- 6/21/2025
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TVTranscript
00:00On a cold day in northern Ontario, a passenger jet is unable to climb above the trees.
00:07I thought, oh my god, we're going to crash.
00:12Nice of them to clear the snow.
00:14During a snowstorm in Sweden, a routine take-off leads to a mysterious engine malfunction.
00:21There was a really big roar in the aircraft, almost like an explosion.
00:26Boom!
00:30Go around! Go around thrusts.
00:33And when a jet crashes into a hillside above Canada's Arctic Circle.
00:37A 737 has just gone down a resolute bay.
00:40Investigators wonder if a magnetic phenomenon is at play.
00:44His compass is drifting. He's off, about 17 degrees.
00:49Three airline disasters in harsh northern locations.
00:55Investigators struggle to uncover how distinct challenges in the north
00:59overwhelmed all three flights.
01:03Mayday, mayday.
01:08Oh, stop!
01:09A midday snow falls on the airport at Dryden, a remote community in northern Ontario, Canada.
01:22Air Ontario flight 1363 to Winnipeg is refuelling.
01:40Canora Dryden, it's Ontario 363.
01:43As First Officer Keith Mills checks the weather conditions, Captain George Moorwood returns after making a phone call.
01:53It's getting worse. What's the latest?
01:55And it won't clear until late afternoon.
01:58Check that. Quite heavy snow. Looks like it's going to be a bad one.
02:01It's still within our take-off limit.
02:04Captain Moorwood has been a commercial pilot for 34 years.
02:08Cross check.
02:11First Officer Mills has 14 years of flight experience.
02:16The Fokker F-28 began the day in Winnipeg, flew to Thunder Bay and is now stopping over in Dryden before returning to Winnipeg.
02:24But the weather is deteriorating.
02:29The blanket of snow is falling, and I couldn't see the tree line anymore. It was like looking through a shear.
02:42V-1. Rotate.
02:47The F-28 gets off the ground.
02:52But it isn't climbing.
02:56Our take-off was very slow and sluggish.
02:59There's this dip to the left, and then dip to the right.
03:03I thought, oh my god, we're in a crash.
03:0849 seconds after lifting off.
03:14Flight 1363 crashes, a half mile from the runway.
03:18I didn't know where I was.
03:19And at that point, I thought, oh my gosh, I'm alive. I'm still alive that this is all happening so quickly.
03:36Forty-five people survived the accident.
03:40Twenty-four, including Captain Moorwood and First Officer Mills, do not.
03:46This way, come on.
03:47Why did the plane fall out of the sky just after take-off?
03:54A team of investigators from the Canadian Aviation Safety Board arrives at the scene the following day.
03:59You're going there hopefully with the idea that you can find out what happened, why it happened, and how do you prevent it from happening in the future.
04:12We walked the entire path of the airplane right to the crash site. That was the first thing that I did.
04:19I wanted to document what I was seeing by photographing.
04:24The path of destruction through the forest provides investigators with their first clue.
04:29Look at how these treetops have been clipped off.
04:39It didn't ever fly.
04:41What happened was the airplane went off the end of the runway in what we would call ground effect and just stayed at that height.
04:47The team recovers the F-28's two black boxes from the wreckage.
05:00But they suffered extreme heat damage and the data is unrecoverable.
05:10Investigators will have to rely on survivors' accounts for clues.
05:13They said in their witness statements there was snow and ice on the wings when the airplane attempted to take off.
05:24Was the storm a factor in the accident?
05:27Weather charts show that during the half hour the F-28 was on the ground at Dryden Airport,
05:34snowfall grew significantly worse.
05:38Investigators now have a theory.
05:40And we may find other reasons.
05:44For sure, snow and ice on the wings was a factor in this accident.
05:48Flight attendant Sonja Hartwick's account offers a crucial detail.
05:53As we took off, I noticed that the wings just became a solid sheen of grey, shiny ice.
