All language subtitles for Air Disasters S21E07 1080p PMTP WEB-DL DDP5 1 H 264-BLOOM_track3_[eng]

Where's Adam direct to?

Where's Adam direct to?

My god, he's flying north.

A Boeing 737
is badly off course.

A Boeing 737
is badly off course.

Adam 574.

Confirm our position, please.

Confirm our position, please.

The crew struggles
to get the plane back on track.

This is crazy!

They're lost
in a violent storm.

They're lost
in a violent storm.

Then their plane
starts rolling over.

Pull up.

Ah.

Ah.

Pull up!

The lives of
102 people are at risk.

The lives of
102 people are at risk.

Adam 574, Yujung Control.

Then mysteriously,
Adam Air Flight

Then mysteriously,
Adam Air Flight

574 disappears without a trace.

574 disappears without a trace.

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Put the mask over your nose.

Emergency dispatch.

Emergency dispatch.

Mayday, mayday.

Brace for impact!

He's gonna crash!

January 1, 2007.

January 1, 2007.

Surabaya, Indonesia.

It's New Year's Day.

There are celebrations
throughout the country.

Surabaya's airport is bustling.

And not just because
of the holidays.

And not just because
of the holidays.

Indonesia is experiencing
a boom of budget airlines.

Indonesia is experiencing
a boom of budget airlines.

Many people are taking
advantage of the cheaper fares.

For the average Indonesian,
it meant that the explosion

For the average Indonesian,
it meant that the explosion

of low cost carriers made it
much more possible to actually

of low cost carriers made it
much more possible to actually

get on a plane and fly.

One of those
new airlines is Adam Air.

One of those
new airlines is Adam Air.

Good afternoon, departure.

This is Adam 574.

Adam 574,
this is ground control.

Go ahead.

Go ahead.

Adam Air was
successful because it provided

a fresh image to the industry.

They came in with bright colors.

They came in with bright colors.

The airplanes were painted
in fantastic orange.

The crew was... you
know, flashy uniform.

The crew was... you
know, flashy uniform.

You know, they had everything
right going for them.

Captain Refri
Widodo has been flying

Captain Refri
Widodo has been flying

with Adam Air for six months.

Today, he's in command of Flight
574, a short domestic flight.

Today, he's in command of Flight
574, a short domestic flight.

His co-pilot, Yoga Susanto,
has been with the airline

His co-pilot, Yoga Susanto,
has been with the airline

for almost a year and a half.

Before the discount travel
boom, many passengers

wouldn't have been able
to afford this flight.

More and more people
were able to fly,

could afford the tickets,
and they didn't care too much

could afford the tickets,
and they didn't care too much

about the services offered
simply because they just were

about the services offered
simply because they just were

intent on getting
from point A to point

B as cheaply as possible.

There are
96 passengers and six

crew members on today's flight.

crew members on today's flight.

Controllers at the airport
are busy juggling planes.

Controllers at the airport
are busy juggling planes.

OK, it's cleared for takeoff.

Today's flight
is a routine two-hour hop

from Surabaya on
the island of Java

from Surabaya on
the island of Java

to Manado on the
island of Sulawesi,

a little over 1,000
miles northeast.

a little over 1,000
miles northeast.

It's the beginning
of the rainy season.

It's the beginning
of the rainy season.

Weather is unpredictable.

Forecasters are
expecting fierce storms.

Forecasters are
expecting fierce storms.

Captain Widodo is aware that
there may be bad weather ahead.

Captain Widodo is aware that
there may be bad weather ahead.

Turn right direct to Fando

and climb to flight level 330.

and climb to flight level 330.

Roger, turn right
direct to Fando

and climb to flight level 330.

and climb to flight level 330.

Adam 574.

Minutes after takeoff, the crew

turns on the autopilot.

turns on the autopilot.

The flight computer
will fly the plane

and navigate it along a
pre-planned route to Manado.

and navigate it along a
pre-planned route to Manado.

