All language subtitles for Mayday.S03E04.Fight.for.your.Life.1080p.AMZN.WEB-DL.DD+2.0.H.264-playWEB_track3_[eng]

FedEx flight 705...

Positive rate...

Gear up please.

A routine trip
from Memphis, Tennessee

to San Jose, California.

Little do the crew know
they will soon have to defend
themselves

against a determined attack
intended to kill them all.

Flight 705 will never reach
its destination.

We've had an attempt
to take over...

Investigators will uncover
a meticulous plan

and a desperate motive.

3000.

We're not getting any oxygen.

We have the terrain alarm.

We are in an emergency.

It's April 1994.

A FedEx cargo plane
is on its way to California.

It's a perfect day for flying.

- Altimeters.
- Nines and twos here.

But behind the cockpit,
in the galley area

a disaster is about to unfold.

The pilots of FedEx flight 705
are seconds away

from an unprecedented situation.

God Almighty!

Centre? Centre? Emergency!

He's had an attempted
takeover?

We need an ambulance and
uh we need armed intervention.

April 7, 1994.

Worldwide headquarters of
Federal Express

in Memphis, Tennessee.

Servicing 171 countries,

the company delivers over
2 million packages per day,

and works to a tight schedule.

Flying conditions are perfect at
the Memphis airport.

Fedex flight 705
to San Jose, California

is preparing to depart with
a three-man crew.

Has the afternoon
flight to San Jose got any
jump seaters on it?

Not at all?

42-year-old Auburn Calloway
is a flight engineer.

He hopes to hitch a ride
on flight 705 for pressing
personal reasons.

Thanks.

Employees have the privilege
of free rides,

they are known as
"jump seaters".

39-year-old flight engineer,
Andy Peterson,

is the first of the flight crew
to arrive on the plane.

- Andy Peterson.
- Auburn Calloway.

He is surprised to find
Auburn Calloway on board.

My first thought was
well, scheduling has gotten...

Has also called someone else out
for the flight

and now we got two engineers.

So, I said hey to him and then
asked him if he was,

uh, gonna be riding out
to San Jose with us

and he said he was, that he was
gonna ride the jump seat out.

Peterson, a 5-year flyer
with FedEx,

finds something unusual during
his preflight check.

The breaker switch of
the cockpit voice recorder

or CVR is in the off position.

Puzzled, Peterson resets it.

The CVR records all in-flight
voice communications.

It is a crucial tool
for investigating air
disasters.

No large commercial airliner is
allowed to fly without one.

The cockpit voice, circuit
breaker, it had popped out

which means the power's off
to the cockpit voice recorder.

So, I had never seen that before
and I thought,

well, that's kinda weird.

49-year-old pilot
David Sanders

and 42-year-old co-pilot
James Tucker

are next to board
and prepare for departure.

Do you mind if I hop a ride
with you guys to California?

No, not at all.

I don't see any problems today,
everything looks good.

Do you play guitar?

I play at it.

He was very cool, calm,
collected,

nothing indicating anything
was amiss.

Actually noticed there was
a guitar case

off to the right in front
of the 9g net.

But I couldn't wait to get
in the cockpit and start going

through cockpit checks
because we had a lot to do.

But something was amiss.

They didn't know it, but
Calloway had originally been

scheduled to be the flight
engineer on this flight.

However, he and his crew
had exceeded their flying hours

by just one minute the previous
day, so they'd been replaced.

But Calloway was determined to
make flight 705 no matter what.

I think she'll fly.

All the nuts and bolts
are there.

When I came back out,
on the airplane

and went back up to the cockpit,
I noticed that

that circuit breaker
had popped out again.

So, I reset it and decided that
I would see

if it would stay in

instead of calling maintenance
at that time.

That I'd just wait to see
if it popped back out,

that I would call maintenance
because that is a no-go item.

If the CVR is turned off

there will be no audio record
of the events aboard flight
705.

Do you want to fly this
leg of the trip

or do you prefer
the return trip?

You never know when
you're gonna get another chance.

I met Jim Tucker that
afternoon.

Jim had been with the company
for 10 years,

in fact, he was an instructor
in the DC10.

Andy Peterson and I had had
a trip together,

in fact, we flew to Paris
one time.

The crew is flying together
for the first time.

Both Tucker and Sanders
are ex-navy.

Sanders has been
with FedEx for 20 years.

James Tucker - who has a wife
and three children at home,

has been with the company
for 10 years.

None of the crew know Calloway
or his reasons

for being on this flight.

