Skip to playerSkip to main contentSkip to footer
babycarseattips
  • 6/20/2025

Category

📺
TV
Transcript
00:00Three risky runways, one in Sao Paulo, another in the Himalayas, and a third on the coast of
00:16Norway, each one pushing pilots to call on all their training,
00:25you have mountains to get over, and then you have to drop down to land, and their skill to pull off notoriously difficult landings.
00:39It can't!
00:40Decelerate!
00:43Stop! Stop!
00:44Attack!
00:45No, no, no, no, no!
00:55TAM Airlines Flight 3054 is en route from the Brazilian city of Porto Alegre.
01:15The Airbus A320 is headed for Sao Paulo's Congonhas Airport, 90 minutes away.
01:24There are 181 passengers aboard the evening flight.
01:28Captain Enrique Stefanini Di Sacco and First Officer Kleber Lima learn that heavy rain in Sao Paulo has temporarily shut down 35L, the main runway at their destination.
01:46Did they say when it would reopen?
01:48No.
01:49For now, the crew remains on course, waiting for weather updates from Sao Paulo.
01:58Congonhas Airport lies at the center of Brazil's most populous city.
02:03When pilots begin landing at Congonhas, they're more worried than when operating at any other national airport.
02:11At its heart is 35L, a runway built on a hilltop and surrounded by urban sprawl.
02:20To make matters worse, it's just over 6,000 feet long, which is short for large jets.
02:29This makes 35L one of the most treacherous runways in the world.
02:34As you approach the runway, your adrenaline is really pumping.
02:38For us pilots, it's like landing on an aircraft carrier.
02:41As flight 3054 nears Sao Paulo, the crew gets an update.
02:513054-35L is the active runway.
02:54Runway 35L has reopened.
02:57But Stefanini has an additional challenge to landing.
03:00Remember, we only have one reverse, sir.
03:02The right thrust reverser, one of two on the Airbus, isn't working.
03:13That reduces the plane's stopping power.
03:16The devices are designed to slow the aircraft by reversing the direction of the engine's forward thrust.
03:27Thrust reversers, they act like brakes when you land the aircraft.
03:31You deploy them only after the aircraft is on the ground.
03:3410-3054-35L, clear to land.
03:40The runway is wet and it's slippery.
03:42The wind is 330 at 8 knots.
03:44On final approach, the captain decides to take over from the autopilot.
03:54Land green, manual flight.
03:58The concern was that after touching down,
04:01the pilots needed to be sure that they would be able to stop their plane before the end of the runway.
04:09100, 100.
04:11One dot now.
04:1220, retard.
04:14The plane is not slowing.
04:26Reverse number one only.
04:29And it's hurtling dangerously fast towards the end of the runway.
04:35Decelerate.
04:37It can't!
04:39Look at this.
04:40Look at this.
04:41Take down!
04:44Take down!
05:00Flight 3054 has slammed into a TAM Airlines office building and a gas station beside it.
05:06All 187 passengers and crew are dead.
05:15A dozen people on the ground are also killed.
05:20It's the worst aviation accident in South American history.
05:24Lieutenant Colonel Fernando Camargo is an accident investigator with CENIPA, Brazil's aviation safety agency.
05:38The black boxes will not last long in the heat.
05:41The black boxes will not last long in the heat.
05:43His first concern is to recover the plane's black boxes and send them to experts in Washington, D.C. for scrutiny.
05:50While they wait for results, investigators focus on runway 35L, looking for clues.
05:59We knew that we would have to run a complete investigation on the runway.
06:06They soon make an important discovery.
06:11It's still wet!
06:13Rainwater is pooling, creating puddles on the tarmac, something that shouldn't happen.
06:19When this water gets in contact with the landing gear, the tires, it can generate what we call hydroplaning.
06:27And this is a problem because a pilot will have little or no control of his aircraft.
06:36How can water be pooling on one of the busiest runways in Brazil?
06:40To find out, the team studies files from the government agency that runs Congonhas Airport.
06:49They learned that runway 35L was resurfaced one month before the accident.
06:59In 2007, the runway at Congonhas underwent repairs.
07:02It had been offering a very low level of traction.
07:05There were many reports of skids.
07:07But the resurfacing work on the busiest runway at Congonhas lacked a critical safety feature.
07:16The runway is wet and it's slippery.
07:19Proving to be done at a later date.
07:22I wonder it was wet.
07:28Channels cut into the tarmac carry away rainwater.
07:32Without them, rain collects in puddles.
