All language subtitles for Air Disasters S21E06 1080p PMTP WEB-DL DDP5 1 H 264-BLOOM_track3_[eng]

We've lost engine number two.

High above the
Mediterranean, two pilots

struggle with a stalled engine.

struggle with a stalled engine.

Engine relight.

- Negative.
- Stop.

Stop.

Engine one has flamed out.

45 miles
from land, the pilots

45 miles
from land, the pilots

make a difficult decision.

Prepare to ditch.

Prepare to ditch.

Oh my God, be merciful.

Passengers are
forced to make life or death

decisions on their own.

decisions on their own.

Do not inflate your vest!

The accident
will tear families apart...

The accident
will tear families apart...

...set in motion a massive
rescue effort at sea,

and trigger a
multinational investigation

and trigger a
multinational investigation

to discover why both engines on
one of the world's most popular

to discover why both engines on
one of the world's most popular

planes stopped in midflight.

planes stopped in midflight.

Ladies and gentlemen,
we are starting our approach.

We lost both engines.

August 6, 2005.

August 6, 2005.

Bari, Italy, an ancient port
town on the Adriatic sea

where the past
meets the present.

where the past
meets the present.

Just north of this historic
city, Bari International

Just north of this historic
city, Bari International

Airport serves 10 major
Airlines and more than 1.5

million passengers each year.

One of those carriers is
Tunisia's Tuninter Airlines.

One of those carriers is
Tunisia's Tuninter Airlines.

Captain Chafik Gharbi is
a pilot with Tuninter.

Today, he's in command
of flight 1153.

Today, he's in command
of flight 1153.

The 45-year-old Tunisian
is a military-trained pilot

The 45-year-old Tunisian
is a military-trained pilot

with a flawless flight record.

Gharbi's co-pilot is
28-year-old Ali Kebaier.

Gharbi's co-pilot is
28-year-old Ali Kebaier.

How much fuel are you adding?

400 kilograms.

2,700 total?

2,700 total?

Yes.

Captain Gharbi and his co-pilot

Captain Gharbi and his co-pilot

flew from Tunis to Bari
this morning to collect

34 Italian passengers.

Now they're going to
fly them to Djerba,

Now they're going to
fly them to Djerba,

a tunisian resort island.

Among the passengers
is 31-year-old police

officer, Luca Squicciarini.

His girlfriend, Paola,
is traveling with him.

His girlfriend, Paola,
is traveling with him.

Our first choice wasn't
Djerba, it was Cape Verde.

The thing with Cape Verde
is that it was a period

of terrorist activities.

The flight would have left
from either Rome or Milan.

The flight would have left
from either Rome or Milan.

Since they are two
large airports,

Paola was afraid that
there would be an attack,

so we chose not to
go to Cape Verde.

so we chose not to
go to Cape Verde.

It was my first trip with Paola.

It was my first trip with Paola.

We met the previous winter.

We had plans to marry
the following year.

To tighten your belt,

pull on the loose
end of the strap.

To release your seatbelt,
lift the upper portion

of the buckle.

Ladies and gentlemen,
your life vests

are located beneath your seats.

To inflate the vest, pull
firmly on the red cord

To inflate the vest, pull
firmly on the red cord

only when you're
leaving the aircraft.

If you need to refill the
vest, blow into the mouthpiece.

TSLBB flight 1153,
permission for takeoff granted.

TSLBB flight 1153,
permission for takeoff granted.

Roger that.

Cleared for takeoff.

Final prep for departure.

Final prep for departure.

The crew is
flying a French-made ATR 72.

The crew is
flying a French-made ATR 72.

The small turboprop is
perfect for short flights.

It doesn't need a
lot of maintenance

It doesn't need a
lot of maintenance

or guzzle a lot of fuel.

Just after 2:30 in the
afternoon, the plane takes off.

Just after 2:30 in the
afternoon, the plane takes off.

49 minutes after takeoff,
flight 1153 is 400 miles away

49 minutes after takeoff,
flight 1153 is 400 miles away

from its destination, Djerba.

So we started chatting
with other passengers.

We were all excited.

We talked about the vacation.

We talked about the vacation.

Then 75 miles
from the nearest land

Then 75 miles
from the nearest land

and 23,000 feet above the sea,
the plane's right engine stops

and 23,000 feet above the sea,
the plane's right engine stops

working.

What?

What?

We've lost engine number two.

Let's get to 17,000 feet.

Let's get to 17,000 feet.

TUI1153 request 170.

TUI1153...

Captain Gharbi
begins an emergency descent.

Captain Gharbi
begins an emergency descent.

Sending 170.

When you have a single-engine
flameout, you would descend

When you have a single-engine
flameout, you would descend

down to a lower altitude.

The air is thicker, the
propeller is more efficient.

Under current conditions,

the ATR 72 can best
fly on one engine

the ATR 72 can best
fly on one engine

at an altitude of 17,000 feet.

at an altitude of 17,000 feet.

Power lever flight
idle, start button.

The crew struggles
to restart the right engine.

The crew struggles
to restart the right engine.

Negative.

Fuel supply, check.

Fuel supply, check.

But then,
less than two minutes

after the first engine quits...

Stop.

Stop.

Engine number one,
it's flamed out.