06:00The team consults the F-28's manual to find out the extent of its anti-icing system.
06:09They discover that only the wings' leading edges are protected.
06:13So it wouldn't have cleared the ice Hartwick noticed forming on the surface of the wings.
06:22Investigators now suspect that the build-up, what experts call wing contamination, played a major role in the accident.
06:33To verify their theory, they call in engineers from Fokker to run computer simulations of the crash.
06:40They were able to get some very good data simulating the type of loads, temperatures, etc. that the Dryden aircraft would have been exposed to.
06:52The simulations reveal that due to the angle of the F-28's wings, even a small accumulation of ice will make the aircraft vulnerable to stalling.
07:01The finding supports what witnesses saw.
07:07It just barely got airborne, dropping wings, losing lift and then hitting trees, decelerating to the point where it broke up.
07:19The team is now certain that ice contamination on the wings was the main cause of the crash.
07:25The conclusion raises a more intriguing question.
07:28Virtually all cold-climate airports, including Dryden, are equipped with the technology to remove ice from a plane.
07:41Yet Captain Moorwood never requested de-icing.
07:45Why?
07:49Investigators scrutinize his employment records searching for an answer.
07:53They portray a conscientious pilot who had delayed and even cancelled flights in the past because of icing concerns.
08:03Why did he fail to do so on the day of the accident?
08:07Another pilot who was at Dryden Airport that morning provides some of the answer.
08:13He heard an angry Moorwood on the phone to Air Ontario.
08:20That is what I have been trying to tell you.
08:23Right. So now what am I supposed to do?
08:26No. You figure it out.
08:29It's an important new lead.
08:31The team now wants to know the reason behind the argument.
08:35And if it might explain why Captain Moorwood didn't de-ice the wings.
08:43They delve into the plane's flight log and discover that on the day of the crash,
08:47the plane's auxiliary power unit wasn't functioning.
08:50The APU is a generator that provides the power needed to start the engines.
09:01Normally the captain would rely on the APU to restart his engines after shutting them both down for refuelling.
09:09But if he couldn't use his APU, he couldn't shut his engines down.
09:12That meant flight 1363 had to be refuelled with one engine running.
09:19But Air Ontario policy prohibited de-icing with an engine running.
09:25The fluid can be ingested in the engines and then find its way from there to the air conditioning on the airplane
09:31and make it extremely noxious in the cabin portion of the airplane.
09:35If Moorwood had shut down both engines, he wouldn't have been able to restart the plane.
09:43He would ground the aircraft there effectively, requiring the billeting of passengers and hotels
09:52and added expense to the airline for which he would be answerable.
09:56So he was under a great deal of pressure.
09:59No. You figure it out.
10:00And I believe that the conversation on the phone would have been about that scenario and his displeasure with it.
10:08But he didn't have any other chance.
10:10It's getting worse. What's the latest?
10:12Quite heavy snow. Looks like it's going to be a bad one.
10:15It's still within our takeoff limits.
10:17Investigators discover that although the amount of snow on the wings was still within limits,
10:22it's what was hidden beneath the snow that doomed the flight.
10:25The fuel in a plane's wings can get as cold as minus 40 degrees.
10:32The frigid fuel cools the metal surface of the wing.
10:36When snow hits this super-cooled surface, it freezes instantly into a barely visible layer of ice.
10:44And this, of course, is what's disrupting the airflow on the wing and destroying the lifting capabilities.
10:49Advise Kenora, we're ready to proceed.
10:54Perhaps not wanting to face the consequences of shutting down his engines,
10:59Morwood opted to take off for Winnipeg without de-icing the plane.
11:04He must have concluded that the ice would blow off on takeoff.
11:08That is where he made a mistake, a tragic mistake.
11:13In the wake of Flight 1363, Canada upgrades airport's de-icing capabilities.
11:23We now have runway and de-icing pads so they can get a final de-icing before they take off.
11:30This was something directly the result of the Dryden Commission inquiry.