07:34But even with a wet runway and only one operating thrust reverser,
07:40the A320 should have been able to stop.
07:48To figure out why it didn't, investigators examined the plane's maintenance records.
07:54They learned that the right thrust reverser was deactivated because it was jamming.
07:58But the aircraft was then flown without incident for four consecutive days.
08:02This plane landed on the same runway that day with the same problems.
08:06It had only one thrust reverser.
08:08No issues whatsoever.
08:11Not only had the plane landed repeatedly with one thrust reverser,
08:15it even touched down safely on runway 35L.
08:18So why did this landing go so wrong?
08:24The data from the badly burned flight recorders has been retrieved by experts.
08:30Here we go.
08:31Investigators hope it will finally explain what led to the disaster.
08:34The speed is fine.
08:38The data confirms the brakes were working.
08:42Brakes were engaged.
08:43And the plane didn't skid or slide.
08:47But it also reveals a puzzling fact.
08:52On landing, the plane's two engines seem to be working against each other.
08:56One and two.
08:58Engine one.
08:58The left engine was in reverse to help slow the aircraft down.
09:05But the right engine, the one with the disabled thrust reverser...
09:09It's powering up.
09:12...was accelerating to climb power.
09:16Decelerate.
09:16It can't.
09:17Decelerate.
09:18So engine two was thrusting when it should have been idling.
09:21That would explain the veer off to the left, right?
09:22The question is, why would this experienced crew touch down with one engine at climb power?
09:36They would have known it could doom the flight and everyone on board.
09:45Why Flight 3054's engines were working against each other is now the team's main focus.
09:52The flight data and physical evidence shows the engines were functioning.
10:18Investigators turned their attention to the pilots.
10:22They start with the captain's landing prior to the one at Congonius.
10:28First, how did they land in Porto Alegre?
10:32They learned that during the previous landing in Porto Alegre,
10:36Captain Stefanini pulled back both thrust levers.
10:41Exactly the right procedure for landing with only one reverser.
10:45And now, both levers to reverse.
10:49The captain knew the procedure.
10:53He performed the correct procedure hours before in the previous landing.
11:01So what did he do differently in Sao Paulo?
11:04OK.
11:05OK, now Congonius.
11:07Left lever to idle, then reverse.
11:1520, retard, retard.
11:18Instead of throttling back both levers, he only brought the left engine to idle, leaving the right one at full power.
11:25Then, once the aircraft touched down, he activated the left thrust reverser to slow the plane, but kept the right engine at climb power.
11:38That is quite different.
11:42I don't get it.
11:43How could a guy that knew the aircraft, that knew the correct procedure, that executed a correct procedure, how could he do something different?
11:59It doesn't make sense.
12:01We could really use your help on this.
12:02Investigators enlist the help of another pilot.
12:07OK.
12:07He shares an outdated procedure for landing an A320 with a single thrust reverser that pilots find useful on wet, short runways.
12:16It brings the plane to a quicker stop.
12:18The former procedure was taking both levers to idle, and then just the lever corresponding to the engine with the reverser operating normally, that would be taken to reverse position.
12:36But Captain Stefanini never brought the right engine to idle.
12:42Did they get it wrong?
12:44Investigators learn of previous accidents caused by pilots mishandling thrust levers on landing.
12:51That old procedure led pilots to error.
12:57To reduce the risk of pilots making that mistake, Airbus modified the procedure.
13:03The team now speculates that Captain Stefanini, hoping to bring the A320 to a quicker stop on a rain-slicked 35L, opted for the old procedure, but in doing so made a critical error.
13:21It is completely understandable that he had tried a former procedure, and under such a pressure, made a mistake.
13:40To test their theory, investigators recreate the final moments of the flight in a simulator.
13:46OK, engine one to idle, engine two stays at climb.
13:49Right away, Lieutenant Vanessa Diaz notices how difficult it is to distinguish the position of the thrust levers inside a dark cockpit.
13:57Retard. Retard.
13:58Engine one to reverse, don't touch number two.
14:02Brakes.
14:09In the simulator, we were able to program in every known factor.
14:15The chronology of events, the wet surface, position of the levers.
14:23We also went off the runway and had an accident in the simulator.
14:26The team now understands why TAM Airlines flight 3054 ended in tragedy.
14:36To increase the plane's stopping power on a short, slick runway, Captain Stefanini tried an old procedure for landing with a disabled thrust reverser.
14:50Land green, manual flight.