Express 0705 heavy
runway 27 cleared for take-off.

Express 705 cleared
for take-off.

Lights if you want them,
I mean clocks if you want them,

lights are coming on,

we'll get the vertical speed
wheel here in a minute.

- How's the checklist look?
- All right.

Before take off is complete.

Your airplane.

Set standard power, please,
before they change their mind.

Power is set.

80 knots.

That checks?

V1, rotate...

Positive rate.

Gear up, please.

FedEx flight 705 is airborne
and westward bound.

The weather to California
is clear

and if all goes as planned,

they'll be back home within
10 hours.

But, back in the cargo area,

Auburn Calloway is launching
a different plan,

a plan he's been shaping
and reshaping for several days.

Like the brilliant chess player
he is,

Calloway has thought out
all his moves.

Being bounced from the crew
of flight 705 today

was an unexpected glitch,
but nothing he can't cope with.

At his home that morning,

Calloway already had to make
a small adjustment to his
plans.

The flight bag he'd planned
to take with him on his journey
is in for repairs.

So instead he packs
a guitar case.

As a company employee
he is unlikely to be searched,

and a guitar case seems
innocent enough.

Here you have a man who
made some accomplishments

that no other African-American
had ever made.

Calloway graduated from
Stanford University in 1974.

He became a top navy flier,
then a commercial pilot.

But his five years at FedEx have
been as a flight engineer.

He was highly intelligent,
a driven person,

to accomplish goals.

And had before him a...

an opportunity of a tremendously
positive career.

He was married and had children
and family

and it just seemed as though
he was almost part of the, uh,

true American dream
just about,

the American family.

Before leaving for
the airport,

Calloway puts some important
documents on his bed.

Among them,
his last will and testament.

FedEx flight 705
is several minutes outside of
Memphis,

still climbing and passing
through 5800 metres.

Jim Tucker is hand-flying
the airplane,

using control wheel
steering mode

and enjoying the clear
afternoon skies.

A couple of metres away sits
Auburn Calloway,

behind him lie frustrated
expectations of a brilliant
career,

and a marriage
that ended in tears.

After take-off is complete.

Calloway has
a terrifying plan.

His guitar case is packed with
several hammers and a spear
gun.

Out of sight of the crew,
he gets his weapons ready.

To be successful Calloway
will have to act quickly.

Speed and strength
will be critical.

Calloway is a former navy pilot
and a martial arts expert,

so speed and strength
come as part of the package.

The, uh, original plan was
to take out his original crew,

which would only have been
two individuals.

One was a female.

Much smaller than the crew
that he wound up facing

on flight 705.

No, I live in Fisherville.

Fisherville, great spot.

I had the cockpit door
locked open

and I noticed that Calloway
was walking up into the cockpit.

I just caught him out
of the corner of my eye and
basically saw his,

you know, his arm coming up.
And I thought, well,

he's just coming up to sit and
talk with us for a while.

Excruciating pain,
blinding pain.

Ah so much in fact that
I never lost consciousness

but I lost useful consciousness
for at least 45 seconds.

A blow to the head
will rattle the brain,

it will shake it enough
that it,

the electrical connections,
momentarily, are not working.

And it could be anywhere
from a complete, irretrievable

loss of consciousness
to simply a stun.

Or to what he describes
as a period of time

where he was somewhat aware
of what was going on

but could not respond to it.

I was slumped back like
this and he looked,

I remember right in my eyes
as he passed over.

It was almost kinda like
well the lights are on but
there's nobody home here.

This guy is out of action so
I'll move on to the next person.

The crew is in shock and
confused.

What I saw was simply
a face and his eyes,

and an object coming down at me.

I didn't discern any emotion
or hate or anger,

I just saw a threat and I didn't
really know what the threat was.

It's so shocking and
for a crew member who is

a pilot in uniform to attack
another pilot

is unheard of
in the airline industry.

Although terribly injured,

Peterson and Tucker
are still alive.

Get up, get him!

Calloway hurriedly
retreats out of the cockpit.

Unaware of each other's injuries
the crew starts to mobilize.

Calloway has a back-up plan.

The spear gun stashed outside
the cockpit is a deadly weapon.

Sit down.

Sit down!
Get back to your seats.

This is a real gun and
I'll kill you!

There was a loud ringing
in my ear and I was a little
unbalanced,

but I saw the spear gun
and I thought, well,

the only thing I can do is
try to grab it.

So, I grabbed the spear.

It sticks out of the spear gun
about, four inches or so.