11:34But frigid conditions have more than one way of endangering an aircraft.
11:40On-ground emergency!
11:42Bend down! Bend down!
11:44As the crew of one Swedish airliner suddenly discovers.
11:51It's two days after Christmas.
11:54Stockholm Arlanda Airport is blanketed in snow, slush and ice.
11:58Passengers are boarding Scandinavian Airlines Flight 751 to Copenhagen.
12:05Among them is Per Holmberg, an off-duty captain who flies for the airline.
12:10He's scheduled to command another flight later in the day.
12:14In the cockpit is 34-year-old Ulf Sedermark, who has been with the airline for four years.
12:20He's the first officer on today's flight.
12:23The temperature was just below freezing and light winds.
12:26We were going to fly Stockholm to Copenhagen and then to Warsaw, back to Copenhagen and down to Barcelona that day.
12:35The captain in command of the MD-81 is Danish pilot Stefan Rasmussen.
12:43Where are we now with the de-icing?
12:46The wings aren't quite done. They've done the underside. Now they're doing the top.
12:50The ground crew is conducting a second round of de-icing.
12:53It took a while, but they had trouble getting rid of the snow on top of the wing.
13:00So we were slightly late for their pushback out of our runway.
13:04Shortly after 8.30 am, the process is complete.
13:07Scandinavian 751, you are cleared for take-off from runway 08.
13:18Gear up. Gear up selected.
13:21When Ulf, he reached out for the gear, I heard things which was different.
13:37There was a really big roar in the aircraft.
13:41Almost like an explosion.
13:43Boom!
13:44Come on at that inhale.
13:49There was another banging noise that I just thought, what is that?
13:52I had never heard that before.
13:54That sounds serious.
13:56I believe it's a compressor stove.
13:59I believe it's a compressor store.
14:02I took the right throttle and moved it a little back.
14:07But there, it really became strange because the engine performance increased when I reduced the throttle.
14:163,200 feet above ground, the emergency escalates.
14:22When we have flown a little over one minute, the right engine just went down.
14:29Two seconds later, the left engine also quits.
14:35The plane loses all thrust.
14:39Less than a minute and a half after takeoff, the MD-81 begins falling from the sky.
14:48And after that, it was complete silence.
14:53And I think that was the worst moment for me.
14:56Engine relay.
14:59The pilots try to restart their engines.
15:05Only to see the left engine erupt in flames.
15:10The fire could spread to the rest of the plane.
15:13Should I pull?
15:14But if the pilots activate the fire extinguisher in the left engine, they won't be able to restart it.
15:19They decide to extinguish the fire.
15:29Flight 751 is now falling at a rate of 1,200 feet per minute.
15:33We have problems with our engines, please.
15:38We need to go back to...
15:40To go back to Ireland up.
15:43751, roger.
15:45Turn right heading to...
15:46Suddenly, the radio goes dead.
15:49A result of the engine failure.
15:51Captain Per Holmberg steps in to assist.
16:09He came out in the cockpit and he said, is there anything I can help you with?
16:15I don't think I even said yes.
16:16I said, just said, start the APU.
16:19He managed to start the auxiliary power unit.
16:22So my flight instruments were supplied from that.
16:25But for some reason, Captain Rasmussen's instruments don't come back online.
16:30He managed to fly the plane basically by feel.
16:33However, the APU is powering the radio again.
16:37Stockholm Air Traffic Control instructs the pilots to return to the airport.
16:45But the plane is now just 1,600 feet from the ground.
16:50Holmberg wants Rasmussen to focus on finding a place to make an emergency landing.
16:55Look straight ahead.
17:00Prepare for on-ground emergency.
17:01On-ground emergency.
17:05Bend down.
17:07Bend down.
17:08Bend down.
17:09Captain Rasmussen finds himself gliding without power over a dense forest.
17:16I could use the trees as almost like a pillow.
17:21Should I lower the landing gear?
17:23Yes.