14:52But he was out of practice, and combined with the stress of touching down in rainy weather, the captain became so unnerved, he botched the simple procedure.
15:05It's possible that tension might block a crucial motor response.
15:09It can affect the pilot's ability to react.
15:12There was no alarm to warn the crew that one engine was revving forward while the other was in reverse.
15:26First officer Lima tried to figure out what was going wrong.
15:31Decelerate. Decelerate.
15:33But in a dark cockpit, overwhelmed by a landing going badly, he didn't catch the faulty thrust lever settings either.
15:42A runway with a dangerous reputation so worried pilots, they made a deadly mistake
15:50that cost 199 lives.
15:56In the wake of the accident, the runways at Congones have been grooved for runoff, and are regularly inspected.
16:17New rules are in place, dictating wet weather landing procedures.
16:20Pakistan 268 is at 1-6 miles.
16:26And when a difficult approach into an airport in the Himalayas leads to an error in the cockpit,
16:32the landing takes a tragic turn.
16:36Attack!
16:36No, no, no, no, no!
16:37Pakistan International Airlines Flight 268 is heading to Kathmandu, the capital of Nepal.
16:51The country is home to eight of the world's tallest mountain peaks.
16:58Captain Iftikhar Janjua is in command of the Airbus A300.
17:02He's a former officer in the Pakistani Air Force.
17:08His first officer is Hassan Akhtar, a junior pilot with the airline.
17:14I'll take over from here, Akhtar.
17:15Yes, commander.
17:17I have control.
17:18You have control.
17:21Flight 268 begins the approach into Kathmandu.
17:28Could get bumpy.
17:29Let's keep them seated.
17:31Agreed, commander.
17:31Fasten seatbelt sign is on.
17:37To clear the mountains, pilots must reduce the plane's altitude at specific distances from the airport.
17:44Pakistan 268 approaching overhead.
17:47Simran 150.
17:49And report their positions to air traffic control.
17:52Pakistan 268 descent to 11,500.
17:55No delay expected.
17:58Roger, sir.
17:58Down to 11,500.
18:00You have a range of mountains to the south that you have to get over.
18:04And then you have to drop down quite steeply in order to be able to land at the threshold of the runway.
18:12Sierra approach, commander.
18:16Here it is.
18:17Watch my levels.
18:18At 10 miles out, Pakistan Airlines 268 should take approximately four minutes to touch down.
18:30Pakistan 268 is at 10 miles.
18:32Report your level.
18:34We crossed out of the 8,500.
18:41200 now.
18:43Roger.
18:44Clear for final.
18:45Report four miles.
18:46Runway 02.
18:48We'll call you at four miles, Pakistan 268.
18:51Clear for final.
18:52Runway 02.
18:53Runway 02.
18:54Air traffic control waits for the flight crew's next position report.
19:11Three minutes go by.
19:17Pakistan 268, report position.
19:19But there's no word from flight 268.
19:21Pakistan 268, report position.
19:23Pakistan 268, tower.
19:29Pakistan 268, this is tower.
19:36PIA flight 268 has crashed somewhere in the Himalayas.
19:42By nightfall, the plane's wreckage is found on a mountainside.
19:49All 167 people were killed on impact.
19:53The Nepalese government launches an investigation into the crash of flight 268.
20:05Thanks for coming, Andrew.
20:06Andrew Robinson from Britain's air accidents investigation branch joins the Nepalese team.
20:12The crash site is more than 7,000 feet up the side of a mountain.
20:18Reaching it is not the only problem.
20:20In this case, it was just the aircraft was just totally destroyed.
20:24It was just complete obliteration of the aircraft.
20:26This is the location of the crash site, nine miles south of the airport.
20:36The aircraft collided with the mountain at an elevation of 7,280 feet.
20:43Where should they have been?
20:44Can you pass me that approach chart, please?
20:48At 10 miles out, he should have been at 8,200 feet.
20:54Flight 268's crew should have been following the standard approach chart to get past the mountains and into Kathmandu.
21:08The approach chart is designed to keep you clear of terrain, so you have to follow the approach chart.
21:13It requires a stepped approach, in which pilots descend to lower altitudes at specific distances from the airport.
21:26How do you hit a mountain you're supposed to clear by 1,000 feet?
21:34Okay, let's see what the wreckage can tell us.
21:38The team pours over evidence of Pakistan Airways Flight 268's crash site.
21:43Look at this.
21:45The right wing impacts up here.
21:51Robinson notices something about four feet below the impact scar.
21:55The top of a tree has been cut cleanly.
