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Welcome to AIRPLANE MODE βοΈ β a dedicated archive of real airplane crash videos, featuring authentic black box recordings, cockpit audio, ATC communication, and rare raw footage from around the world.
π§ Purpose of This Video:
This footage is shared only for educational, awareness, and historical documentation. We aim to help viewers understand aviation safety, mechanical failure, and human factors that contribute to flight accidents.
π Disclaimer:
We do not own or claim copyright over the original crash footage.
All rights belong to their respective owners and investigative agencies.
This video is not meant to offend, scare, or glorify disaster.
If any content violates your rights, please contact us for removal.
π² Subscribe to AIRPLANE MODE βοΈ for more real crash archives.
ποΈ Respect to all lives lost and affected by these tragedies.
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TravelTranscript
00:00Every flight begins and ends here.
00:05A strip of asphalt scorched by jet engines and marred with rubber.
00:11But not all runways are created equal.
00:14One of the world's most notorious is runway 35L at Congonhas Airport in Brazil.
00:22It could surprise you at any moment.
00:24In July 2007, TAM Airlines Flight 3054 becomes its latest victim.
00:32Accelerate. Accelerate. It can. It can.
00:41The runway claims 199 lives.
00:46It would be carefully scrutinized. Its history reviewed.
00:49Investigators desperately need to know why runway 35L is so dangerous
00:56before more lives are lost.
01:05Made it. Made it.
01:06Made it. Made it.
01:33Heavy rains pound Brazil's largest city.
01:36Sao Paulo sees this kind of deluge regularly during the winter rains.
01:43The downpour snarls traffic to and from Congonhas Airport.
01:49800 km away, TAM Airlines Flight 3054 is en route from the southern Brazilian city of Porto Alegre.
02:00The Airbus A320 is headed for Sao Paulo 90 minutes away.
02:05For the 181 passengers on board, it's a routine domestic flight.
02:20But there's been an unexpected development for Captain Enrique Stefanini di Sacco.
02:26He and his first officer, Kleiber Lima, have just learned that the heavy rain has temporarily shut down runway 35L.
02:34The main runway of their destination.
02:39Did they say when it would reopen?
02:42No.
02:43Let's prepare an alternate just in case.
02:49Ladies and gentlemen, it looks like due to the weather we may not be able to land at Congonhas as planned.
02:54I will keep you advised as I get more information.
02:58Congonhas Airport is one of the busiest in the world.
03:12Planes take off and land here every 90 seconds, carrying a steady stream of people and cargo into the country's economic hub.
03:25But Congonhas is also notorious among pilots.
03:32The airport lies in the heart of the city, crowded on all sides by apartment buildings, offices and roadways.
03:42Runway 35L is less than 2,000 meters long, short for large jets.
03:58Even worse, it's built on a hilltop with a sharp drop off on all sides.
04:03The risk the airport poses, due to its construction, due to its geography, it does not allow for simple mistakes.
04:14Captain Carlos Camacho is the flight safety director of the Brazilian Pilots Union.
04:29As you approach the runway, your adrenaline is really pumping.
04:34For us pilots, it's like landing on an aircraft carrier.
04:44It makes Congonhas one of the most treacherous airports in the world.
04:49In fact, a Pantanal Airlines commuter plane spun out of control while landing just the day before.
05:02And a few months ago, disaster was narrowly averted when a Boeing 737 came skidding to a stop,
05:09just inches before the steep embankment at the end of runway 35L.
05:21When pilots begin landing at Congonhas, they're more worried than when operating at any other national airport.
05:28Flight 3054 is at cruising altitude south of Sao Paulo, when the crew gets news that runway 35L is back in operation.
05:423054 35L is the active runway.
05:45There's no need to divert.
05:51Ladies and gentlemen, this is your captain speaking.
05:53I have some good news for you.
05:56The runway at Congonhas has reopened.
05:58It will arrive as scheduled shortly before 7pm.
06:03The relief of the passengers is not shared by the pilot.
06:06Stefanini has an additional challenge on this flight.
06:10Remember, we only have one reverse, sir.