Now passing flight level 220.

Now passing flight level 220.

Climbing to flight level 330.

Roger, Adam 574.

Roger, Adam 574.

Track direct to Diaola.

Confirmed.

Tracking direct to Diaola.

Adam 574.

Adam 574.

22,000 feet below,
air traffic controllers

track the flight's
progress on radar

track the flight's
progress on radar

and confirm that it's on course.

The plane is beginning to
experience some turbulence.

Less than a half
hour into the flight,

air traffic controllers notice
something out of the ordinary.

air traffic controllers notice
something out of the ordinary.

Where's Adam direct to?

Where's Adam direct to?

My god, he's flying north.

Flight 574
has flown off course

and is now heading
into a violent storm.

and is now heading
into a violent storm.

Air traffic controllers
don't know why.

Air traffic controllers
don't know why.

Yes.

Mm-hmm.

On board
the plane, the pilots

On board
the plane, the pilots

try to understand how far
they have drifted off course...

The IRS?

The IRS?

28 is the difference.

...and try
to fix the problem

with a computerized system
that handles navigation.

with a computerized system
that handles navigation.

May I have your attention?

This is your captain speaking.

We are about to experience
some turbulence.

We are about to experience
some turbulence.

Could all the passengers

return to their seats?

Controllers on the ground

try to get Flight
574 back on course,

try to get Flight
574 back on course,

giving them directions
to their next assigned

waypoint, called Diaola.

waypoint, called Diaola.

Adam Air 574, maintain
350, direct to Diaola.

But to get
there, Flight 574 must

But to get
there, Flight 574 must

pass through a severe storm.

85 mile an hour winds
beat on the plane's hull.

85 mile an hour winds
beat on the plane's hull.

It's pounded by hail and rain.

The weather is making
it hard to see.

The crew is not just
concerned with the weather.

They're still also trying to
understand the problem with

They're still also trying to
understand the problem with

the plane's navigation system.

This is messed up.

Getting lost over the ocean

is everyone's worry
because when you lose

is everyone's worry
because when you lose

your navigational
instruments or you

lose trust of your navigational
instruments, what do you do?

lose trust of your navigational
instruments, what do you do?

Co-pilot
Susanto consults

the aircraft's handbook.

It's starting to fly
like a bamboo ship.

It's starting to fly
like a bamboo ship.

Captain Widodo
doesn't know where he is.

He needs directions.

Confirm our position.

Confirm our position.

Adam 574.

Confirm our position, please.

Roger, Adam 574.

Position is 125 miles, Mike Kilo
Sierra, crossing radial 307.

Position is 125 miles, Mike Kilo
Sierra, crossing radial 307.

Mike Kilo Sierra.

Mike Kilo Sierra.

The weather
in Mike Kilo Sierra isn't good.

The storm
is growing worse.

The storm
is growing worse.

This is crazy!

We're going to get lost
if it stays like this.

We're going to get lost
if it stays like this.

Captain Widodo wants to take

over navigation of the plane
from the flight computer.

over navigation of the plane
from the flight computer.

OK, put the IRS in attitude.

OK, put the IRS in attitude.

But suddenly, a warning.

The autopilot has
disengaged completely.

The autopilot has
disengaged completely.

Then many of Susanto's
computerized instruments

Then many of Susanto's
computerized instruments

go blank.

The crew doesn't notice that
their plane is rolling over.

The crew doesn't notice that
their plane is rolling over.

Flight 574 is banking
at a dangerous angle.

Flight 574 is banking
at a dangerous angle.

OK, enter this.

Bank angle.

Bank angle.

Bank angle.

Bank angle.

If it
rolls over too far,

it could send the plane
and the 102 people

it could send the plane
and the 102 people

on board into a fatal
downward spiral.

OK, put it back on nav again.

Put it back on nav again!

Yes.

Put it on nav again!

Put it on nav again!