21:58The wing couldn't have cut that tree.
22:01So what did?
22:03What about...
22:04The flaps?
22:09Fully extended.
22:13Exactly 1.3 metres below the wing.
22:16For the team, it's a critical clue.
22:19As the Airbus A300 slows for landing, its wing flaps extend by as much as 25 degrees.
22:29Hanging below the wings, the extended flaps shaved a treetop as the plane hit the mountain.
22:36Wings level, no pitch down, flaps extended.
22:40In other words, the exact landing configuration.
22:44This plane was absolutely not out of control.
22:48The question is, if the pilots had the plane under control, why were they too low?
22:54Flaps 10.
22:56Flaps 10.
22:57All right.
23:02Let's look at this.
23:05Investigators turned to the flight data recorder for an answer.
23:08They started their descent.
23:09At 16 miles out, they're at 10,500 feet.
23:12Then down to 9,500 at 13 miles.
23:168,200 at 10 miles.
23:18Then quickly down to 7,500 until impact at 7,280.
23:22So, 1,000 feet too low, right from the get-go.
23:26What the aircraft flew was pretty much what the chart said, except that the pilot had got one step ahead of himself.
23:34So he's flying the correct altitude for the next position.
23:41What if the problem is the actual approach chart itself?
23:46Investigators scrutinize the approach chart for Kathmandu.
23:49So is, let's say, 8,200 feet the right altitude for 10 miles or 8 miles?
23:59It's hard to say.
24:02They realized the chart was difficult to read.
24:08There was a large amount of information on it.
24:10It was a lot of clutter.
24:14But that's not enough to explain why the crew was one step ahead.
24:19Both pilots had made the descent into Kathmandu before, using the exact same chart.
24:28Inside the cockpit of another Airbus A300, the team looks for answers.
24:34There's no place to clip an approach chart here.
24:36Robinson notices that the pilots would have had to repeatedly pick up the chart to set their altitude.
24:41Then, quite by accident, investigators find a key clue about the handling of the chart.
24:52If you pick up the chart and happen to put your thumb over the 11,500 foot mark for 16 nautical mile marker,
25:00in that case, it might have guided his eye to the next height fix,
25:06and he might have assumed that that was the correct height for the 16-mile marker point.
25:10This definitely makes it look like 10,500 is the correct altitude at 16 miles.
25:18It's an important lead.
25:20The team now believes the captain misread the chart.
25:25Kathmandu Tower, good afternoon.
25:27Pakistan 268, 25 miles at 11,500.
25:30Just a few minutes before impact, the first officer reports being 25 miles from the airport,
25:36at the correct altitude of 11,500 feet.
25:41But then, when the captain takes the chart, his thumb may have obscured the next altitude.
25:48Here it is. Watch my levels.
25:51So instead of maintaining 11,500 feet, Captain Janjua dials in the altitude he sees next on the chart.
25:58Descending to 10,500.
26:00Oblivious to the fact that that altitude is actually for the next step of the approach.
26:16As investigators pursue their theory...
26:19At 16 miles, they should be at 11,500.
26:22But they've descended to 10,500.
26:25They uncover a new mystery.
26:27But then they report being at 11,500.
26:31How could a misread chart cause the crew to misreport their actual altitude?
26:37It's a fast and steep approach.
26:39And unless you're a pilot with considerable experience flying this route, maybe several times in a week, it's going to be very testing.
26:46Flap 15.
26:46At the 16-mile marker...
26:48Landing gear down.
26:49The captain has already dialed the flight's descent 1,000 feet too low.
26:54Gear down.
26:55But the first officer reports the altitude listed on the approach chart.
26:5911,500.
27:01Without double-checking the data on his altimeter.
27:04Captain Janjua doesn't notice the discrepancy between the reported and the actual altitudes.
27:10In quite a stressful environment, such as the arrival at this airport, the build-up of pressure inside the pilot must be quite considerable.
27:22Runway zero-two.
27:23Both pilots appear to have made fatal mistakes.
27:28Air traffic control would normally spot the danger.
27:32But without radar, the controller couldn't warn the pilots they were flying too low.
27:37In this case, without radar, it's really the responsibility of the crew to make sure of where they're flying in their approach.
27:43Investigators believe they have discovered the chain of events that led to the crash.
27:57The first mistake happened before the 16-mile marker, where the captain misread the approach chart.
28:03Here it is.
28:05Watch my levels.
28:06And entered the altitude for the 13-mile marker, one step ahead.
28:10Descending to 10,500.