...both of the
plane's engines have stopped.

...both of the
plane's engines have stopped.

The engine shut off.

Our first thought was
of a terrorist attack

Our first thought was
of a terrorist attack

since there were so
many at the time.

We tried to figure out
what was happening,

so we looked towards the
cockpit to see if someone was

so we looked towards the
cockpit to see if someone was

trying to sabotage the plane.

The plane is
now falling to the sea

The plane is
now falling to the sea

at 800 feet per minute.

Mayday.

Mayday.

Mayday.

TUI1153.

TUI1153.

We have lost both engines.

Request immediate
landing at Palermo.

The crew still
hopes to reach an airport,

The crew still
hopes to reach an airport,

but they have 70 miles
of ocean to cross

before they're over land.

before they're over land.

Crews are trained
for almost anything.

There's a checklist
for them to follow

to solve most problems,
including what

to solve most problems,
including what

to do when both engines die.

...checklist.

Fuel supply, check.

Fuel supply, check.

The pilots don't know
why their engines have stopped.

The only clue they're getting
is a low fuel feed warning.

The only clue they're getting
is a low fuel feed warning.

A low pressure
warning light tells

a pilot that there's low fuel
pressure going to the engine.

a pilot that there's low fuel
pressure going to the engine.

Now that could be a mechanical
problem or that could

be a contamination problem.

be a contamination problem.

The crew
follows the steps

laid out by the manufacturer
to relight their dead engines.

laid out by the manufacturer
to relight their dead engines.

Fuel supply, check.

Power lever flight
idle, start button.

Engine relight, negative.

Get Choukri.

The captain
asks the cabin crew

to bring the onboard
engineer, Choukri Harbaoui,

to bring the onboard
engineer, Choukri Harbaoui,

to the cockpit.

Palermo approach.

This is TUI1153 We
have lost both engines.

This is TUI1153 We
have lost both engines.

Request immediate landing.

The closest
airport is in Palermo on

the Italian island of Sicily.

TUI Palermo.

TUI Palermo.

Affirmative, you are
clear for landing.

Palermo approach, what is
our distance to the airport?

Palermo approach, what is
our distance to the airport?

Your distance to Palermo
is now 48 nautical miles.

Your distance to Palermo
is now 48 nautical miles.

An ATR 72
will fall from the sky

at a predictable rate, one foot
down for every 16 feet forward.

at a predictable rate, one foot
down for every 16 feet forward.

If they can't restart
their engines soon,

they'll be forced
to ditch in the sea.

they'll be forced
to ditch in the sea.

Ditching at sea
is a very difficult

decision to make because
it's the hardest thing to do.

You have swells, waves, wind.

You have swells, waves, wind.

Is anybody going to see you?

How long can the
plane float for?

How long can the
plane float for?

Landing a
passenger plane on water

is extremely dangerous.

is extremely dangerous.

In 1996, an Ethiopian
Airlines pilot

was forced to bring his 767
down on the Indian Ocean.

was forced to bring his 767
down on the Indian Ocean.

The ditching was recorded by
a tourist on a nearby beach.

The ditching was recorded by
a tourist on a nearby beach.

50 people survived,
but 125 people died.

50 people survived,
but 125 people died.

The crew of this small
plane doesn't usually

The crew of this small
plane doesn't usually

include an engineer.

When there is one on board, he
usually travels in the cabin.

When there is one on board, he
usually travels in the cabin.

I remembered this person
looked at the stewardess

and shook his head, as if saying
no after the second engine

and shook his head, as if saying
no after the second engine

had shut off.

That gesture showed there
was nothing left to do.

That gesture showed there
was nothing left to do.

The crew of flight
1153 has tried all it can.

The crew of flight
1153 has tried all it can.

They're running out
of time and options.

Flight engineer,
Choukri Harbaoui,

has joined in the
struggle to get

flight 1153's engine started.

flight 1153's engine started.

You've run the checklist?

Yes.

Yes.

The captain
hopes the engineer

will know something that isn't
covered by the checklist.

Attempt to
restart the engines.

Attempt to
restart the engines.

Right engine first.

Fuel supply, check.

Engine two start
power button, on.

Engine two start
power button, on.

Engine relight, negative.

Palermo approach, TUI1153.

Palermo approach, TUI1153.

Any closer airport
where we can land?

Any closer airport
where we can land?

Negative, 1153.

Palermo airport is the closest
airport to your position.

Palermo airport is the closest
airport to your position.

We're not going to make it.

Prepare to ditch.

Oh my God, be merciful.

No one said anything.

No one said anything.

I noticed something wasn't
right because the two

engines shut off.

More than once, I tried to get
the stewardess's attention,

More than once, I tried to get
the stewardess's attention,

asking what I should do.

If I had to put on the life
jacket, if I had to stand,

If I had to put on the life
jacket, if I had to stand,

if I should take off my shoes.

I got no answer.

She was in shock
and started to cry.

She was in shock
and started to cry.

The senior
flight attendant

does give passengers direction.

does give passengers direction.

The captain has decided
to land the plane at sea.

The captain has decided
to land the plane at sea.

I'll let you imagine
the panic on board.

I'll let you imagine
the panic on board.

People were
screaming and crying.

Please, stay calm and follow
your crew's instructions.