17:23Gear down.
17:31Scandinavian Airlines Flight 751 crashes 9 miles northeast of Stockholm-Arlander Airport.
17:51The fuselage has broken into three pieces.
17:57Rescuers arrive within minutes.
17:58Ninety-two of the passengers are injured.
18:07But when a head count is conducted...
18:13...the crew learns that not a single person was killed in the crash.
18:18Just as I was the happiest captain in the world.
18:22We were all alive.
18:24That was a great moment.
18:26Sweden's Accident Investigation Board takes charge of the case.
18:32They're joined by a team of investigators from Scandinavian Airlines, led by Tor Hultgren.
18:37So it's most unusual that the plane crashes in a wooded area.
18:43And everybody survives.
18:45I've never heard of it before.
18:48We had a complete aircraft.
18:51Nothing had burned.
18:52And we had lots of good data.
18:54The plane's cockpit voice recorder and flight data recorder are recovered for analysis.
19:01In the meantime, investigators interview the passengers and crew.
19:06Would you mind telling me what you saw and heard?
19:09They recall hearing repeated booming noises before the left engine caught fire.
19:14The cockpit voice recorder picked up those sounds.
19:19We could correlate that with when the damage occurred.
19:22You can see that on the flight data recorder.
19:25For investigators, the booming sounds are evidence that the MD-81's engines were surging.
19:32Jet engines rely on a steady stream of air for combustion.
19:36A series of fans moves incoming air through various stages of compression.
19:40But when that flow is disrupted, fuel at the rear of the engines ignites and shoots forward in what's called a surge.
19:49This surge process was very violent.
19:52So after a very short time, we had an aircraft with two engines that could not be restarted, that didn't generate any thrust.
20:00Basically, you had a giant glider at that point.
20:06What caused the engines to surge?
20:10A close look at the fan blades from the front of the engines provides an explanation.
20:20They're badly dented.
20:22The damage would have prevented them from smoothly directing air to the rear of the engines.
20:26This damage that twisted the fan blades started this process.
20:31You got this disturbed air in the fan.
20:34You got this rotating fan stall that then triggered this whole breakdown, this compressor surge,
20:40and then the whole process that led up to the dual engine failures.
20:44But what damaged the blades?
20:47There are ways to find out.
20:48If it comes from a stone, rubber, ice, and so on, you can see it on the shape of the damage.
20:55Analysis of dent patterns on the fan blades is conclusive.
20:59They were struck by ice.
21:01The ice causes very specific damages.
21:04It's sort of like a soft dent.
21:11Investigators need to discover where the ice came from.
21:15They learned that the MD-81 arrived from Zurich the night before, with its fuel tanks more than half full.
21:21The fuel in the wing tanks were close to minus 20 degrees Celsius.
21:30The frigid conditions were ideal for the formation of clear ice on the wing surface.
21:35And here you had very, very cold fuel on the top wing skin.
21:39And as the temperature dropped during the night, it went to snow and rain and finally snowed.
21:46But 10 inches total on top of the wings in the morning.
21:49The cockpit voice recorder backs up Rasmussen's testimony.
22:19The ground crew insists that after they sprayed the wings, they appeared to be clean.
22:25But that appearance was deceptive.
22:28It looked perfect.
22:30Because the clear ice on top of the fuel tanks, you cannot see the clear ice.
22:36A technician inspected the front of the wing and found no ice.
22:40But further back, beyond his reach, the situation was different.
22:44But still, there was maybe an inch of ice on top of the wing when the aircraft took off.
22:51As soon as the plane took off, ice became a problem.
22:55On this aircraft, the engines are positioned behind the wings.
23:00And as the aircraft rotated and the wings bent in order to take the weight of the aircraft,
23:07this ice in the wing roots loosened.
23:10And it sucked right into the engine.
23:12The ice damaged the fan blades at the front of the engine, causing them to surge.
23:17Nobody really expected that this would happen, or could happen.