So, I grabbed it right
behind the barbs

and tried to hang onto it
real tight.

Tucker does something
that Calloway is not expecting.

He pulls back the yoke and
puts the plane into a sudden
15-degree climb.

It throws the struggling men out
of the cockpit

into the galley behind.

I had already figured out that
what I had in my hands

was probably one of the best
weapons available

and that was
the aircraft itself.

Tucker has not been just
a navy pilot

but a combat instructor
flying A-4s.

His fighter pilot experience
would prove invaluable

in the next few minutes.

I was looking at this whole
situation

as if it was an air combat
maneuvering situation.

Get him!

We're taught in the navy,
in the fighter community,

as the first thing you want to
do is engage the bogey,

engage the bad guy.

You make him predictable
by engaging him

and you use his predictability
then against him

and then you kill the bogey.

But the co-pilot doesn't
stop there.

Tucker immediately rolls
the massive aircraft to the
left

in an acrobatic maneuver to try
and disarm Calloway.

The men roll along the smoke
curtain

to the left side of the plane.

I knew that I had to do
something very abrupt,

very, very rough

and something that he would not
be expecting.

Tucker has no idea whether
rolling the plane

is helping Sanders and
Peterson

as they try to restrain
Calloway.

The fight continues with
the men pinned to the left side
of the plane.

The crew members are rapidly
losing blood and strength.

Tucker continues to execute
the roll all the while trying

to maintain a visual reference
outside the captain's window.

Get him, get him, get him,
Andy, I got the airplane!

So you roll the airplane
over on its back,

and pull through completely
into vertical

but at this particular point,

you know, if I've rolled
the airplane over on its back

I wouldn't really be able to see
what I was doing.

This is not a bubble canopy that
you have over the top,

you're actually looking out,

it's got expansive windows
but nonetheless,

you roll this airplane over
on its back

you can't really see that much
of what you're doing,

so I rolled it to about
a 140 degrees,

where I could still see out
over the side

as the airplane's nose
was starting to come through.

Tucker rolls the quarter
million kilogram DC-10

to 140 degrees,
almost on its back,

commercial aircraft
are never meant to roll
more than 60 degrees.

The men continue their fight
on the ceiling of the aircraft.

Calloway wrenches the hammer
in his hand free

and hits Sanders in the head.

Tucker decides
to pull back on the yoke

and put the plane into
a steep dive.

A risky, but cunning move.

The g-force of the dive pushes
the men back

along the ceiling
to the smoke curtain.

The plane is travelling at
a very dangerous speed.

Tucker is making demands
of the aircraft

for which it was not designed.

DC-10s are never meant
to be flown past

695 kilometres per hour.

Tucker is over 800 kilometres
per hour,

no DC-10 in history has
been flown so fast and
survived.

The airspeed indicator
was maxed and it was all the way

to what we call the barber pole,
it couldn't go any faster.

But you could tell
that you were going very,

you were quite a bit faster
because

the things you don't normally
hear in a jet that size,

and one is incredible amounts
of sound of wind

coming across the cockpit.

The plane approaches
supersonic speed.

With the increased airspeed,

the airflow over the stabilizer
becomes disrupted.

The elevators begin to flutter
back and forth.

If the flutter becomes more
pronounced,

they may become inoperable and
Tucker will no longer

have the means to pull
the plane out of the dive.

If I didn't pull out soon,

the airplane was probably
going to come apart

because I was getting into
a phenomenon known as Mach tuck,

where the airplane is pitching
over because the airspeed
is increasing so much,

the wind flow over
the surfaces of the wings

is doing things that
it's not even designed to do.

The injury to the left side
of Tucker's brain

is beginning to paralyze
functions on the right side
of his body.

Tucker notices
something alarming.

The plane is travelling
at this incredible speed

because the throttle levers
have been left

in their automatic climb setting
from take-off.

The DC-10 is now
in a vertical dive

with the engines
at nearly full power.

Tucker must release his only
usable hand from the yoke

to pull back on the throttles.

With power reduced to idle,

the DC-10 is still not out
of danger.

Despite Tucker's maneuvers,

Calloway is gaining
the upper hand.

Calloway hit me with
the third blow

which was on the top of my head,

nearly rendered me unconscious,
I began to gray out.

At that very same time,

it occurred to me we might
lose this thing.

As Tucker starts to pull
the plane

carefully out of the dive,

the elevator flutter
increases.

