmer of like man i
26:03think we really uh we could do this
26:17finally the aircraft comes to a halt just a short distance from the water's edge
26:22they've used up more than 8 800 feet of runway
26:31i can't believe it
26:33i made it
26:35nice one
26:38once the aircraft did stop there's a look of what the hell just happened
26:46it was just this humongous relief
26:48you're so happy that um you know we were gonna go home and see our families
26:59against all odds flight 780 has landed safely but it isn't out of danger yet
27:06check the wheel temps we may have to order an evacuation get the checklist
27:10the crew worries that the extreme braking may have caused their wheels to overheat
27:15both approaching a thousand degrees
27:21their hunch is correct
27:24oh my goodness we we've got to be on fire we need to get everybody off the plane
27:29this is the captain evacuate evacuate evacuate evacuate come this way leave everything behind
27:45the passengers and crew evacuate safely with only a few minor injuries
27:58once i was standing on the ground i've been turned around and looked at the airplane and it was like
28:01a scene from a hollywood movie the steam and smoke coming off the fire services were dousing the wheels
28:09and paramedics of turning up people are being helped away from the bottom of slides
28:21within hours hong kong's civil aviation department launches an investigation
28:29ann evans is a flight test engineer who works for the british air accidents investigation branch
28:34she's been invited to take part in the investigation in part because the airbus's trent 700 engines
28:42were made by british company rolls-royce
28:46this trent 700 is a very common engine fitted to a lot of airplanes all over the world
28:52so if there's an engineering problem with a particular design then we want to find that quickly
28:57here's what we know the engines on flight 780 failed to respond to throttle commands investigators meet
29:07to discuss the few clues they have it's odd that both engines stored they're struck by the fact that
29:15the same malfunction affected both engines one after the other it's very rare to have two systems fail at
29:21the same time given the level of redundancy and reliability that's built into the engines it suggests the
29:29cause may not be the engines themselves critical systems like that don't fail simultaneously could
29:37something far more mysterious lie at the heart of the problem
29:41in hong kong investigators work to unravel the mystery of cathay pacific flight 780's two malfunctioning engines
29:56they retrieve the black box flight data recorder from the rear of the aircraft
30:02it contains information about the plane's functions throughout the flight
30:06the data on board the aircraft is is key in this type of investigation investigators upload the data
30:15from the recorder we need to see throttle position and fuel flow the device records 359 data parameters
30:25they focus in on the a330's engine functions stop what's going on here
30:32right away they notice something unusual thrust levers are moving but fuel flows flatlining
30:44right after the pilots tried to restore power to the engines by pushing the throttle up the fuel flow
30:50remained the same they gave some trust commands but no corresponding response from either engines
30:58at the time damn it so we really needed to understand what caused that investigators wonder if a fuel flow
31:06problem caused flight 780's engine trouble thank you the flight data recorder helps them spot the problem
31:14but to try to pinpoint the cause they turn to another source of onboard data it's called the post flight report
31:20engine two control system fault it says that the vsv was jammed it contains in-depth data about the error messages
31:29that appeared on the monitoring system throughout the flight okay it's a piece of information for troubleshooting
31:36to tell the maintainers that the aircrafts had a problem and what they need to do to fix it
31:41something was retarding the valve ann evans discovers that early in the flight the computers detected a problem
31:53in a key part of the fuel system called the main metering valve
31:59so the warnings that were coming up were warnings to do with the main metering valve supplying fuel to
32:06the engine the main metering valve is made up of a piston that slides within a cylinder when pilots
32:15move the thrust levers it increases or decreases the flow of fuel to the a330's turbofan engines
32:22that valve wasn't moving wasn't able to respond to the commands
32:30to better understand why the metering valve malfunctioned investigators send it to rolls-royce
32:36for analysis we have the best expertise about to strip those components here in the uk
32:43and we cut the outer sleeve of the metering valve in half to see what was inside the metering valve
32:51after cutting open the valve to study it that's not normal is it they find something they've never seen
32:58before a strange white substance coating the walls of the valve what we saw seemed like very very fine powder
33:11even finer than caster sugar very very small particles
33:15technicians examine the white powder under an electron microscope
33:29they discover it's made up of tiny spheres stuck to the metal walls of the valve
33:34investigators dig deeper to see if the powder can be found in other parts of the fuel system
33:52we immediately started finding small particles even within the fuel tank itself so the fuel system and the
34:00engine had some sort of contaminant that we didn't really understand what it was
34:08could the mysterious particles in the fuel system explain why the pilots had such difficulty controlling
34:14engine power the metering valve was kind of deluged with this material which was silted yet the metering
34:19valve up and caused it to become stuck in its current position
34:22investigators need to learn all they can about the strange substance having identified this particulate
34:34within the various areas of the fuel system and the engine our first thought well what is it
34:41x-ray spectroscopy reveals the chemical makeup of the material
34:45the analysis shows that the powder is a type of super absorbent polymer or sap when it comes into
34:55contact with water it creates a gel-like substance these are organic compounds designed to absorb water