23:25But they did.
23:28Now investigators wonder, did the pilots respond correctly to the surge?
23:33Or did they make the situation worse?
23:35They comb through the flight data to track what the pilots did when the emergency struck.
23:43The first thing you do when you have a surge, if you recognize this at the surge, is that you reduce power.
23:52Of course, you just pull the throttle back, and that was actually what I did.
23:58But the flight data recorder tells a different story.
24:01Why is the engine power increasing?
24:03It clearly shows that in the moments after the surge, thrust was reduced, but seconds later increased to full power.
24:13And the throttle position was moving.
24:16It shouldn't be.
24:17The only thing that could move the throttles in clamp was the pilot's hand.
24:23But if Rasmussen didn't push the throttles forward himself, what did?
24:27Investigators consult with the MD-81's manufacturer to find out what could have caused Flight 751's throttles to increase power shortly before the crash.
24:42The answer is something called Automatic Thrust Restoration, or ATR.
24:47It's brand new.
24:48It automatically increases the thrust during the climb.
24:52ATR was recently introduced as a safety feature on Scandinavian Airlines planes.
24:58It was designed to stop pilots from throttling back to dangerous levels in an effort to reduce noise over residential areas.
25:06So as soon as he powered back, the system kicked in.
25:12Investigators learned that when Rasmussen reduced power to clear his engine surge, the ATR system recognized this as a dangerously low power setting and automatically pushed the throttles forward.
25:24The increased thrust made the surging worse.
25:27And they went into self-destruct, both engines.
25:30In a few seconds, they were both totally destroyed.
25:44The system was so new that no one at Scandinavian Airlines was aware it had been installed on their airplanes.
25:51We hadn't bought that modification, and it was sneaked in via another system.
25:57The investigation concludes that the pilots followed the right procedures to clear the surge and prevent the catastrophe.
26:09But the ATR undermined their efforts.
26:16In the wake of the crash, Scandinavian Airlines began training pilots in how to use the ATR system.
26:22They also implemented procedures to ensure their airplanes don't take off with clear ice on the wings.
26:30We changed all the procedures.
26:32We provided stairs for the mechanic.
26:35And we made it a requirement to go up on top of the wing and touch it with your hand to verify after de-icing.
26:42As planes travel further north, they have to contend with more than just snow and ice.
26:49Go around!
26:50Flying in the high Arctic presents another unseen danger.
26:5726,000 feet over Canada's Nunavut territory.
27:00CYRB military, this is First Air 6560.
27:08CYRB military, ETA Resolute 1643.
27:12First Air Flight 6560 is approaching Resolute Bay.
27:17The remote community is home to about 200 residents.
27:21The land is well above the tree line.
27:26It's very barren.
27:27There's nothing on it.
27:29There's no tundra, no plants.
27:31It's just sand and rock.
27:34The 737 charter is carrying cargo along with 11 passengers and four crew.
27:42Flight 6560 left Yellowknife an hour and a half earlier.
27:47It's due to land in approximately 30 minutes.
27:51Wind 180 degrees at eight knots.
27:55First Officer David Hare joined First Air four years ago.
28:02There we go.
28:04The captain, Blair Rutherford, has been with the airline for more than 15 years.
28:09OK, let's go over the approach.
28:11OK.
28:12Today, Resolute Bay is blanketed in heavy fog,
28:15so the crew will be relying on their autopilot during the approach.
28:18Checklist complete.
28:19Autopilot.
28:23This way, they don't have to worry about lining up with the runway visually.
28:28The plane's computer will maintain control until they're ready to land.
28:32At 11.40 a.m., Flight 6560 begins its final approach to the runway.
28:45First Air 6560.
28:46We're three miles out on final.
28:47We're over the shoreline now.
28:54All right.
29:03Suddenly, the low-altitude warning goes off.
29:05Flight 6560 is too low and slams into the ground at 180 miles an hour.