Balance panels, counterweights
that help the pilots manipulate
the elevator,

break free and begin to wrinkle
the skin of the stabilizer.

Tucker fears that if he pulls
back too hard during the dive,

all the surfaces on the tail
section

would be in danger
of coming off.

Sanders' strength is
nearly spent

and Peterson's head is bleeding
profusely

from his ruptured
temporal artery.

Somehow, they manage to pin
their attacker down.

The g-forces began
to be reduced

as he began to level off
from pulling out of the dive,

I saw the hammer
in Calloway's hand.

I then reached for the hammer
with both my hands

and pulled the hammer
out of his hand.

Sanders believes
this is a turning point.

Let go the spear.

The plane is safe for
the moment.

About a minute
after the attack begins,

Tucker finally has a chance
to radio Memphis.

Centre, centre, emergency.

Air traffic controller
Kent Fleshman

and his trainee receive Tucker's
emergency request.

Aircraft with emergency,
say again.

Centre--

Aircraft with emergency,
say again.

Listen to me.

It's Express 705.
I've been wounded.

We've had an attempt to take
over aboard the plane.

Give me a vector please, back
to Memphis at this time. Hurry!

Express 705, fly heading
0-9-5 direct Memphis.

0-9-5, direct Memphis,

get an ambulance and
alert the airport facility!

Hey Memphis,
you still with me?

Affirmative 705, descend
and maintain 10,000.

Fleshman takes action
in case the hijacker has a gun.

If he can get the plane below
3000 metres,

a bullet hole in the fuselage
will not cause

explosive decompression.

Tucker hears the fight increase
in the galley.

Again he uses his only weapon,
the aircraft.

The maneuver throws the men onto
the side of the plane.

Let go of the spear!

Look just keep talking
to me, okay?

Express 705 affirmative.

If you need an ambulance, stand
by and we'll get that for you.

Yeah, we need an ambulance
and uh,

we need armed intervention
as well.

Make sure and notify
the swat team.

He's asking
for armed intervention.

Fleshman recognizes
the term "armed intervention"

as the most serious request
from a pilot.

It means they want armed
officials to storm the plane

upon landing.

Memphis approach has to be
alerted.

We have an emergency.
Express 705.

He's had an attempted takeover
on the aircraft.

He's had an attempted
takeover?

Okay, radar contact.

Put him 119.1.

Paul Candolino, a 44-year-old
veteran controller

now spots flight 705 on
his radar screen.

But something is wrong.

The plane is heading away
from the airport.

It looks like the hijacker
has seized the plane.

The crew of FedEx
flight 705 has been attacked

by a co-worker and have declared
an emergency.

Air traffic control watches
helplessly as they fly away
from the airport,

while the fight for control of
the plane continues.

Co-pilot, James Tucker
is pushing the DC-10,

his best weapon to its limits.

He now throws the wheel round
flipping the massive plane

in the opposite direction.

Tucker, drawing
on his military experience,

reverses the roll keeping
his maneuvers unpredictable.

Here I am all alone
in the cockpit,

the fight is still going
on in the back,

I don't know whose winning,
I don't know who's losing.

That was about the only time I
really had time to be frightened

and it was a very horrifying
situation at that point,

thinking that quite possibly
Auburn was winning.

Three and a half minutes
after the attack,

though pinned and injured,

Auburn Calloway will not
relinquish the spear.

The anger was coming in then
and so when I hit him,

it was with the intent to
disable him

and eliminate his ability
to fight,

Not kill but to injure
him sufficiently

that he could fight no more.

So when I swung the hammer,
it was with all the strength
that I had.

Sanders and Peterson
momentarily subdue Calloway.

Put it on autopilot and
come get here.

The captain's yelling
at Tucker to come and help.

But he's the one flying
the plane!

Express 705, contact Memphis
approach on 119.1.

They are aware
of your emergency.

Request a single frequency
approach.

A single frequency approach,
Roger,

we'll pass that along,
119.1.

- Put it on autopilot--
- Come on Jim.

And get back here!

You have to understand
that that's probably

the strangest request
that I've ever had, you know,

come my way because here
I am the only one up front
in the cockpit.

And for me to go ahead,
get up and go to the back means

that I've got to,
first of all, stand up

which I didn't know
until the particular time
that I tried to stand up,

it was very, very difficult
to do so.

Jim Tucker
with a fractured skull

and only one side
of his body functioning

puts the plane on autopilot
and struggles out of his seat
to help.

Wait a minute, I'm coming.

But the plane's gyros
have not stabilized
sufficiently

for the autopilot to take over.