Please, stay calm and follow
your crew's instructions.

There were
people in the front seats

that had a baby girl.

that had a baby girl.

She had been playing
and was so excited.

To now see the panic
in her mother's face

made me feel so sad.

made me feel so sad.

TUI1153, what
is your fuel load?

TUI1153, what
is your fuel load?

Cockpit fuel quantity
1,800 kilograms.

Cockpit fuel quantity
1,800 kilograms.

Captain Gharbi's
fuel gauge shows that he has

plenty of fuel, but
for some reason,

neither engine will restart.

neither engine will restart.

Just 10 minutes after
the trouble began,

the plane is 7,000 feet
above the ocean and falling.

the plane is 7,000 feet
above the ocean and falling.

Outside, it's completely silent.

But in the cabin, there's panic.

But in the cabin, there's panic.

Please remain in your seats
with your seatbelts fastened.

Please remain in your seats
with your seatbelts fastened.

My first instinct

was to undo my seatbelt
to prevent getting

trapped when we hit the water.

trapped when we hit the water.

I didn't want to be
trapped in my seat

and go down in a horrible way.

Do not inflate your vests

until you've left the plane.

A plane
ditching at sea

A plane
ditching at sea

will more than likely
fill with water.

That's why safety procedures
call for passengers

to only inflate their life vests
once they've cleared the plane.

to only inflate their life vests
once they've cleared the plane.

Otherwise, they could
become trapped inside

Otherwise, they could
become trapped inside

the flooded fuselage and drown.

The dead engines aren't the only
problem confronting the crew.

The dead engines aren't the only
problem confronting the crew.

Many of their instruments get
their power from the engines.

Many of their instruments get
their power from the engines.

Without the engines, some
vital gauges are dead.

On a two-engine flameout, you
go on your standby instruments,

On a two-engine flameout, you
go on your standby instruments,

which is you have an
attitude indicator,

you have an altimeter.

you have an altimeter.

Fuel supply, check.

The crew continues to
try to restart their engines,

but it's become clear that
they've run out of time.

but it's become clear that
they've run out of time.

They're not doing anything.

Confirm distance, please.

Your distance is now 20 miles.

Your distance is now 20 miles.

Boats.

I see boats.

I see boats.

Palermo approach.

TUI1153.

We can't make it to the airport.

We can't make it to the airport.

We see two boats
on the left side.

We're going there.

We're going there.

If you can, please call.

Captain Gharbi turns
his plane toward the boats.

Can you send
helicopters or something

Can you send
helicopters or something

similar, fast, fast, fast?

Emergency.

All marine units,
aircraft in distress

All marine units,
aircraft in distress

20 nautical miles off Palermo.

Even before
the plane hits the water,

Even before
the plane hits the water,

rescuers are on their way.

I had very little information.

We didn't know the
nature of the crash

or anything about the plane.

or anything about the plane.

Autopress, dump.

Although it's a rare maneuver,

there is also a checklist for
ditching a plane in the water.

there is also a checklist for
ditching a plane in the water.

Valve, full close.

Before ditching, the crew

Before ditching, the crew

ensures all landing gear
is retracted to help

the plane land more smoothly.

Landing gear lever up.

Landing gear lever up.

When pilots ditch,
they want their airplane

as streamlined as
possible so that it glides

as streamlined as
possible so that it glides

across the water when it hits.

Pilots must not only monitor
the systems on the plane,

Pilots must not only monitor
the systems on the plane,

they also have to assess
conditions at sea.

They don't want to
hit a wave head on.

They don't want to
hit a wave head on.

If you hit
perpendicular to the waves

or swells with the aircraft,
it's like hitting concrete.

or swells with the aircraft,
it's like hitting concrete.

The plane will break up.

Passengers can see what's coming.

Passengers can see what's coming.

I was hanging on tight
to the seat in front of me.

And through the window, I could
see the impact was imminent.

And through the window, I could
see the impact was imminent.

The crew
is 700 feet above the sea.

You're with me, Ali, huh?

You're with me, Ali, huh?

Careful.

Choukri, ready?

Ready.

Here we go.

Here we go.

There is no other God but Allah.

Muhammad is his messenger.

In the name of God
merciful, merciful.

In the name of God
merciful, merciful.

At a speed
of 145 miles an hour,

At a speed
of 145 miles an hour,

the plane collides with the sea.

I lost consciousness.

I lost consciousness.

I woke up in the water.

I was two or three
meters underwater.

I was two or three
meters underwater.

I came up to the surface
wearing only my pants.

I had lost my life jacket
and clothes on impact.

I had lost my life jacket
and clothes on impact.

I got to the surface
and grabbed on to a bag.

I got to the surface
and grabbed on to a bag.

I was in shock.

I was surrounded by everything.

I was surrounded by everything.

My thoughts were
constantly with Paola.

My thoughts were
constantly with Paola.

I thought I was going to die
because I was spitting blood.

I felt my lungs
filling with blood.

I felt my lungs
filling with blood.

Captain Gharbi survives

but has been seriously injured.

but has been seriously injured.

Copilot Ali Kebaier
has also survived.

But flight engineer
Choukri Harbaoui is killed.

But flight engineer
Choukri Harbaoui is killed.