29:32the plane skids across the crest of the hills
29:40and bursts into flames
29:44a 737 has just gone down on Resolute Bay, no duff
29:52by coincidence, a military flight heading to Resolute Bay
29:56is carrying air crash investigators from Canada's Transportation Safety Board
30:00they're participating in an armed forces exercise
30:04simulating an air accident in the north
30:06but suddenly they're dealing with the real thing
30:11we need to hit the ground running
30:13rescuers arrive at the crash site
30:26and discover three passengers have survived
30:28the other 12 people on board, including both pilots, are dead
30:37are you guys with the TSB?
30:43show me what you got
30:43it's up to investigator Brian MacDonald and his team to find out what happened
30:48we're here, they came down here, two clicks east
30:52I got pretty close to the runway
30:56the plane's cockpit voice recorder and flight data recorder are recovered from the wreckage
31:02we were able to get them on an aircraft and down to our laboratory in Ottawa on the following day
31:09while they wait for the data, the team tracks the flight's final moments using records from a temporary radar system set up by the military
31:17they immediately discover something unusual
31:22where the hell are they going?
31:24the radar shows flight 6560 was flying parallel to the runway when it crashed
31:31the 737's autopilot should have guided the plane to the runway
31:43why did it crash into a hill more than a mile away instead?
31:47alright, let's see what these guys were thinking
32:00the TSB's John Stewart needs to find out why flight 6560 drifted off course
32:06he listens to the cockpit voice recorder for clues
32:10GPS has us going off to the right
32:13the first officer knew they were off course
32:20so, uh, aren't we too far to the right?
32:29we'll get there
32:30if we're going right, Resolute Hill is right of the runway
32:35not only did the first officer realize they were off course
32:40he knew they were headed toward a hill near the runway
32:43but the plane's autopilot system should have been locked onto Resolute Airport's instrument landing system
32:52the ILS
32:53the ILS emits a signal known as a localizer beam
33:02it can be picked up by the plane's autopilot to navigate the plane safely to the runway
33:07we're not on the localizer
33:10no, we're fine
33:11the autopilot's tracking the localizer
33:13I think we should abandon the approach, go around and sort this out
33:17no, we're good
33:18we'll continue the approach
33:19okay
33:21continuing approach
33:24the captain is confident the autopilot will adjust their course for the runway
33:30but then...
33:32go around, go for it
33:34go around
33:37go around for us
33:39the ILS beacon should have guided the plane all the way to the runway
33:48investigators need to find out why that didn't happen
33:54we had the download information from the flight data recorders
34:01okay, pitch up 2 degrees
34:05using the flight recorder data
34:07speed to 168 knots
34:10the team retraces the plane's approach to Resolute Bay
34:14turn left 2 degrees
34:16but on the final turn toward the runway
34:23they identify the critical moment
34:25that's where it started to go wrong
34:29they turned too wide and never got back on the beam
34:32what happened during the turn that sent the plane off course?
34:37to carry out the ILS landing
34:40autopilot
34:42set
34:44the crew needed to set their autopilot to a mode
34:50localizer alive
34:51which locks it on to the ILS signal
34:54let me just see the control wheel inputs
34:58so the turn started out okay
35:01nice and smooth through here
35:03definitely the autopilot in control
35:07but during the final turn
35:10the data changes
35:12these jagged corrections have got to be human
35:15they must have been flying on manual
35:18sometime during the turn control of the plane switched to manual
35:23the autopilot wasn't locked in any longer to the localizer beam
35:28without ILS
35:30the pilots would have to depend on their eyes
35:33to line up with the runway in heavy fog
35:35who or what changed the control mode?
35:40and why?