Okay.

Now, no one's flying
the plane.

705 heavy. How do you hear?

Paul Candolino tries
to establish radio contact
with flight 705,

but there is no response,

their radar screens show
the aircraft turn to the north,

then the west,
finally south-west,

heading away from
the airport.

There is only an eerie silence.

Anything could be happening
on board the plane.

So I stepped in the forward
cargo area.

I was absolutely amazed at
what I was seeing.

All three individuals
are completely covered in blood.

Auburn Calloway on his back,

there are papers everywhere
in the back,

you can see
where the jump seats,

which is just a normal
commercial airline seat,

has had the covers torn off,

there's bloody footprints
on the top of the ceiling,

there are coats that have come
out of closets.

Ah, it's total carnage
in the back.

Sanders has disarmed Calloway
and handed the spear to Tucker.

You move and I'll kill you.

Keep him contained,
I'm gonna get the airplane.

- Go get the airplane.
- I'm going.

They decide that Sanders,
the captain,

should fly the plane back
to Memphis.

Here, take this!

Tucker wants the weapons
as far away from Calloway as
possible

and asks Sanders to take them
with him to the cockpit.

In an emergency situation,

it's expected that the captain
of the airplane

will fly the airplane.

I was in somewhat of a daze
because of the fight.

And I wasn't sure of
the direction of the airplane.

I wasn't sure of the condition
of the airplane.

But it appeared to be
flying okay.

I was bleeding excessively from
the top of my head,

I couldn't see out of
my left eye.

I thought the fight was over.

I mean, I had hit Calloway
four times in the head

with a 20-ounce framing hammer
as hard as I could swing it,

he had stopped fighting
and he was bleeding

and he looked like
he was severely injured.

Tucker can't tell any more
whether his hand is gripping
the spear.

The blows to his head
have caused a blood clot
on his brain,

and have damaged
his sense of touch.

Let me up. Let me up.
I won't fight anymore.

Please, I can't breathe.

Though several gashes have
been opened in his skull,

Auburn Calloway cannot be
trusted.

Both pilots know their strength
is quickly running out.

Sanders safely back in
the driver's seat

must get the plane on the ground
and fast.

Memphis, can you hear me?

Is this express 705 heavy?

705 heavy, yes.

705 heavy, Memphis Roger,
I do hear you.

You can proceed direct
to Memphis if able,

expect runway niner.

The altimeter is 30.29.

You understand we're declaring
an emergency,

we need security to meet
the airplane.

We'll stop it on the runway
if we can.

Captain Sanders without
his glasses

and with blood dripping
into his eyes,

thinks that the plane is on
a course back to the airport.

But it is still heading
south-west,

away from Memphis at over
550 kilometres per hour.

Roger.

Express 705 heavy,
is the situation under control

or is it still in progress?

We appear to have it
under control.

Candolino wants to
warn the pilot,

but he's afraid the crew
may still be under attack

and trying to mislead
the hijackers by flying

in the wrong direction.

Express 705 heavy, are you
able to turn toward the airport?

Yeah, give me a vector.

1-0-0 vector Memphis

Sanders takes the plane off
autopilot

and sets a course
back to the airport.

We're turning
to the airport now.

For now aboard the DC-10,

the situation seems
under control.

But a potential disaster
is only moments away.

At the Memphis
airport,

emergency personnel begin
to move into position.

We need security to meet
the airplane,

we'll stop on the runway
if we can.

A FedEx cargo plane is about
to land

after a would-be hijacker tried
to seize control.

All members of the crew
are badly injured.

Paramedic David Teague is one of
the first to get the call.

They came over
the loudspeaker system

from the, uh, air traffic
control centre.

And I was new to the area,

so I wasn't able to understand
them real well.

But I got the words "hijacking"
and some other stuff

and was advised that there had
been a hijacking on an airplane.

And then dispatched us out
to the runway

where the plane was going
to be landing.

The airplane is heading for
the safety of Memphis airport.

But that in itself presents
another scary possibility.

The aircraft is more than
16,000 kilos

over the recommended
landing weight

with more than 38,000 kilos
of fuel still in its tanks.

In most emergency landing
situations,

there is time and opportunity
to dump any excess fuel.

But Sanders knows the switches
and levers are too far away

to access safely.

Ah you'd have get up and
go back to the engineer's panel

where the fuel dumping
switches are

and set up the engineer's fuel
panel to dump fuel.

So it's virtually impossible
for say the captain

to dump fuel while he's
attempting to fly the airplane.