No one aboard the
nearby boats saw

No one aboard the
nearby boats saw

flight 1153 crash into the sea.

The plane is broken
into three pieces.

The plane is broken
into three pieces.

The tail section and
much of the fuselage

sink to the bottom of the sea.

sink to the bottom of the sea.

But the largest section
containing the two wings

stays afloat.

stays afloat.

It becomes a makeshift
life raft for survivors.

But not all of the
passengers have survived.

But not all of the
passengers have survived.

Many haven't it made it out of
the plane and to the surface.

Helicopter pilot Stefano
Burigana is one of the first

Helicopter pilot Stefano
Burigana is one of the first

to arrive at the scene.

When we
approached the airplane,

we could see the wings floating.

we could see the wings floating.

There were several
people in the water

around the aircraft,
all floating,

around the aircraft,
all floating,

and everybody with
their jacket inflated.

and everybody with
their jacket inflated.

Burigana spots
Luca Squicciarini floating

away from the main wreckage.

away from the main wreckage.

There was one man
without his jacket

and he was the farthest
from the airplane.

and he was the farthest
from the airplane.

I decided to go over him and
throw one of our life jackets

I decided to go over him and
throw one of our life jackets

to him.

The Coast
Guard arrives and begins

pulling survivors from the sea.

Within the hour, the crash
site is teeming with rescuers.

Within the hour, the crash
site is teeming with rescuers.

They search for survivors from
the water and from the air.

They search for survivors from
the water and from the air.

23 people are pulled from
the Mediterranean sea,

but 16 have died in the crash,
including Paola di Cialla.

but 16 have died in the crash,
including Paola di Cialla.

It's quite likely that
none of those who died ever

It's quite likely that
none of those who died ever

had a chance to swim to safety.

Their serious
injuries would have

Their serious
injuries would have

prevented them from escaping
after the plane hit the water.

In this accident,
most of the survivors

were seated in the
rear of the plane, most

were seated in the
rear of the plane, most

of those who died, up front.

Those sections, along
with some valuable clues,

Those sections, along
with some valuable clues,

are now at the
bottom of the sea.

The one section that didn't sink
is towed to the port in Palermo

and taken to a nearby hangar.

and taken to a nearby hangar.

A team of agents from Italy's
National Flight Safety Agency,

A team of agents from Italy's
National Flight Safety Agency,

the ANSV, began
looking for leads.

Their job?

Find out why Flight 1153's
engines stopped in midflight.

Find out why Flight 1153's
engines stopped in midflight.

We need to collect as
much as evidence as possible

We need to collect as
much as evidence as possible

in order to fulfill two
main answers, what happened

in order to fulfill two
main answers, what happened

and why had it happened?

They are
led by chief ANSV

They are
led by chief ANSV

investigator Vincenzo Pennetta.

I arrived in Palermo
the day after the accident

I arrived in Palermo
the day after the accident

on the seventh, very
early in the morning.

A flight test
engineer by training, Pennetta

A flight test
engineer by training, Pennetta

has led several air
crash investigations.

The engines and central
fuselage of Tuninter flight 1153

The engines and central
fuselage of Tuninter flight 1153

have been recovered.

have been recovered.

The rest of the
plane lies somewhere

off the Sicilian coast.

The main challenge
of the investigation

The main challenge
of the investigation

was the fact that the flight
recorder, and the cockpit voice

recorder, and also
the front fuselage

recorder, and also
the front fuselage

were 1,500 meters under the sea.

While the Italian Navy
conducts a deep water search

While the Italian Navy
conducts a deep water search

for the rest of the wreck
and the crucial black boxes,

Italian investigators are given
some assistance by the plane's

Italian investigators are given
some assistance by the plane's

European manufacturer.

ATR's Giuseppe
Caldarelli is here

ATR's Giuseppe
Caldarelli is here

to find out if there's a flaw
with the company's plane.

Anytime there is an accident
and also when people die,

Anytime there is an accident
and also when people die,

for me, is a big accident.

Worldwide, hundreds of ATR 72 seconds

crossed the skies each day.

crossed the skies each day.

Those aircraft
have a very sound

structure and robust systems,
and are very cost efficient.

structure and robust systems,
and are very cost efficient.

Together, Pennetta and Caldarelli

Together, Pennetta and Caldarelli

set to find out why both engines
on such an advanced airplane

died in midflight.

died in midflight.

TUI1153.

Before it happens again.

Before it happens again.

Captain Gharbi, how are you?

I'm getting better.

Thank you.

Investigators want to know what

Investigators want to know what

happened in the cockpit
of Tuninter flight 1153

when the engines died.

when the engines died.

Without the cockpit
voice recorder,

they must rely on the
recollections of surviving

passengers and crew members.

passengers and crew members.

The main cause of the
double engine failure

could be a lack of fuel.

But according
to Captain Chafik Gharbi,

But according
to Captain Chafik Gharbi,

lack of fuel was
not the problem.

What were your fuel readings?

What were your fuel readings?

The fuel quantity indicator
said 1,800 kilograms of fuel.

The fuel quantity indicator
said 1,800 kilograms of fuel.

What is your fuel load?

Cockpit fuel quantity
1,800 kilograms.

Cockpit fuel quantity
1,800 kilograms.