Captain Widodo
wants to re-engage the flight

computer's navigation system.

computer's navigation system.

The plane is still
rolling, and now its nose

The plane is still
rolling, and now its nose

has started to point downward.

Sink right.

Sink right.

Another alarm
tells the pilots that they

are entering a steep descent.

Don't turn it!

This is our heading.

This is our heading.

Pull up.

Ah.

Pull up!

Ah, ah!

Adam 574, Yujung Control.

Adam 574, Yujung Control.

Adam 574, Yujung Control.

Adam 574, Yujung Control.

Adam 574, radar
service terminated.

Please contact Yujung
Control at 129.1.

Please contact Yujung
Control at 129.1.

Inexplicably, Flight 574 has disappeared.

Inexplicably, Flight 574 has disappeared.

News of Adam Air
Flight 574's disappearance

spreads quickly.

spreads quickly.

The Indonesian government
starts mobilizing search

and rescue teams to find it.

and rescue teams to find it.

First Air Marshal Eddy
Suyanto will coordinate

the search and rescue.

the search and rescue.

On the
1st of January, 2007,

On the
1st of January, 2007,

I received a verbal notification
from the vice assistant

operation head of
Air Force that Adam

operation head of
Air Force that Adam

Air had not landed in Manado.

Indonesia's
National Transportation Safety

Committee, or NTSC,
is also notified.

Committee, or NTSC,
is also notified.

The NTSC is responsible
for finding out

The NTSC is responsible
for finding out

what went wrong with any
Indonesian plane crash.

Frans Wenas is in charge of
investigating Adam Air 574.

Frans Wenas is in charge of
investigating Adam Air 574.

The first steps that we take
when there was an accident

The first steps that we take
when there was an accident

or serious incident, we will
find all the resources that we

or serious incident, we will
find all the resources that we

have and get the team together
before we dispatch to the area.

have and get the team together
before we dispatch to the area.

Working with
air traffic control,

Working with
air traffic control,

the searchers try to pinpoint
the last recorded location

of Flight 574.

of Flight 574.

I received the report

that Adam Air was lost from
the radar in the Majin Sea.

that Adam Air was lost from
the radar in the Majin Sea.

The plane was
last detected by radar

as it was crossing
the sea about halfway

through its intended journey.

through its intended journey.

OK.

So right around here.

So right around here.

But the plane could
have flown hundreds of miles

after that signal was received.

after that signal was received.

It's impossible to pinpoint
the exact location.

When the
aircraft went missing,

When the
aircraft went missing,

it was a bit of a
shock for everybody

because in this day
and age, nobody expects

an aircraft to go missing.

an aircraft to go missing.

Without a
specific location,

searchers try to figure out
how large an area to scan.

searchers try to figure out
how large an area to scan.

Since they know how
much fuel was on board,

investigators can calculate how
far the plane could have flown

investigators can calculate how
far the plane could have flown

since it was last detected.

If this is their
last radar hit,

they didn't have enough fuel
to fly any further than this.

they didn't have enough fuel
to fly any further than this.

More than
3,000 people are

More than
3,000 people are

sent out to look for the plane.

The Indonesians are joined
by a US Navy vessel.

The Indonesians are joined
by a US Navy vessel.

But the area they have to
search is the size of Ireland.

But the area they have to
search is the size of Ireland.

The teams don't even
know whether to look

on land or on water.

on land or on water.

And as long as there was no
definitive word, hope remained.

And as long as there was no
definitive word, hope remained.

12 hours
passed without

any confirmed sightings.

And then friends' and relatives'
hopes are raised with news

that survivors have been found.

that survivors have been found.

A new report came
in saying that they had found

A new report came
in saying that they had found

the Adam Air wreckage in the
mountainous area of Polewali

the Adam Air wreckage in the
mountainous area of Polewali

with 100 victims and 12
survivors still alive.

with 100 victims and 12
survivors still alive.