In the galley Auburn Calloway
still hasn't given up the
fight.

Calloway drags himself towards
the jump seats

with Peterson and Tucker
on top of him.

He hopes to gain enough leverage
to get back on his feet

where he'll have an advantage.

He was using his thumbs
to go ahead and try and push
my eyes out.

Doing everything he possibly
could to break Andy and I down
as a team.

You know we could handle him
together,

but we certainly couldn't
handle him one-on-one.

So certainly
a fight against the clock.

Auburn's getting stronger,
we're getting weaker.

I knew if he ever got back
in the cockpit, we were history.

I just knew we had to keep him,
somehow,

we had to keep him from
getting back in that cockpit.

Approaching 7000 feet, the
fight at the back started again.

And it was as violent
and as loud

as when I was in the back in
the midst of the fight.

It became so violent and loud
that approaching 7000 feet

I decided that I was going
to level the airplane,

turn on the autopilot,

go to the back of the airplane

and kill Calloway.

It was so severe,
I thought that had to be done.

The DC-10 is less
than 40 kilometres from
Memphis airport.

Is he, is he under control?

The sound of the struggle
worries Sanders.

He decides this has to end.

I released my seatbelt,
climbed out of my seat,

head to the back of the airplane
and Jim Tucker said to me,

"David, I think we have him
under control now."

I said, "Are you sure?"

Yeah, he is.

I said, "I think we have him
under control."

I went back to the seat,
climbed into the left seat of
the airplane,

continued to descend on down
to the airport.

Express 705 heavy.

Verify the situation
is still under control.

Yeah, we're...
Sort of under control.

The wind is uh,
0-3-0.

At five, cleared
to land runway niner.

Cleared to land?

Now, Sanders faces
yet another possible disaster.

The delay caused by getting out
of his seat

means he's way over the normal
approach speed.

Too high and too fast.

He will not be able
to slow the overweight plane
quickly enough

to land on runway niner.

I'm coming around
to three-six left.

Runway 36 left is longer
at 2800 metres

but it is perpendicular
to his flight path.

To land there, he needs to make
a series of turns,

reasonable maneuvers for
a fighter jet or a crop duster,

but for an overloaded
DC-10 with an injured pilot,

nearly impossible.

First he must turn 90 degrees
to the right,

fly parallel to the runway
and then execute

a tight 180-degree turn.

Okay, express 705 heavy,
runway 36 left,

clear to land, clear visual
approach 36 left,

the wind is 0-5-0 at 8.

Sanders must ignore
the computer warnings

and push the plane beyond normal
operating limits.

The plane is nearly on
its side.

All of a sudden, he just
turned it up on its wing tip.

It looked like a fighter jet
and put in a real tight turn

and then disappeared down behind
the terminal,

when he got down low enough,
we couldn't see him.

And, uh, at first,

I thought he might have
crashed because there was some
construction going on

on the airport at that time

and there was some smoke coming
up south of the terminal,

kind of where we were going.

A hammer is lying in
the galley.

The men struggle to reach it.

This could be Calloway's
last chance to gain control.

Sanders has turned 90 degrees
to the south

flying the downwind leg parallel
to runway 3-6 left.

The airplane was probably
at about

300 feet above the ground
at that time.

The throttles were at idle,

they'd been at idle since
I left 7,000 feet.

That's an extremely unusual
engine power setting to land
a big airplane,

you always land,

make the approach with power on,
a lot of power on.

In this case it was at idle
because I wanted the airplane
to slow down

so that we'd not exceed
the limits of the landing
gear and the flaps,

so that we would touch down
at or below a 195 knots.

With flaps extended
and landing gear down,

Sanders is still coming in
too fast

and he is being bombarded
by computerized auto-warning
alarms.

The runway is 2800 metres long.

A normal DC-10 needs only
1900 metres to stop,

but flight 705 is too heavy.

Even this runway may not
be long enough.

Peterson manages for
the first time in the fight
to get hold of a hammer

but is extremely weak
due to blood loss.

You gotta hit him Andy,
you gotta hit him.

I was on the flight pleading
with him I told him,

I said, Andy, you know,
you got to hit him.

You know, he's about ready,
you know to take us down.

I guess I gave him kind
of a blank stare of, you know,

"What are you talking about?"

and he looked at me
real stern like a father
would look at his son,

saying you've got to do this
and he said, "Hit him."

The DC-10 is only metres
above the runway,

travelling at 382 kilometres
per hour.