Fuel supply, check.

Was there any warning
that you were low on fuel?

Was there any warning
that you were low on fuel?

There was definitely
no low-fuel warning,

just a low feed pressure light.

just a low feed pressure light.

The absence
of a low-fuel warning

and the presence of a
low feed pressure warning

and the presence of a
low feed pressure warning

is a major clue.

This set of alarms
usually indicates

This set of alarms
usually indicates

that there is a problem in
feeding the engine with fuel.

that there is a problem in
feeding the engine with fuel.

Since the plane's
gauges indicated that there was

fuel on board that did
not get to the engines,

ATR's Giuseppe Caldarelli looks
for flaws in the fallen plane's

ATR's Giuseppe Caldarelli looks
for flaws in the fallen plane's

fuel delivery system.

Four years earlier, an Airbus
operated by Air Transat,

Four years earlier, an Airbus
operated by Air Transat,

developed a leak in
the fuel line that

feeds the plane's right engine.

Over time, the plane
leaked all of its fuel

and both engines failed.

and both engines failed.

The pilots were forced
to glide their plane

to an emergency landing.

That incident has a
lot of similarities

That incident has a
lot of similarities

to the Tuninter crash.

His team looks for breaks or
blockages in the fuel lines

His team looks for breaks or
blockages in the fuel lines

and evidence that the fuel
pumps malfunctioned and stopped

fuel flow to the engines.

fuel flow to the engines.

While Caldarelli waits for
technicians to complete tests

While Caldarelli waits for
technicians to complete tests

on pumps and lines,
Pennetta decides

to start a new line of inquiry.

to start a new line of inquiry.

He explores the possibility
that the fuel that was on board

He explores the possibility
that the fuel that was on board

was somehow contaminated.

Fuel contamination
can derive from four

Fuel contamination
can derive from four

or five different sources.

Kerosene-based
jet fuel is very delicate.

If stored or
transferred improperly,

If stored or
transferred improperly,

it can be polluted
with water, sand,

or fungus, even sticky
residue from the hoses

or fungus, even sticky
residue from the hoses

of refueling tankers.

Any of these could prevent the
fuel from properly igniting

Any of these could prevent the
fuel from properly igniting

and could have caused
the engines to shut down.

How much fuel are you adding?

400 kilograms.

The plane last
took on fuel in Bari.

The plane last
took on fuel in Bari.

Samples from the
tanker that supplied it

are taken for testing.

Pennetta needs to prove that
one of these contaminants

got into flight 1153's fuel,
prevented combustion, and

got into flight 1153's fuel,
prevented combustion, and

caused both engines to fail.

Sediments can be transferred
from the tanker truck

Sediments can be transferred
from the tanker truck

to the aircraft.

So the fuel filter
can be clogged

So the fuel filter
can be clogged

and so the engine can
have some problems.

Technicians remove
the truck's fuel filters to look

Technicians remove
the truck's fuel filters to look

for evidence of contamination.

Hoses and couplings are swabbed
for sticky residue or colonies

of microorganisms and submitted
for testing at an Italian Air

of microorganisms and submitted
for testing at an Italian Air

Force laboratory.

The fuel is filtered
for minute particles

suspended in the fluid.

And carefully examined
for impurities.

And carefully examined
for impurities.

The truck's filters are
also inspected for residue

The truck's filters are
also inspected for residue

or sediment from the tanks.

Meanwhile, in Palermo,
Caldarelli and his technicians

Meanwhile, in Palermo,
Caldarelli and his technicians

have completed tests on flight
1153's fuel lines and pumps.

have completed tests on flight
1153's fuel lines and pumps.

The tests are thorough,
the results conclusive.

But the fuel feed lines
were OK, were no leak.

But the fuel feed lines
were OK, were no leak.

If the fuel
delivery system was working

and the two pilots remember
having ample fuel...

and the two pilots remember
having ample fuel...

The fuel quantity indicator
said 1,800 kilograms of fuel.

The fuel quantity indicator
said 1,800 kilograms of fuel.

...then why
had the engines failed?

When test results from the
Bari fuel tanker come in,

they, too, are conclusive.

The fuel filters, hose
couplings, and tanker

The fuel filters, hose
couplings, and tanker

fuel at Bari airport are clean.

So fuel contamination as
a source of double engine

So fuel contamination as
a source of double engine

flameout was then excluded.

At this
point, the investigators

At this
point, the investigators

still don't know what
caused the downing

of Tuninter flight 1153.

of Tuninter flight 1153.

But something has been
eating at Pennetta.

If the plane was
filled with fuel,

and since the fuel is
stored in the plane's wings,

and since the fuel is
stored in the plane's wings,

why did the wing section float?

Floating on the wing indicates
that the weight of the wing

Floating on the wing indicates
that the weight of the wing

was not so high.

We have been told by ATR that
if the amount of fuel that was

We have been told by ATR that
if the amount of fuel that was

supposed to be into the
wing, around 2,000 kilograms,

were on the fuel tanks,
the wings maybe would

were on the fuel tanks,
the wings maybe would

not have been able to float.

not have been able to float.

Pennetta suspects the
plane didn't have as much fuel

as the pilots thought, but he
doesn't know how that could be.

as the pilots thought, but he
doesn't know how that could be.