06:13Yes.
06:15Only the left.
06:17He will have to land at one of the world's most challenging airports,
06:20with less than the usual amount of stopping power.
06:23One of the Airbus's two thrust reversers isn't working.
06:29The devices are designed to slow the aircraft on landing by reversing engine thrust.
06:35If I was the pilot that day, I would be extremely concerned knowing that one of my reversers wasn't functioning.
06:42TAM 3054 35L, clear to land.
06:49Stefanini will be landing on the infamous runway 35L.
06:55The runway is wet and it's slippery.
06:58The wind is 330 at 8 knots.
07:01The crew was informed of poor braking conditions on the runway.
07:06The airbus is on final approach.
07:13Even though the autopilot could get the plane to the runway,
07:18the captain decides to take over the controls himself.
07:22Land green, manual flight.
07:27He wants to bring the plane in as close to the runway threshold as possible.
07:31He needs every inch of runway he can get.
07:3535L, 35L.
07:38The concern was that after touching down,
07:42the pilots needed to be sure that they would be able to stop their plane before the end of the runway.
07:48The passengers only know that they'll soon be landing.
07:52300, 300.
08:02Now they are only 300 feet above the city.
08:07The airbus is lined up with the center of the runway.
08:10The middle.
08:12The runway conditions.
08:15200, 200.
08:17The plane's wheels will touch the congonious tarmac in seconds.
08:2920.
08:30Retard.
08:39As the plane touches down, their worries about landing are only just beginning.
08:44The big conflict of the plane will be installed.
08:47Captain Stefanini applies reverse thrust to the A320's only working reverser.
08:56The pilot would have to activate the reverser on the engine that had a working reverser
09:02as fast as possible to initiate deceleration.
09:05But the plane is not slowing down.
09:09Reverse number one only.
09:10At this rate, it will use up the entire 1,945 meters of runway in less than 30 seconds.
09:19The pilots operated the foot brakes with the pedals, pressing on them for a long time.
09:32Look at this.
09:33Now, look at this.
09:34The aircraft mysteriously pulls to the left.
09:35It's almost as if it has a mind of its own.
09:36Oh, my God.
09:37Oh, my God.
09:38Oh, my God.
09:39Oh, my God.
09:40Oh, my God.
09:41The pilot's operated the foot brakes with the pedals, pressing on them for a long time.
09:44Look at this.
09:45Now, look at this.
09:46The aircraft mysteriously pulls to the left.
09:51It's almost as if it has a mind of its own.
09:57Oh, my God.
10:00Oh, my God.
10:03Oh, my God.
10:04Flight 3054 has slammed into a TAM Airlines building and an adjacent gas station.
10:30Nearly 200 firefighters descend on the scene.
10:36They face a raging fuel fire, burning at almost a thousand degrees Celsius.
10:50The devastation horrifies Dr. Douglas Ferrari.
10:58The explosion spread fire throughout the entire area.
11:01There was a fire in the gas station, killing the people who were filling up their tanks,
11:06burning the whole structure, turning it unrecognizable.
11:14He had hoped to treat survivors, but now he fears there might not be any.
11:20We had three, four cars on fire.
11:25In one of these cars, I saw a mother with her child, dead.
11:34The entire plane is engulfed in flames.
11:38There's little hope for anyone inside.
11:43But now there is a new danger.
11:47Huge quantities of fuel in the storage tanks beneath the gas station could blow up at any
11:51moment.
11:53The aircraft broke its wings on impact and spilled fuel throughout the entire area.
12:05There was a risk of the gas station exploding.
12:13Viewers hope they can save people in the TAM Airlines building.
12:17But with the fire raging out of control, they will have to act fast.
12:30We tried to rescue the people from inside the building.
12:34I was anxious to help them.
12:46Dr. Ferrari makes a grim find inside the TAM Airlines offices.
12:51The airplane wing blocked the way.
12:54It prevented people from escaping.
12:58I was behind the firefighter accompanying me.
13:03While he moved the bodies to the sidewalk, it was a horrible feeling.