28:13Landing gear down.
28:16Then, the first officer misreported the altitude.
28:19Pakistan 268 is at 16 miles.
28:23Relaying where they should be.
28:2511,500.
28:26Not where they actually were.
28:29Shrouded in clouds, flight 268 remained 1,000 feet below the recommended safe altitude for descent.
28:38We crossed out of 8,500.
28:42200 now.
28:43Next altitude is 6,800 at 8 miles.
28:48Now crossing through 7,500.
28:517,400.
28:54What's happening?
28:55No, no, no, no, no!
28:55In the aftermath of the tragedy, investigators recommend simplifying and clarifying the approach to Kathmandu.
29:05They also urge installing air traffic radar at Kathmandu Airport.
29:09But what happens when critical equipment fails pilots?
29:16Stop!
29:17Just stop!
29:19On a notoriously difficult landing strip.
29:21High above the Norwegian coast, Atlantic Airways 670 is flying a short 15-minute commuter flight.
29:36We're all the way up.
29:40Must be time to get ready to go down again.
29:41The plane is making several stops.
29:46Next is the island of Stord, before flying to its final destination at Mulder on the mainland's coast.
29:52The crew is flying a British Aerospace 146, a four-engine commuter plane designed for steep approaches to shorter runways.
30:02The runway is going to be in sight soon. Why don't you see what the weather is doing?
30:0634-year-old Captain Niklas Jörhus is at the controls.
30:11He's been a commercial pilot for more than a decade.
30:15Control, Atlantic 670.
30:18Can you advise on current conditions?
30:20The first officer, 38-year-old Jakob Ewald, joined Atlantic Airways just a few months ago.
30:26Stored airport is positioned on the edge of a rugged island, above rocky cliffs that border the runway on three sides.
30:36There's no margin for error.
30:39Planes that overshoot the runway can end up in the sea.
30:45Control, Atlantic 670.
30:47We'd like to do a visual on the runway 33.
30:52Affirmative 670. The runway is free. You are cleared for a visual approach.
30:56Runway 33.
31:05We're stable.
31:07We have landing speed.
31:13And spoilers.
31:19No spoilers.
31:23Full brakes.
31:23We're not stopping.
31:28Speed!
31:33Flight 670 hurtles towards the edge of a cliff.
31:39Captain Jörhus uses all his might.
31:42Hang on!
31:44Trying to stop the plane.
31:47Stop! Stop! Just stop!
31:50We're going over!
31:57We're going over!
31:59We're going over!
32:07Door.
32:11Door.
32:12It's a door!
32:13Door is stuck!
32:15All 16 people aboard fight to save their lives.
32:24We have to get out of here.
32:26The pilots escape through a side window.
32:32Nearly all the passengers get out before the jet is engulfed in flames.
32:36We have to get out of here.
32:37We have to get out of here.
32:37We have to get out of here.
32:38Four people die in the accident.
32:50Both pilots survive.
32:53Within hours, Norway's accident investigation board, the AIBN, is at the scene.
33:00Watch your step, guys.
33:02Investigators realize the wreckage will give them few leads
33:08Fire destroyed most of the plane
33:10The team locates the black boxes
33:16But they've been exposed to intense heat for two hours
33:20More than twice what they're designed to endure
33:26Investigators hunt for the spoilers from the plane's wings
33:29They're critical devices for landing the aircraft
33:33The BAE-146 has six spoilers that should have deployed on touchdown to disrupt lift
33:41Which helps the plane grip the runway and come to a safe stop
33:45So did the spoilers on flight 670 fail to deploy?
33:51It may be a difficult question for the team to answer
33:54All six of the plane's spoilers were destroyed by fire
33:59Digging into this wreckage we saw that it was no switches, no wires
34:05Nothing that could be useful for us
34:08But we knew that the actuators possibly could tell us something
34:12Investigators are in luck
34:14The actuators that moved the spoilers into place survived
34:18Okay then, let's see what these can tell us
34:24The actuator is the one moving the spoilers up and down
34:29The actuator is a sort of a jack
34:31You see?
34:33So it pushes the spoilers up and it locks them
34:37X-rays of the actuators confirm suspicions
34:41The spoilers never deployed
34:45Without them, flight 670 didn't have the usual amount of stopping power
34:51But as a safety feature, the British Aerospace 146 can stop without spoilers
34:59As long as the speed is under control
35:04The last part of the runway, for instance
35:08The speed should have been so low
35:09So spoilers or no spoilers shouldn't be that important
35:13So we knew early on that it must be something else
35:17In addition to the spoilers
35:19But what?