Two weeks into the
investigation, Pennetta

Two weeks into the
investigation, Pennetta

gets an important
lead in the case.

After two weeks
of the event, we

received some
technical documentation

received some
technical documentation

from the aircraft operator.

According to
the logs, Captain Gharbi

According to
the logs, Captain Gharbi

flew the same aircraft the
day before the accident.

After that flight, he reported
a problem with his fuel gauge.

After that flight, he reported
a problem with his fuel gauge.

When he left the
aircraft the day before,

When he left the
aircraft the day before,

he reported that the
right display fuel

indicator was out of service.

indicator was out of service.

So it needed to be replaced.

The fuel
quantity indicator, or FQI,

is a gas gauge that tells pilots
how much fuel is left on board.

is a gas gauge that tells pilots
how much fuel is left on board.

The lights on the FQI
were malfunctioning

and Captain Gharbi made a note
of this in the maintenance log.

and Captain Gharbi made a note
of this in the maintenance log.

We were able to
see that the fuel

quantity indicator was changed
the day before the event.

quantity indicator was changed
the day before the event.

The maintenance
log raises the possibility

The maintenance
log raises the possibility

that the FQI that the
mechanic installed

was not the right
one for the plane.

was not the right
one for the plane.

It doesn't seem to have
the right model number.

Tuninter flies two models
of ATR aircraft, the ATR

Tuninter flies two models
of ATR aircraft, the ATR

42 and the larger ATR 72.

The fuel quantity
indicators for each plane

The fuel quantity
indicators for each plane

look identical except for
a different model number

at the top of each unit.

at the top of each unit.

The ATR 72 should have
model number 2500.

The ATR 72 should have
model number 2500.

But according to
the logs, mechanics

installed a unit with the
model number 2250 instead.

installed a unit with the
model number 2250 instead.

Tuninter's maintenance
logs offer a valuable clue.

Tuninter's maintenance
logs offer a valuable clue.

But for Pennetta, there's
no definitive proof

that the wrong fuel
quantity indicator

that the wrong fuel
quantity indicator

was installed on the plane.

It could have been a mismatch
in that aircraft documentation,

It could have been a mismatch
in that aircraft documentation,

so we need to prove that.

There is only
one way to know for certain

whether flight 1153
had the right fuel

quantity indicator, go find
it at the bottom of the sea.

quantity indicator, go find
it at the bottom of the sea.

Not until three weeks after
the crash of Flight 1153 do

investigators recover
wreckage from the sea.

investigators recover
wreckage from the sea.

The data from the
plane's black boxes

confirms what the
pilots had been saying.

confirms what the
pilots had been saying.

There was no
warning of low fuel,

so there appeared to be enough
fuel to make the flight.

so there appeared to be enough
fuel to make the flight.

The black boxes can't
solve this mystery.

The black boxes can't
solve this mystery.

Investigators hope that the
tail and front section can.

Investigators hope that the
tail and front section can.

They are hauled aboard a
Naval vessel from the sea.

The moment the cockpit is
hauled in, Pennetta is there.

The moment the cockpit is
hauled in, Pennetta is there.

There's only one thing
he wants to see inside.

There's only one thing
he wants to see inside.

So when the wreckage was
recovered from under the sea

and put on a ship
deck, I realized

that as a matter of fact,
a fuel quantity indicator

that as a matter of fact,
a fuel quantity indicator

for an ATR 42 was installed.

It was like we found
the smoking gun.

It was like we found
the smoking gun.

The wrong FQI was
installed on flight 1153.

The wrong FQI was
installed on flight 1153.

Pennetta finally has the
break he's been looking for.

The ATR's fuel
quantity indicator

collects data from the
sensors in the fuel tanks

collects data from the
sensors in the fuel tanks

and calculates how much
fuel is in the tanks.

But since the fuel tanks
on the 42 and the 72

But since the fuel tanks
on the 42 and the 72

are different sizes,
fuel quantity indicators

are different sizes,
fuel quantity indicators

can't be swapped between them.

Technicians conduct
refueling tests

Technicians conduct
refueling tests

with the wrong FQI
installed on an ATR 72

with the wrong FQI
installed on an ATR 72

and the results are chilling.

and the results are chilling.

The results show that if you
install an FQI type, we'll say

The results show that if you
install an FQI type, we'll say

42, on an ATR 72 aircraft, if I
have no fuel into the aircraft

42, on an ATR 72 aircraft, if I
have no fuel into the aircraft

in the fuel tanks
with zero fuel,

the fuel quantity indicator
showed me 1,800 kilograms.

the fuel quantity indicator
showed me 1,800 kilograms.

Precisely the amount of fuel

that the captain reported having
when his engines flamed out.

that the captain reported having
when his engines flamed out.

Cockpit fuel quantity
eight, 1,800 kilograms.

Cockpit fuel quantity
eight, 1,800 kilograms.

Investigators conclude at 23,000
feet above the Mediterranean,

the wrong fuel
indicator led the crew

the wrong fuel
indicator led the crew

to believe that they had ample
fuel when their tanks were

actually empty.

actually empty.

Engine relight, negative.

They're not doing anything.

The engines could not
possibly have been restarted.

The engines could not
possibly have been restarted.