13:15But they do locate some office workers in another part of the building and rush them to safety.
13:24On the right side of the building, where there was no obstruction, there was time for people
13:28to get out.
13:30About 10 or 20 people made it.
13:33No one in the aircraft has survived.
13:39199 people are dead, including a dozen people in the gas station and the TAM building.
13:45It's the worst aviation accident in South American history.
13:52The black boxes will not last long in the heat!
13:55Lieutenant Colonel Fernando Camargo is an accident investigator with CENIPA, the country's aviation
14:02safety agency.
14:04In modern aircraft, the recorders are the core of any investigation.
14:10So, when we arrived at the crash site and we saw that strong fire, we got really concerned
14:19about the integrity of the data.
14:22He knows the intense heat could already be damaging the plane's data and voice recorders.
14:27valuable evidence that could help explain the crash may already be lost.
14:34Colonel Camargo and his team know that just the day before, another plane slid off runway 35L.
14:42We knew that we would have to run a complete investigation on the runway.
14:49If a rain-slicked runway caused this crash, disaster could strike again soon.
14:57The pressure is on to figure out exactly what happened to flight 3054.
15:02I knew that there was a video from the surveillance system.
15:07That's the time of the accident, that must be it.
15:10The airport surveillance system captured the doomed Airbus speeding down the runway.
15:14This video could solve a lot of issues.
15:19Let's see it again, please.
15:22But the crash was outside the range of the cameras.
15:29Can we look at this from a different angle?
15:31Even without the crash on tape, the video could hold important clues.
15:36Do you have tape of other A320s landing?
15:41OK, go ahead and play it now.
15:47We compared these timeframes from one aircraft to another.
15:54Nine seconds.
16:00A regular landing, the aircraft would take something about nine seconds to pass over this camera.
16:09OK, another crash plane, please.
16:12And the accident aircraft took three seconds.
16:18Three seconds?
16:19That puzzled us a little bit.
16:26Why was the crash plane going three times faster than the regular A320 landing?
16:31Four hours after the accident, firefighters are still battling the intense blaze.
16:42The fire was a strong fire with a lot of fuel to keep it burning.
16:48Camargo is desperate to gain access to the tail section, which contains the two black boxes.
16:54They concentrated the fight in the rear of the aircraft.
17:01Finally, firefighters beat back the flames enough to get at the recorders.
17:09But it may be too late.
17:11They can be submitted to fire till a certain temperature.
17:21After that, there's no guarantee that data will be preserved.
17:26The recorders will be sent to Washington to be examined at the National Transportation Safety Board.
17:33Now investigators can focus on the infamous runway 35L.
17:46They examine the surface for clues that might explain why flight 3054 went so badly out of control.
17:53We walk through the runway searching for evidence, marks of the aircraft, the point where it veer off the runway.
18:13It's still wet!
18:16The water is pooling, creating puddles.
18:19That shouldn't happen on a modern runway.
18:21When this water gets in contact with the landing gear, the tires, it can generate what we call hydroplaning.
18:29And this is a problem because a pilot will have little or no control of his aircraft.
18:40Camargo and his team wonder why water is pooling on the runway.
18:44They study files from the government agency that runs Congonhas Airport.
18:51They learn that runway 35L had been completely resurfaced just one month before the accident.
19:01In 2007, the runway at Congonhas underwent repairs.
19:07It had been offering a very low level of traction.
19:10There were many reports of skids.
19:11For years, pilots have been complaining about the slippery conditions.
19:20They knew that the pavement need to be reconstructed.
19:25Because the surface allowed the water to accumulate.
19:3535L. 35L. 35L.
19:42The runway had been resurfaced.
19:44That should have solved the water problem.
19:46It reopened just weeks before the crash.
19:49The new surface seemed to be a major improvement.
19:56The airport operated for about a month in dry weather with no problems.
20:02But then, three days before the crash, heavy rains began.
20:14And with the rain, all the problems that were supposed to be solved came back.
20:22On the night of the accident, the biggest problem was still the water.
20:28Aircraft were still reporting difficulties breaking.