35:21That's the question now
35:23Stop! Stop!
35:24Just stop!
35:26Stop!
35:30Investigators interview the captain
35:32To find out what compounded the spoiler malfunction
35:34And led to the crash of flight 670
35:37What happened when you first touched down?
35:41No spoilers
35:42All brakes!
35:43We were slowing down
35:45The plane was decelerating
35:47But not nearly quickly enough
35:49Talking to the crew
35:50We got indications that the brake
35:53Possibly was not working
35:55Investigators need to know
35:58How well the brakes were working on the landing
36:01They pin their hopes on the plane's skid marks
36:05Close scrutiny reveals something odd
36:11Anyone seen skid marks this colour before?
36:15Normal skid marks
36:16They're like black lines along the runway
36:19But this was more like a lightly coloured brownish type of marks
36:26Equally strange
36:29The skid marks were dotted with unusual pieces of debris
36:32It smelled like rubber
36:36And it felt like rubber
36:38But soft and sticky
36:40The debris seems to be from the tyres
36:44But investigators have no idea
36:47Why they disintegrated so completely
36:49I have personally never seen
36:53Such rubber grains on the runway before
36:57So that was new to me
36:59Digging through the remains of the burnt fuselage
37:12Turns up an unexpected lead
37:14A kind of breakthrough
37:16Came when we started to remove the wreckage
37:20One of the tyres from Flight 670's landing gear
37:25Survived the fire
37:26It's a lucky break
37:28Right away
37:32The edges attract investigators' attention
37:34The rubber has a peculiar texture
37:37Just like the pieces found on the runway
37:39More sticky rubber
37:41The inner left hand main landing gear
37:45Had a flat spot
37:47Which indicates that the tyre had been
37:49Skidding along the runway
37:51The tyre manufacturer provides investigators
37:55With an intriguing explanation
37:57Reverted rubber hydroplaning
38:00If a rubber tyre is skidding along a damp runway
38:08The extreme friction generates so much heat
38:12It turns the water into a cushion of steam
38:15That can lift the tyre off the runway's surface
38:18And basically making it a lot more difficult
38:22To get the required retardation from the wheel brakes
38:26The extreme heat also breaks down the rubber into sticky fragments
38:33Just like those found on the runway
38:35Looks like we got a match
38:38But reverted rubber hydroplaning only occurs if the wheels lock
38:45And the BAE 146 is equipped with anti-lock brakes
38:49They're not supposed to lock up and cause the plane to skid
39:02But that's exactly what happened
39:04They turn to the cockpit voice recorder for leads
39:17Reducing thrust
39:18Listening closely
39:21They soon hear a distinctive chime
39:24We're not stopping
39:28And compare it to a library of sounds
39:31Can you match that?
39:35The chime indicates the plane's emergency brake has engaged
39:39We're not stopping
39:42Listen to those tyres
39:45First the chime of the emergency brake
39:47Then they start skidding
39:49I think we found our smoking gun
39:55Anti-skid and touchdown protection may not be available
40:03Investigators check the aircraft manual
40:05If the emergency brake is switched on
40:08Anti-skid protection automatically turns off
40:11This means the wheels can lock
40:14And the aircraft could skid
40:15That was the last piece in the puzzle
40:18That told us more about this braking situation
40:21Reducing thrust
40:27Investigators finally know what led to Flight 670's crash
40:32Once the spoilers didn't deploy
40:36No spoilers
40:38Full brakes
40:38Full brakes
40:38Here he switches on the emergency brake
40:42We're not stopping
40:43And that's the final straw
40:48Which means basically that the wheels locked
40:52As on a car with no anti-skid brakes
40:54The plane's fate was sealed
40:57We're going over
41:00If you have a failure at a critical time
41:11Like just after touchdown
41:12In a case like this
41:13And the normal systems for deceleration do not work
41:17Then you automatically go to the emergency brakes
41:21Hang on
41:23In their final report
41:28The AIBN urged improved pilot training for similar situations
41:33They also called for longer safety areas
41:37Around runways
41:39Especially at airports like Stored
41:41That are surrounded by steep terrain
41:43Three challenging landing attempts with tragic endings
41:48Each one a lesson in how pilots should tackle risky landings
41:56The main task is to improve safety
42:02And the other is telling the story
42:05So other can learn from failures
42:07You know
42:08Awesome
42:10You know
42:11Everyone
42:12No
42:13No
42:14Man
42:15No