With hundreds of ATR 42s
and ATR 72s still flying,

With hundreds of ATR 42s
and ATR 72s still flying,

the implications are stark,

Could there
be other planes

Could there
be other planes

flying with the wrong gauge?

The first safety
recommendation

was to mandate all operators
that use ATR 42 and 72 aircraft

was to mandate all operators
that use ATR 42 and 72 aircraft

was to mandate all operators
that use ATR 42 and 72 aircraft

in their fleet to check
whether the right fuel

quantity indicator was
installed on the aircraft.

quantity indicator was
installed on the aircraft.

Pennetta and
Caldarelli have uncovered

the error that caused
both of flight 1153's

the error that caused
both of flight 1153's

engines to quit in midair.

But the case isn't closed.

Standard flight
procedures should

have uncovered the
error before takeoff

have uncovered the
error before takeoff

and prevented the disaster.

Captain Gharbi's aircraft
went in for repairs in Tunisia

Captain Gharbi's aircraft
went in for repairs in Tunisia

the night before the crash.

the night before the crash.

The plane's FQI indicated the
two tanks together held 790

kilograms of fuel in the tank.

kilograms of fuel in the tank.

After the new fuel quantity
indicator was installed,

After the new fuel quantity
indicator was installed,

it showed that there was
almost four times as much

fuel on board, 3,100 kilograms.

fuel on board, 3,100 kilograms.

The following morning, Captain
Gharbi noticed that the fuel

levels had gone up.

levels had gone up.

He assumed that
fuel had been added.

But when fuel is
added to an aircraft,

But when fuel is
added to an aircraft,

a refueling slip must
be left in the cockpit.

Where is the refueling slip?

Where is the refueling slip?

The pilot asked to
the flight dispatcher,

where was this refueling slip?

where was this refueling slip?

But the flight dispatcher
was not able to find

this refueling slip.

I'll get it to you when
you get back from Djerba.

I'll get it to you when
you get back from Djerba.

Roger that.

There was no
refueling slip because the plane

There was no
refueling slip because the plane

hadn't been refueled.

In spite of
regulations, the captain

left without that
vital piece of paper.

left without that
vital piece of paper.

There are some standard
regulations requiring

the pilot to take off only when
he is sure about the quantity

the pilot to take off only when
he is sure about the quantity

of fuel.

With the wrong
fuel indicator on board

With the wrong
fuel indicator on board

and less fuel than he
believed, Captain Gharbi

makes it to Bari,
Italy, and tops off

makes it to Bari,
Italy, and tops off

his plane for the next
leg of the trip to Djerba.

his plane for the next
leg of the trip to Djerba.

How much fuel are you adding?

How much fuel are you adding?

400 kilograms.

2,700 total?

Yes.

Believing he has 2,700
kilograms of fuel on board,

Believing he has 2,700
kilograms of fuel on board,

Captain Gharbi begins
his flight to Djerba.

Captain Gharbi begins
his flight to Djerba.

If the correct fuel quantity
indicator had been installed,

the captain would
have known that he

the captain would
have known that he

had only 540
kilograms, not nearly

enough to make the crossing.

enough to make the crossing.

Mayday.

Mayday.

Mayday.

TUI1153 request immediate
landing in Palermo.

TUI1153 request immediate
landing in Palermo.

We've lost both engines.

Pennetta's
investigation comes to a close.

He draws up his final report.

He draws up his final report.

His colleague, Giuseppe
Caldarelli, voices a bold view.

Even with no fuel
and dead engines,

Flight 1153 could
have made it to land.

Flight 1153 could
have made it to land.

The aircraft was
in a position that

allowed it to reach Palermo.

allowed it to reach Palermo.

TUI1153.

Caldarelli wonders if the pilots

did everything they
could have to get

did everything they
could have to get

the plane safely to Palermo.

Investigators get some
unexpected answers

by having seasoned pilots
fly the exact same plane

by having seasoned pilots
fly the exact same plane

with the exact same problems.

OK, we are now in big trouble
because this second engine

OK, we are now in big trouble
because this second engine

has gone off.

Vincenzo Pennetta's
investigation into the crash

of Tuninter Flight 1153
has uncovered the events

of Tuninter Flight 1153
has uncovered the events

that led up to the accident.

Now he and Giuseppe Caldarelli
need to resolve one question.

Now he and Giuseppe Caldarelli
need to resolve one question.

We're not going to make it.

Did mistakes
made by the pilots

Did mistakes
made by the pilots

cost people their lives?

Caldarelli and his team study
the plane's specifications

Caldarelli and his team study
the plane's specifications

and draw a surprising
conclusion.

and draw a surprising
conclusion.

According to
manufacturer data, an ATR

is able to glide three miles
for every 1,000 feet of descent.

is able to glide three miles
for every 1,000 feet of descent.

With the help of a
tailwind that day,

With the help of a
tailwind that day,

Flight 1153 could have been able
to glide 70 miles to Palermo.

Flight 1153 could have been able
to glide 70 miles to Palermo.

The crew might have
been able to make it.

Landing gear lever up.

Landing gear lever up.

So what had
the pilots done wrong?

To answer that question,
Pennetta and Caldarelli

recreate flight 1153
in the flight simulator

recreate flight 1153
in the flight simulator

at the ATR facility in France.