20:32They were reporting that there were difficulties to train.
20:35The runway is wet and it's wet green.
20:46In theory, there was no more depressions on the runway to accumulate water.
20:53So, what could cause water to accumulate?
21:00He discovers that the repair work lacked a critical safety feature.
21:04Grooving to be done at a later date.
21:08I wonder it was wet.
21:14Special grooves that carry away rainwater.
21:18Without them, rain would collect in puddles.
21:24The repairs still lacked the necessary upgrade.
21:27It was very difficult to interrupt the operation of the main runway in order to install the grooves.
21:32The installation and implementation of the grooves.
21:42Evidence is mounting that a compromised surface on runway 35L played a key role in Brazil's worst airline accident.
21:51Colonel Camargo is concerned that Brazil's notorious rains may bring more runway disasters.
21:56Soon after the accident, we recommended the suspension of the operations of regular aircraft in rainy conditions.
22:08The airport authority complies, shutting down runway 35L until answers are found.
22:16But the main runway at one of the world's busiest airports can't stay closed for long.
22:26They must find out what caused this accident as soon as possible.
22:30Their focus turns to the A320's thrust reversers.
22:42The plane's maintenance records reveal why only one of them was working.
22:45Four days before the crash, mechanics deactivated the right engine's thrust reverser for routine maintenance.
22:58But the aircraft had then flown without incident for four days.
23:03Action required.
23:05Not only had the plane landed repeatedly with one thrust reverser,
23:10it had even landed safely on runway 35L.
23:15This plane landed on the same runway on the same runway that day with the same problems.
23:27It had only one thrust reverser.
23:29Just one thrust reverser.
23:31No issues whatsoever.
23:33So why had this landing gone so wrong?
23:35Colonel Fernando Camargo travels to Washington D.C.
23:49Technicians at the National Transportation Safety Board will help him try to recover data stored in Flight 3054's badly burned flight recorders.
23:57First, they look for a temperature sensitive chip that could provide a clue as to how bad the heat damage might be.
24:10There is an indicator that turns the color if it was exposed to a temperature above that one that it was manufactured to support.
24:24Even though the boxes are designed to survive a fierce fire of up to 1,000 degrees Celsius, the chip's appearance is worrying news.
24:35The sports were submitted to a fire that exceeded its limitation.
24:43They test the circuit board to see if any of the memories survived.
24:46Without the data, the investigation into Flight 3054 would be effectively crippled.
24:55Colonel Camargo may never know why 199 people died at Brazil's busiest airport.
25:02But the circuit board test provides some hope.
25:06Okay, we got something.
25:09Fortunately, everything works okay. We could recover 100% of the data.
25:15Here we go.
25:17The information paints a picture of the plane's performance.
25:20The speed is fine.
25:22In the critical seconds before the crash.
25:24It came down fine.
25:28Brakes were engaged. Brakes were engaged.
25:30The data confirms that the foot brakes were working properly and that the A320 did not skid or slide.
25:39Here. Here.
25:41Then Camargo discovers that the plane's two engines were inexplicably operating against each other.
25:47Engine one.
25:48The plane's left engine was in reverse.
25:52To help slow the aircraft down.
25:55But the right engine, the one with a disabled thrust reverser.
26:00It's powering up.
26:01Was doing the opposite.
26:03For take off, it's supposed to be idling.
26:05Instead of winding down, it was accelerating to climb power.
26:09It's a limit. It can. It's a limit. It can. It's a limit.
26:13With one engine at full power, the pilots didn't have a chance to stop their aircraft in time.
26:19This aircraft was breaking.
26:21Oh my God!
26:22Yes.
26:23Yes.
26:24But it would take around one more kilometer for it to stop.
26:30The lopsided thrust pushed the plane to the left.
26:35The right engine really was increasing thrust.
26:40There was no means available for the pilot to avoid the aircraft to veer off to the left.
26:53Could be this.
26:54So engine two was thrusting when it should have been idling.
26:57That would explain the veer off to the left, right?
27:00So what does this mean?