35:03that gave us a clue as to where they'd come from
35:06investigators know that the powder is used in refueling trucks to prevent water from getting
35:14into aircraft fuel tanks the refueling trucks pump fuel from underground tanks and pipes through a filter
35:22on the truck and into the aircraft if the fuel is contaminated with water the powder in the filter absorbs
35:29it by forming a gel inside the filter so the super absorbent powder is there really to just absorb the
35:38water and make sure that we're protecting the aircraft from the presence of water in the tanks
35:45but the waterlogged gel is supposed to stay in the filter it should never end up in the fuel
35:53it is so commonly used within the industry for this purpose of filtering out water what we didn't
35:58understand was how did it get on board the aircraft investigators suspect that filters in a fuel truck at
36:13surabaya airport may have been involved in the dual engine failure of flight 780
36:21to find out they recover the filters and take them to a lab for testing
36:25this one looks somehow collapsed
36:31they discover that one of the filters on the truck used to refuel flight 780 is damaged the condition of
36:39the filters was very unusual we were all very surprised to see the crushed filter because that
36:46don't normally happens and and was probably indication of something abnormal having occurred during the
36:51refueling of the aircraft investigators wonder did the damaged filter somehow release powder into the fuel
37:03they separate the layers of filter material we undertook a very laborious process of dissecting the filters
37:12all the different layers designed to not only take away water but also catch any particulars as well
37:18they then examine a sample under a microscope
37:26they make a puzzling find
37:30within the filter fibers the powder made up of spheres contains an unusual feature
37:35it looks like sodium crystals
37:40the spheres are encrusted with salt
37:46when we found out that there was salt involved that was really mysterious to us because salt is not normally found in in the fuel
37:53had salt water got into the fuel system this one's straight from the manufacturer finding answers requires more tests this time with a brand new filter
38:06what we wanted to do was test these filter monitors to see could we produce these spheres and what conditions did you need to have for these spheres to be created
38:17they expose the filters to salt water under pressure the same pressure used inside the fuel truck
38:28we tried to mimic those conditions the fueling process that would have occurred in the dispenser
38:34they soon have an answer
38:42well would you look at that
38:46it's a major discovery
38:48when fuel and salt water pass through the filter it collapses just like the one from the airport fuel truck in surabaya
38:56we were able on the fuel rig to be able to collapse a filter so we knew we'd got pretty close to reproducing the conditions that we'd seen on that day
39:10even more significantly
39:15they find the test filter releases spheres identical to those found in flight 780's fuel system
39:22what was important was that we demonstrated we could generate spheres
39:28investigators now believe salt water was responsible for the collapse of fuel filters
39:34leading to powder contamination in the fuel system of flight 780 but one critical question remains
39:43so how did salt water get into the fuel system investigators learned that prior to departure at surabaya airport
39:51flight 780 was loaded with 54 000 pounds of fuel it was very difficult for the infestation team to
39:58determine exactly how salt water could have got into the fuel system when they dig through the records of
40:05surabaya airport's fuel hydrant system they can see that the system is located very near the sea
40:11march 2010 this was taken just days before the incident i think we may have our answer
40:25they discover that the underground hydrant system that stores and supplies fuel to the pump truck was
40:32recently upgraded during construction the fuel pipes had been opened up and possibly exposed to groundwater
40:40there had been construction work on the hydrants and the investigation team highly suspected that would have been an
40:46opportunity for salt water to come into the hydrant system if then the pipes are not flushed sufficiently
40:55then that salt water could still be present when you start refueling aircraft
40:58investigators now believe they know what happened to cathay pacific flight 780
41:09the underground fuel supply contaminated with salt water broke down a filter releasing a powder into the
41:16fuel the powder jammed the metering valves preventing enough fuel from reaching the engines
41:27engine one stop we had fuel contamination and that contamination throughout the fuel system led to the seizure of both main metering valves
41:40such that the pilot no longer had control over the power of the engines
41:47investigators believe captain waters was able to restore some thrust in engine number one
41:52only because its fuel metering valve wasn't yet completely jammed some fuel was still getting through
41:59slowly come on rotation increasing in engine one it's working once the spheres jammed the valve it was stuck open
42:09dark open
42:20brace
42:25Expert piloting brought flight 780 safely to a stop.
42:39I can't believe it.
42:45Nice one.
42:47I think the crew did a great job.
42:49It's not an emergency that's trained for.
42:52We can be very thankful to the crew.
42:58They behaved in a very professional manner and they have our admiration.
43:07Since the accident, there have been efforts to improve the regulation of aviation fuel handling and storage.
43:14The company that manufactures the filters has redesigned them to prevent collapse and powder contamination.
43:23For their outstanding courage and skill, Malcolm Waters and David Hayhoe were given the highest honour in civil aviation, the Polaris Award.
43:35It was very special to be given the award.
43:38It was an incredible honour.
43:41It was the Federation of Air Pilots that awarded that award.
43:45So when, you know, your fellow pilots say, you know, job well done, we really think that, you know, you've pulled it off.
43:52So, yeah, very humbled and honoured.