Sanders can only hope
he won't explode the tires,

or crash beyond the runway.

Luckily, all 10 tires withstand
the landing impact.

Captain David Sanders has landed
the plane

with only 300 metres of
runway to spare.

The crew of flight 705
is safely on the ground but
not out of danger.

Blow the door.

The chute is covered with kind
of a talcum powder,

so it won't stick when
it needs to be deployed and,

but it made it slick trying
to go up.

The police and the firemen
tried to climb up the slide.

One fireman made it almost
all the way to the top

and I leaned out the door
of the airplane

and pulled him on board.

Who is the bad guy?

That's the attacker.

There was, there was blood
all over the floor,

all over the ceiling,

the seats in the little area
were just covered with blood.

You got any handcuffs?

- No.
- If not, you'd better get some

'cause that son of a bitch
is still dangerous.

I need handcuffs,
can you throw me some handcuffs?

Teague is thrown a pair
of handcuffs.

Stand here, in the middle
on the chain.

Get your foot off!
You're hurting me!

Sanders holds Calloway down

as Teague examines Peterson
who barely has a pulse

and is the first crew
member to leave the plane.

Sanders is the last member
of the crew on board.

Standing in the door of
the airplane ...

I had a sense of euphoria

I've never experienced
before or since.

It was the sense
of we have been there

and...

And we came back and we won.

Due to the strength
and courage of its crew

a FedEx DC-10 has safely landed
back home.

The three men have weathered
the attack of a co-worker.

But they're badly injured.

Co-pilot Jim Tucker
has bone chips driven
into his brain.

Flight engineer
Andy Peterson's life

is in danger
from massive blood loss.

Both are in critical condition.

The wounded men are rushed
to the regional medical centre
at Memphis.

The pilot, Dave Sanders shares
an ambulance with Tucker.

It is only during this ride
that he realizes the extent

and severity of
his co-pilot's injuries.

Tucker is taken to emergency
by stretcher,

Sanders is helped but
can still walk.

Restrained and under guard,

Calloway is also taken
to the same emergency facility.

But the important question
still remains.

Why did Auburn Calloway
attack the crew of flight 705?

The full story
is beginning to unfold.

Divorced in 1990,

Auburn Calloway still tries to
support his ex-wife

and their two children

and wants to secure
their financial future.

He was very interested
in the welfare of his children,

very interested that they not

live the kind of childhood
he had lived.

The evidence for a suicidal
mission against FedEx

grows as investigators search
the aircraft

and find a letter to Calloway's
estranged wife.

Dear pat,

I want you and the kids to know
that I lived for you.

I thought of your welfare
every day,

though, for example,
how can I guarantee

having enough money
for Keelah and Burney's
Stanford education.

He was obsessed with
his financial well-being.

He was interested in
his children.

I tend to believe he was
interested in his marriage.

Now I know his marriage
was coming apart

or had come apart, basically,
at the time of this incident.

But I suspect he was also a
difficult man to be married to.

By April 7, 1994,

Calloway may be thinking
his career is over.

Life had been one disappointment
after another.

The failed marriage.

The kids he can't afford to send
to university.

The brilliant pilot who ends up
as an engineer on a cargo
plane.

And now even that may be
about to go.

The following day,
he is supposed to report
to a FedEx hearing

about falsified information
he'd given the company.

During our investigation,

it appeared that he had
overestimated the number

of hours of flight experience
that he had and,

uh, that the company
was taking a look at this.

Calloway may be afraid
he will be fired.

At just 42, his professional
life could be finished.

He comes up with a solution.

The goal is...

to leave my children
well off.

The goal is to escape,
I guess, the pain of this life.

Uh, I can't continue
to participate in this life

and still leave them well off

because I'm fixing to lose
my career,

and I won't have the ability
to provide for them

like I'd like to,

but my life has value
if it's given in an accident.

Calloway cashes
in all the funds he can
lay his hands on

and sends a total of $54,000
to his ex-wife.

But his life insurance is worth
about $2,5 million

if he dies in a work-related
accident.

I would much rather go
on a date, time, place

and a method of my own choosing.

I resolved quite some time ago
that the next time

my security and
future is threatened

or seriously jeopardized,
it's time,

my time to go.

Perhaps he believes
his family would receive

the maximum insurance payout
if he crashed the plane

in an apparent accident.

If this was Calloway's idea,

he was planning it perfectly.

He was armed with unusual
weapons for a hijacking,

hammers and a spear gun.