27:02Now Colonel Camargo needs to figure out why the right engine was at full power when it should have been in reverse.
27:08At that time we could establish roughly two main lines of investigation.
27:19One, mechanical failure.
27:23And the other one, pilot error.
27:27Colonel Camargo brings in human factors investigators Lieutenant Colonel Marcia Farger and First Lieutenant Vanessa Diaz.
27:38The pilot is Enrique Stefanini Di Seco, age 53 from Sao Paulo, 13,654 flight hours.
27:49The pilot who was in command was a very experienced pilot.
27:56He knew the aircraft very well.
27:58His first officer was Aguiar Kleber Lima, age 54, from Puerto Velo.
28:0414,760 flight hours.
28:09He had enough training to do a good job, including in an emergency situation.
28:13Their job is to determine if the crew somehow made an error that could have caused one engine to stay at full power.
28:27Machines are straightforward because they work in predictable ways.
28:31Humans are infinitely more complex in the way they think and act.
28:35It's much harder to analyze their behavior in an accident.
28:37You know, but I just, I can't believe that this pilot would make that kind of mistake.
28:48Okay.
28:50The Human Factors team must now conduct a psychological study of the crew
28:54to understand how they might have committed a fatal misstep.
28:58We attempted to reconstruct the individual history of each crew member and their experience.
29:05Ladies and gentlemen, this is your captain speaking.
29:10I have some good news for you.
29:12And tried to create a picture that could help us explain what happened in the cockpit.
29:22Colonel Camargo still believes a mechanical failure is more likely.
29:27He now turns his attention to the complicated mechanics that link the thrust levers to the engines.
29:32He must determine if a failure there led to the mysterious power surge.
29:39We began studying the thrust system.
29:43Each and every component of the system.
29:47From the lever to the engine.
29:52We've been through it. We know it's not the fate.
29:54There's nothing wrong with the engines.
29:55That leaves only one component that could have caused the problem.
30:00The mechanism that links the throttles to the engines.
30:03A device called an artificial feel unit.
30:06Or AFU.
30:08Investigators wonder if that device failed.
30:11Leaving the engines at full power even though the pilots set the lever to idle.
30:15But such a failure is highly unlikely.
30:23It's really a remote possibility.
30:27400 billion hours of flight for us to have one occurrence of that.
30:35Still, he needs to rule out the AFU as a possible cause of the crash.
30:43But he's not sure the unit can even be found amongst the wreckage.
30:47Computers, all the avionics, everything was gone.
30:52Luckily, one of the few pieces to have survived the fire is the piece investigators now need.
31:03The AFU.
31:05It's sent to a specialized laboratory that can scan the metal for microscopic markings.
31:10Well.
31:12Look.
31:14It got melted in such a way that you can work with it so we could check something.
31:19The 3D scanner allows them to look for nicks or scratches that would indicate the unit failed.
31:29I'm looking for any unusual marks in this area.
31:34If we could find out any mark, any evidence of the position of this gear,
31:40we could go after the lever and find out the real position of the thrust lever.
31:47But they can find no evidence that the AFU malfunctioned.
31:52Okay, pack it up. Let's go home.
31:55We found nothing.
31:57No mark. No evidence.
32:00Colonel Camargo concludes mechanical failure was not to blame for the improper power setting on the right engine.
32:07He has to assume that for some reason, the crew left the right engine lever at full power after the Airbus landed.
32:15Back in Sao Paulo, the human factors team turns to the cockpit voice recorder, or CVR.
32:24I have some good news for you. Runway, I can go on yourself.
32:25They need to understand the pilot's state of mind as they approach Sao Paulo the night of the crash.
32:30The CVR enables us to get an idea of the interaction between crew members.
32:36They learn that Captain Stefanini was quite concerned about the runway conditions.
32:43Ask me about the rain. Runway conditions. It's the runway slippery.
32:50Tam, on final approach. Two miles away. Could you confirm conditions?
32:58It's wet and it's slippery, 3054.
33:00Wet and slippery.
33:01The pilot is already tense, and then he finds out that runway conditions are worse than usual. Slippery and rainy.