Test pilots try to glide
an ATR 72 for 70 miles

Test pilots try to glide
an ATR 72 for 70 miles

from the altitude
at which flight

1153 lost its second engine.

1153 lost its second engine.

The simulation
was requested to see

the range of the aircraft
starting from the second engine

the range of the aircraft
starting from the second engine

out.

Double-engine flameouts,
you have to be very aware

Double-engine flameouts,
you have to be very aware

of the configuration of the
aircraft in order to keep

as much as possible the
altitude and distance

as much as possible the
altitude and distance

to fly before the crash.

Stop!
Stop!

Stop!
Stop!

Engine number one
has flamed out.

With both
engines out, the priority

is to keep the plane
gliding as far as necessary.

is to keep the plane
gliding as far as necessary.

To do that, pilots can change
the angle of their windmilling

To do that, pilots can change
the angle of their windmilling

propellers.

You have the maximum
glide performance

when you minimize the drag.

when you minimize the drag.

It's very important to think
to feather the propeller

in order to reduce the drag.

in order to reduce the drag.

Feathering the
props involves changing

their angle against the wind.

their angle against the wind.

The maneuver reduces drag.

When you want to feather
the propeller in flight,

When you want to feather
the propeller in flight,

you first have to
reduce the power

lever to idle and
put the condition

lever back to feather position.

lever back to feather position.

The crew did
not feather their props

when their engines quit.

when their engines quit.

The windmilling propellers
created enormous drag.

If the crew of flight 1153
had feathered their props,

they may have been able to
glide further than they did.

By the time Captain Gharbi's
second engine flamed out,

By the time Captain Gharbi's
second engine flamed out,

he was just below 22,000 feet.

To further reduce
drag at that altitude,

To further reduce
drag at that altitude,

the plane should be slowed to
158 miles per hour, the ATR

the plane should be slowed to
158 miles per hour, the ATR

72's ideal gliding speed.

Surprisingly, to glide
as far as possible,

Surprisingly, to glide
as far as possible,

a pilot doesn't want to
fly as fast as possible.

The faster a plane
flies, the more

The faster a plane
flies, the more

the airflow pushes against
it, creating resistance.

Every plane has an optimal speed
to achieve the furthest glide.

Every plane has an optimal speed
to achieve the furthest glide.

The crew of flight 1153
continued flying up to 55 miles

The crew of flight 1153
continued flying up to 55 miles

an hour faster than their
optimal gliding speed.

an hour faster than their
optimal gliding speed.

That added to the
drag on the plane

and reduced the distance
they could glide.

and reduced the distance
they could glide.

By feathering his props
and reducing his speed,

a simulator pilot in
France was able to get

a simulator pilot in
France was able to get

the plane as far as Palermo.

You're with me, Ali, huh?

You're with me, Ali, huh?

Careful.

Choukri, ready?

Flight 1153 hit the water

Flight 1153 hit the water

26 miles from shore, well
short of what the plane

was capable of achieving.

was capable of achieving.

The simulation confirmed
that the crew might have been

The simulation confirmed
that the crew might have been

able to make it to land and
highlights the importance

of proper training to deal
with unlikely situations

of proper training to deal
with unlikely situations

such as a twin-engine flameout.

In aviation, it's
a very rare event.

In aviation, it's
a very rare event.

Vincenzo Pennetta's report

urges airlines to
train their pilots how

to ditch without engine power.

to ditch without engine power.

Better pilot
training is just one

of 17 safety recommendations
in the accident report.

of 17 safety recommendations
in the accident report.

Perhaps the most important,
that ATR redesigned

Perhaps the most important,
that ATR redesigned

the fuel quantity indicator.

In order to prevent
a fuel quantity

indicator type 42 on a 72
aircraft and vice versa.

indicator type 42 on a 72
aircraft and vice versa.

To prevent
mechanics from installing

the incorrect part, Pennetta
believes that the only answer

the incorrect part, Pennetta
believes that the only answer

is to design the FQIs
so that they only fit

is to design the FQIs
so that they only fit

on the plane they're meant for.

I'll get to when
you get back from Djerba.

I'll get to when
you get back from Djerba.

Roger that.

There is no single
cause of the accident.

There is no single
cause of the accident.

This accident, like many
other aircraft accidents,

was determined by a series of
actions, a series of events

was determined by a series of
actions, a series of events

linked one to each other.

linked one to each other.

This is unheard of.

I would have accepted
the engine breaking,

I would have accepted
the engine breaking,

or a window shattering.

But to have people die
because of a lack of fuel?

But to have people die
because of a lack of fuel?

The crash
of Flight 1153

The crash
of Flight 1153

was caused by a series of
grave errors on the ground

and in the air.

and in the air.

In 2012, an Italian court
sentenced Captain Gharbi

to 6.5 years in prison for his
responsibility in the crash

to 6.5 years in prison for his
responsibility in the crash

and subsequent deaths of
16 passengers and crew.

and subsequent deaths of
16 passengers and crew.

Co-captain Kebaier, three
Tuninter executives,

and a mechanic
received sentences

and a mechanic
received sentences

between 5.5 and six
years for their liability

in the fatal crash.

in the fatal crash.