Rescue teams
hurry to the island

Rescue teams
hurry to the island

of Sulawesi, hoping to return
survivors to their families.

They also hope to discover what
went wrong on board the plane.

They also hope to discover what
went wrong on board the plane.

But when the first
officials get there,

they find that these survivors
are not from the flight at all.

they find that these survivors
are not from the flight at all.

So they
were ferry survivors, not

So they
were ferry survivors, not

airplane survivors.

They're from a ship
that sank in another storm

They're from a ship
that sank in another storm

where Flight 574 is
thought to have crashed.

where Flight 574 is
thought to have crashed.

Now the rescue teams
are back to square one.

It let people's hopes up.

And people flocked to Makassar,
and they were finding ways

And people flocked to Makassar,
and they were finding ways

how to get to the
crash site, only

to find that it's not there.

to find that it's not there.

For family members,
it's a bitter disappointment.

For family members,
it's a bitter disappointment.

We were ashamed
because the information

was already spread all
over before we verified it.

was already spread all
over before we verified it.

Our government was
embarrassed that we

publicized that information.

publicized that information.

It's been a
week since the crash.

It's been a
week since the crash.

With each passing
day, the chance of finding

any survivors grows smaller.

any survivors grows smaller.

There was still no clear
picture of exactly where

the plane had crashed
and how it had gone down

and why it had gone down.

and why it had gone down.

Wenas needs
to locate the wreckage

as soon as possible.

as soon as possible.

Most of all, he needs
the two black boxes

that record conversations in
the cockpit and the flight data.

that record conversations in
the cockpit and the flight data.

There are beacons
attached to the boxes,

There are beacons
attached to the boxes,

but they only have a
30-day battery life.

Nine days after the crash
of Adam Air Flight 574,

a fisherman finds what he thinks
might be a part of an airplane.

a fisherman finds what he thinks
might be a part of an airplane.

It's less than feet off
the coast of Sulawesi.

It's less than feet off
the coast of Sulawesi.

The piece is taken
to an Indonesian

Air Force base for analysis.

Air Force base for analysis.

Frans Wenas quickly
identifies that it

is a part of a right elevator.

He examines it to see if it
belongs to Adam Air Flight 574.

He examines it to see if it
belongs to Adam Air Flight 574.

We checked with
the city numbers.

We checked with
the part numbers.

We checked with
the part numbers.

The numbers match.

So we are definitely sure
that it is from the aircraft.

So we are definitely sure
that it is from the aircraft.

The finding confirms
that Flight 574 crashed at sea.

The team can now narrow
down its search to the area

The team can now narrow
down its search to the area

where the elevator was found.

where the elevator was found.

Since the accident involves
an American-made plane,

the US National
Transportation Safety

Board joins the investigation.

Board joins the investigation.

This is Mr. Crookshanks.

They send
structural engineer

They send
structural engineer

Clint Crookshanks to Indonesia.

We started working with the
NTSC to to look at radar data,

We started working with the
NTSC to to look at radar data,

air traffic transmissions,
weather data,

trying to bring all
that information

trying to bring all
that information

together to find the airplane.

The water that
investigators plan to search

for wreckage is
6,500 feet deep, much

for wreckage is
6,500 feet deep, much

too deep to send down divers.

It was quite deep water,
deeper than we're normally used

It was quite deep water,
deeper than we're normally used

to recovering airplanes from.

The Indonesian government

wants Adam Air to pay for
the salvage operation.

wants Adam Air to pay for
the salvage operation.

Investigators meet with
representatives of the airline.

Investigators meet with
representatives of the airline.

It is going to be expensive.

We need to hire contractors
to go down that far.

We need to hire contractors
to go down that far.

Adam Air have
felt that its responsibility

only went so far.

only went so far.

The government and
most of public opinion

believed that Adam
Air's responsibility was

actually almost
total because they

actually almost
total because they

were the owners of the airline.