33:08The pilot is already tense, and then he finds out that runway conditions are worse than usual. Slippery and rainy.
33:14The tension can affect the pilot's perception, his concentration.
33:2135 hours. 35 hours. 35 hours.
33:2735 hours. 35 hours.
33:33The pilot is already tense, and then he finds out that runway conditions are worse than usual.
33:37The pilot is already tense, and then he finds out that runway conditions are worse than usual. Slippery and rainy.
33:43It now appears that Stefanini's anxiety about 35L, and not the runway itself, was the main cause of this crash.
33:56Camargo now focuses on the crew's actions.
34:00I think it's ready, sir. Thank you.
34:04He needs to understand how the power levers were handled before the crash.
34:09Using data from the flight recorder, investigators focus first on the landing just prior to the one at Congonhas.
34:17We discovered that the same pilot, the captain, was the one operating the aircraft in the previous land and in Congonhas.
34:29First, how did they land in Porto Alegre?
34:33Okay.
34:34Both levers full forward during approach.
34:40They learned that during the previous landing in Porto Alegre, Captain Stefanini pulled back both thrust levers.
34:46Exactly the right procedure for landing with only one reverser.
34:55And now, both levers to reverse.
34:58At the time of the accident, the correct procedure was for the pilot to take both throttles to idle and both throttles to reverse.
35:09As if you had no problem with the reversers.
35:14They've established that Captain Stefanini carried out the correct procedure for landing with one thrust reverser on the day of the crash.
35:21No reverser number two, auto brakes on, and speed is dropping.
35:31It puzzled me because of the fact that a captain knew the procedure.
35:39He performed the correct procedure hours before in the previous landing.
35:46So what did he do differently two and a half hours later in Sao Paulo?
35:51Okay.
35:52Okay, now Congonhas.
35:54Left lever to idle.
35:56The data shows that Captain Stefanini's handling of the thrust levers.
35:59Then reverse.
36:01Was very different on his landing in Sao Paulo.
36:0420.
36:06Instead of throttling back both levers, he only put the left engine in idle, leaving the right one at full power.
36:16Then, once the aircraft had touched down, he activated only the left reverser, again leaving the right engine at full.
36:26That is quite different. I don't get it.
36:31How could a guy that knew the aircraft, that knew the correct procedure, that executed a correct procedure, how could he do something different?
36:50It doesn't seem to make sense.
36:52We could really use your help on this.
36:53Until Camargo enlists the help of another pilot.
36:59It's only then that he discovers an important detail that could explain what the captain did.
37:06It turns out there was an older, outdated procedure for landing an A320 with a single thrust reverser.
37:13Could you demonstrate it for me, please?
37:14It starts out the same, but then there's an important difference.
37:19The 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.
37:38But that is not what Captain Stefanini did.
37:41He left the right engine at full power, instead of bringing it to idle.
37:46If he was attempting the old procedure, he got it wrong.
37:49Investigators learned that Captain Stefanini would not have been the first pilot to make that mistake.
38:04There had been several accidents around the world.
38:08The cause was identical.
38:09Pilots mishandling the procedure for landing with a disabled reverser, inadvertently leaving one thrust lever at full power.
38:22That old procedure led pilots to error.
38:30Airbus finally modified the procedure to reduce the risk of precisely that error.
38:35The manufacturer changed the procedure, and determined that both levers would come down together to the idle position, and then, right after touching the ground, both would come down to the reverser position.
38:49Both were coming to reverse position.
38:53Retard.
38:54Captain Stefanini was familiar with both the old and the new procedure for landing with a disabled reverser.
39:00Retard.
39:02It now seems on flight 3054, he may have tried to use the old one.
39:07The question for investigators is why.
39:10Investigators still can't understand why the crew of flight 3054 left an engine at full power after touching down.
39:24Did they get it wrong?
39:26But after interviewing other pilots, they do understand why using the older procedure would have made sense that rainy day at Congonhas.
39:33It would bring the plane to a stop much more quickly than the new one.