35:41investigators hear nothing on the CVR
35:43to indicate the captain switched off the autopilot intentionally
35:47but there's another possibility
35:49autopilot systems have built-in capability for pilots to override it
35:55the aircraft is not reacting quick enough or it's doing something too quickly
36:00flight data reveals a slight pressure was applied to the captain's control column
36:05just enough to trigger the switch to manual
36:08we believe it was likely an inadvertent pressure on the wheel
36:12perhaps someone was leaning over to check something
36:16with neither the autopilot nor the crew steering the plane toward the runway
36:22the wind began pushing it off course
36:29so uh... aren't we too far to the right?
36:33the first officer noticed the problem
36:36investigators now want to know
36:38why didn't the captain do something about it?
36:45let's see what this flight looked like from inside the cockpit
36:49investigators want to know what the captain was seeing and hearing
36:52in the moments leading up to the crash of flight 6560
36:56they combine information from both the flight data recorder and cockpit voice recorder
37:02to recreate the journey on a dashboard simulation
37:06the key thing that we try to do is to understand why events made sense from their point of view
37:11I wanted to see what could each pilot see in their positions
37:15what could they hear?
37:17what could lead them to make the decisions they did?
37:19first air 6560 we're 10 miles from runway 35 true
37:22gear down
37:24the recreation reveals that both pilots were busy preparing to land
37:28there
37:35so busy it seems that neither noticed the critical control mode change
37:40that's where the autopilot mode switched
37:43there's a lot going on in the cockpit also in the turn at this time
37:46so they're not necessarily looking to see if there's one light in a sea of lights that's no longer lit
37:51we're not on track here
37:54we're off to the right of it
37:56GPS has us going off to the right
37:59both the GPS and the horizontal indicator were clearly showing the plane was drifting further from the runway
38:06we'll get there
38:10yet the captain did nothing to correct the problem
38:14okay
38:18what's he thinking?
38:23investigators find a possible answer in the flight data
38:27his compass is drifting
38:30he's off
38:32by about 17 degrees
38:34the captain's compass was reacting to an invisible natural phenomenon
38:39this far north the compass will always point to the magnetic north pole
38:42not to the geographic north pole
38:45two different points on the globe
38:50pilots have to regularly recalibrate their compasses using GPS to establish their true heading
38:57there we go
38:58might as well do yours too
39:01heading 029 degrees
39:04investigators determined the pilots only made one compass adjustment during the flight
39:08and that was before they made the turn to begin their final approach
39:14as the plane descended towards Resolute Bay
39:18their compasses were drifting at different rates
39:25each pilot had a completely different understanding of what was happening
39:29we're not on the localizer
39:31we're not on the localizer
39:32we're fine
39:33the autopilots track in the localizer
39:35the captain had a perception that they were on a correction course
39:46Rutherford's compass was telling him that he was flying 331 degrees
39:50straight back towards the center line
39:55of the runway
39:57but
40:01he was actually
40:03flying
40:05348 degrees
40:07straight towards the hill
40:09having two pilots that have different perceptions of the situation is problematic
40:24continuing approach
40:26as the less experienced pilot
40:28first officer hair may have felt reluctant to voice his concerns more forcefully
40:33moments later
40:35the captain was caught by surprise
40:37go around go for it
40:39by the time the crew decided to abort the landing
40:42go around
40:44go around thrusts
40:46it was too late to get the power they needed to climb out of trouble
40:49two seconds later
40:51they slammed into the hill near the runway
40:55there were so many things that had to have happened for this outcome that if any one of those didn't happen
41:08you wouldn't have had the accident
41:11following the investigation the safety board urges first air to review how pilots calibrate their compass
41:17I think we should abandon the approach go around and sort this out
41:22no we're good
41:24we'll continue the approach
41:26it also recommends that the company institute clear policies on how first officers should take control in dangerous situations
41:33as the flight progresses you can see in the conversation between the two of them that the two pilots have differing views as to what needs to be done
41:42three planes fall prey to the hidden dangers of flying in the north
41:48with each investigation the cause is revealed
41:52and northern skies become a safer place
41:57our job is to illuminate where the deficiencies are and the industry and the regulator will take action to mitigate those risks
42:07to mitigate those risks
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