The airline refuses
to pay for the salvage,

The airline refuses
to pay for the salvage,

triggering a
lengthy negotiation.

As the investigation
stalls, public anger grows.

As the investigation
stalls, public anger grows.

People were becoming more
and more critical of Adam Air

People were becoming more
and more critical of Adam Air

and the way it was being run.

But then after
seven months of negotiating...

But then after
seven months of negotiating...

This is good news.

Thank you.

...Adam Air agrees
to help pay for the salvage.

...Adam Air agrees
to help pay for the salvage.

Phoenix International,
an American company

Phoenix International,
an American company

specializing in
deep water salvage,

starts the operation
on August 24.

starts the operation
on August 24.

But the time they've lost has
had a serious consequence.

But the time they've lost has
had a serious consequence.

Although they have a fix on
the location of the crash,

the locator beacons attached to
the black boxes have gone dead.

the locator beacons attached to
the black boxes have gone dead.

If the black
boxes are not found,

it will be a
mystery until today.

it will be a
mystery until today.

Without the beacons, finding

two small boxes
among the wreckage

two small boxes
among the wreckage

will be a huge challenge.

To make matters worse, Adam Air
has only put up enough money

for one week of searching.

for one week of searching.

So it was like, go out there.

If you don't find anything
in seven days, you're done.

If you don't find anything
in seven days, you're done.

After locating
debris with sonar,

an unmanned Remotely
Operated Vehicle, or ROV,

an unmanned Remotely
Operated Vehicle, or ROV,

is sent down to look
for the black boxes.

All right, how we doing?

We dove
on one location first.

We dove
on one location first.

We got to that GPS location.

There was nothing there.

Pull up quadrant three.

Pull up quadrant three.

So we sat
down and decided we'd do a grid

So we sat
down and decided we'd do a grid

search about that
point, and so we

did a very methodical search.

OK, three degrees.

All right.

Slow, slow.

Slow, slow.

We're coming up on something.

We started picking up

small lightweight pieces
of airplane wreckage,

small lightweight pieces
of airplane wreckage,

things like life vests, seat
trays, light bits of metal.

things like life vests, seat
trays, light bits of metal.

Oh my god, this is it.

Investigators get their first look

Investigators get their first look

at the wreckage.

This plane is ripped apart.

The state
of the wreckage

illustrates just how violent
this plane crash was.

illustrates just how violent
this plane crash was.

The little pieces of wreckage
didn't tell us anything

The little pieces of wreckage
didn't tell us anything

about the cause of the crash.

They did tell us, however,
that the airplane hit the water

at a very high rate of speed.

at a very high rate of speed.

This was the most fragmented
airplane that I have ever seen.

This was the most fragmented
airplane that I have ever seen.

Only two days
into the operation,

Crookshanks spots something.

Crookshanks spots something.

All right, stop.

Rotate back five degrees.

I noticed on the left side of
the video screen something that

I noticed on the left side of
the video screen something that

appeared to be orange, and I
instructed the ROV operator

to take a closer look at it.

to take a closer look at it.

That's it.

That's... that's it.

OK.

Once we got over there,
we realized that, yeah,

Once we got over there,
we realized that, yeah,

this, in fact, was the FDR.

The plane's flight
data recorder has been found.

The plane's flight
data recorder has been found.

Investigators soon find the
cockpit voice recorder nearby.

All right, stop.

That's it.

That's it.

Their week is up.

The salvage operation is over.

The salvage operation is over.

Investigators now
hope they have all

the clues they need
to solve the mystery

the clues they need
to solve the mystery

surrounding this accident.

The black
boxes is the only source

for the evidence that
we have because we

for the evidence that
we have because we

don't have the wreckage.

We don't have the witnesses.

We don't have the witnesses.

But the
boxes have been

lying on the bottom of the
sea for almost eight months.

lying on the bottom of the
sea for almost eight months.

They could be damaged
beyond repair.

They may not yield any
information at all.