39:40That could explain why the captain would go for a former procedure that he knew that was more efficient than the current one.
39:52Investigators theorized that in reaction to deteriorating conditions at Congonhas.
39:58Wet runway.
40:00One reverser.
40:02I'm going to buy us some runway and use the old procedure.
40:05He was trying to ensure that he'd have as much distance as possible to stop on the notorious runway 35L.
40:12But he made a costly error.
40:15Under those circumstances.
40:17Remember, we only have one reverser.
40:19We have one reverser.
40:20Manual flight.
40:21Wet.
40:22Slippery.
40:23One reverser.
40:24One reverser.
40:25Manual flight.
40:26It is completely understandable that he had tried a former procedure and under such a pressure made a mistake.
40:37Lieutenant Vanessa Diaz recreates the final moments of the flight in a simulator.
40:55Okay, engine one to idle, engine two stays at climb.
40:59She notices that in a dark cockpit, it would have been difficult to see the position of the thrust levers.
41:0420.
41:05Retard.
41:06Engine one to reverse.
41:07Don't touch number two.
41:08Brakes.
41:09In the simulator, we were able to program in every known factor.
41:14The chronology of events.
41:15Whether it was cloudy or raining.
41:16The wet surface.
41:17The slippery surface.
41:18Position of the levers.
41:19We also went off the runway and had an accident in the simulator.
41:20We also went off the runway and had an accident in the simulator.
41:24Lieutenant Diaz believes she now understands why TAM Airlines flight 3054 is not the same.
41:27In the simulator, we were able to program in every known factor.
41:32The chronology of events.
41:34Whether it was cloudy or raining.
41:36The wet surface.
41:37The slippery surface.
41:38Position of the levers.
41:39We also went off the runway and had an accident in the simulator.
41:49Lieutenant Diaz believes she now understands why TAM Airlines flight 3054 ended in tragedy.
41:59Captain Stefanini had done everything he could to ensure the A320 would touch down on runway 35L with as much room ahead of him as possible.
42:11Land green. Manual flight.
42:15But the prospect of landing on the treacherous runway had so unnerved him that he bungled a simple procedure.
42:25It's possible that tension might block a crucial motor response.
42:29It can affect the pilot's ability to react.
42:38There was no alarm to warn them.
42:40That one engine was speeding up.
42:43While the other was in reverse.
42:49First Officer Lima tried to figure out what was going wrong.
42:52Decelerate.
42:53But in a dark cockpit.
42:55It can.
42:56Overwhelmed by a landing going badly.
42:59He didn't notice the abnormal thrust lever settings.
43:03Decelerate.
43:04Decelerate.
43:05Pilots were unable to understand what was happening to their aircraft.
43:13A runway with a dangerous reputation.
43:24So unnerved a crew that they made a mistake.
43:28That ended up killing 199 people.
43:32Kind of scolutions was dead in thealties of the 16th ΕΌadostic aircraft.
43:35Means the ground was killed in the Elise.
43:37In theundred mode and even other aircrafts, it had been stuck at mile to backlash.
43:39Even theabilized rail travelα»ng.
43:40We've now been stuck.
43:42Oh!
43:43We've we've we've nursed the track.
43:44One.
43:45Nice looking thank you for where you're moving.
43:46Maybe we've had traffic.
43:47We've we've moved coming down.
43:48Now, the Watts qualified ship.
43:49God.
43:50It will be over yet.
43:51Hands kunnen to go plagiar.
43:52Oh my God.
43:53Oh my God.
43:54Oh!
43:55Oh!
43:56Ah!
43:57God!
43:58Oh my God.
43:59Oh!
44:00are in place dictating wet weather landing procedures in rainy weather you
44:07need to have all of your reversers operating but despite these efforts to
44:14improve safety at Congonhas many pilots doubt it's any better
44:21Congonhas is not safer today it continues to be a dangerous airport only a total
44:27ban on operations in wet or rainy conditions would improve the safety of
44:31this airport what's clear is that even today 35l is a runway that cannot shake
44:40its deadly reputation
44:57you
44:59you
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29:29
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