After injuring the crew, he
could take control of the
plane.

A bomb or gun could leave traces
at the scene of a crash.

But if investigators
found a spear gun, or hammers,

it would be very difficult
to tie them to an attack on
the crew.

I believe it would have been
impossible

to tell the difference in
the type of injuries

that a hammer
would have made, uh,

with the type of injuries
that you might sustain in
a large crash.

Auburn had spent the week
leading up to this, uh, incident

preparing to die and, basically,
get his affairs in order.

Calloway even goes to a lawyer
to change his will

before boarding the FedEx
flight.

He left his will
and testament on his bed

so that it would be
easily found.

For any crash to look
like an accident,

there is a key obstacle:

the plane's cockpit voice
recorder.

Switching off the CVR's power
would disable any recording.

I think she'll fly.

As long as the nuts and
bolts are there.

If Peterson in his pre-flight
inspection

discovers the thrown switch,
it would be a setback,

but Calloway would know,
he simply has to fly

the airplane for half an hour.

That's the length of the tape's
recording time.

After 30 minutes,
any incriminating recording
would be gone forever.

I think he was going
to do something very, very
horrible with it.

Something along the lines
of what we've seen on 9/11.

Had Calloway been able
to seize control of the plane,

he could have crashed
the DC-10

with over 38,000 kilos
of fuel aboard

into any site, including
the FedEx headquarters,

the hub,
crippling his employer

and killing a large number of
workers on the ground.

It would have been
the ultimate revenge

for perceived injustices
by the company

The company may never have
figured out exactly why

that airplane crashed back
into the hub.

Well, after 9/11,
there were a lot of

improvements
to our security program,

both in the United States
and worldwide.

Our cockpit crew members
are the most highly checked

and monitored group of people
in the world.

I only know
of this one incident

in my 46 years of aviation
experience

where a crew member was involved
in something like this.

The flight of FedEx 705 took
about 30 minutes.

But the impact it had will last
for years.

He was convicted of attempted
aircraft piracy.

An offence that carries a
minimum of 20 years' confinement

and up to life imprisonment.

Although Auburn Calloway
pleaded temporary insanity
at his trial,

the jury didn't believe him
and found him guilty.

On August 11, 1995,

he was sentenced to life
imprisonment

in a federal penitentiary.

He has no chance of parole.

The pilots on flight 705,
they are the real heroes.

It is amazing that they were
able to do what they did,

given the injuries that
were inflicted upon them in.

When someone is struck
with a hammer on the skull,

there could be linear
radiating cracks

that go out on the skull,

and then if it is hard enough,
there may well be in-driven bone

right at the site where
the hammer head hits the skull

and drives it into the skull.

This is a replica of
my skull cap.

It was put together
by use of a cat scan protocol.

To give the proper shape
of my skull

and also the shape of the defect
that we're dealing with here.

This is the area that I was hit
in the left parietal.

For a year and a half,
I was actually walking around
in this configuration.

It took two-and-a-half years
to recover completely

because I had to learn
how to walk, talk and chew
gum all over again.

I had three major operations.

I operated on him twice more
after his initial injury

and then followed him through
his rehabilitation.

They can fashion a piece
of material

to fit the exact size
of the defect,

the shape of the skull
and, of course, the thickness
of the skull as well.

It's a blown acrylic called an
HTR or hard tissue replacement.

He had difficulty with speech,

he had difficulty with
sensation

and motor strength on
the right side.

And he came back to where
he could now,

probably if he wanted to, break
my fingers with a handshake.

On May 26, 1994,

the crew of FedEx flight 705
was awarded

the airline pilots association
Gold Medal award for heroism.

The highest award
a civilian pilot can receive.

However, because of
the legacy of their injuries,

none of the crew has been
certified as medically fit
to fly commercially.

I always thought,
I'm going to fight.

I'm gonna overcome this thing.

Except that that's when
they found out

that I had a slight seizure
disorder.

I'm seizure free, but
it's because I take medication.

And the only way
for me to be able to fly,

without somebody with me,
is to be off of medication.

At this particular point
it's been,

it's been ascertained that
I'll never be able to do that.

I'll be on medication for
the rest of my life.

I miss the flying.

Every time I see an airplane
go over, you know,

I wonder where it's going.

So, I miss that part of it.

Uh, but I really cherish
the fact that,

you know, I'm still alive
and able to be with my family.

You know, the bond that
pilots and...

And what you do together
in the airplane

and outside of the airplane,
all that, I miss that.

I miss it very much.

difuze