They may not yield any
information at all.

The black boxes
from Adam Air Flight 574

are taken to the National
Transportation Safety Board

are taken to the National
Transportation Safety Board

in Washington, DC.

Investigators think
the labs there

Investigators think
the labs there

are the best bet at salvaging
any possible information.

If an
FDR is found in saltwater,

If an
FDR is found in saltwater,

it needs to be
washed in fresh water

and then contained in
water the entire time

and then contained in
water the entire time

until it makes it to our lab.

Salt and air together
create a chemical reaction

Salt and air together
create a chemical reaction

that results in rust.

The rust can damage the
electronic components

in the recorders.

in the recorders.

Keeping them submerged in fresh
water delays that reaction.

Keeping them submerged in fresh
water delays that reaction.

The importance
of having the data

depends on the circumstances
of the accident.

If you're able to recover
wreckage and other parts

to investigate, then
you don't necessarily

to investigate, then
you don't necessarily

need to rely on the data.

For this particular accident,
since the wreckage was going

to stay at the
bottom of the ocean,

to stay at the
bottom of the ocean,

it was essential that we
had data from the recorders.

This is where we
do most of the work.

Frans Wenas also makes
the trip to the United States.

Frans Wenas also makes
the trip to the United States.

Technicians begin the
painstaking process

of retrieving the information.

of retrieving the information.

The job is a
multinational effort.

The job is a
multinational effort.

The Australian
Transport Safety

Bureau was requested to assist.

We have an excellent
relationship

We have an excellent
relationship

with the NTSB folk.

And so our flight
recorder specialist

And so our flight
recorder specialist

went to the United States and
worked alongside the NTSB.

went to the United States and
worked alongside the NTSB.

The electronic components

containing the data are
carefully removed and dried.

Then the information is
uploaded onto a computer.

Then the information is
uploaded onto a computer.

The two black boxes
provide investigators

The two black boxes
provide investigators

with the first solid
clues about why

Flight 574 fell from the sky.

Good afternoon, departure.

This is Adam 574.

Now passing flight level 220.

Now passing flight level 220.

Climbing to flight level 330.

Roger, Adam 574.

Track direct to Diaola.

Track direct to Diaola.

Confirmed.

Tracking direct to Diaola.

Adam 574.

The conversation
in the cockpit

The conversation
in the cockpit

tells investigators
that the crew knew

that the plane's
navigation system

was sending them off course...

was sending them off course...

The IRS?

28 is the difference.

They're drifting.

They're drifting.

...and that
they were preoccupied

with fixing that problem.

This is messed up.

Where is Adam direct to?

My god, he's flying north.

Adam Air 574, maintain
350, direct to Diaola.

Adam Air 574, maintain
350, direct to Diaola.

Confirmed.

Flight level 350,
direct to Diaola.

Flight level 350,
direct to Diaola.

Adam 574.

To get from
one waypoint to the next,

To get from
one waypoint to the next,

the flight computer
always has to know

the plane's exact location.

That information comes from
a component called the IRS,

That information comes from
a component called the IRS,

or Inertial Reference System.

It tracks every adjustment to
the plane's course to calculate

its exact position.

It then feeds that
information to the autopilot.

It then feeds that
information to the autopilot.

The autopilot needs to
know where the aircraft is

The autopilot needs to
know where the aircraft is

and where it needs to go.

Now, the autopilot takes those
data from the IRS in terms

Now, the autopilot takes those
data from the IRS in terms

of height, heading, and speed.

But for the system
to keep track of the plane's

But for the system
to keep track of the plane's

heading, it has to know
where the plane started.

The IRS has to be
calibrated before takeoff.

The IRS has to be
calibrated before takeoff.

Usually, the crew will enter
the coordinates of the gate

Usually, the crew will enter
the coordinates of the gate

as the starting point for
the computer to track.

Investigators wonder if
the IRS guided the plane

off course because the wrong
initial coordinates were

off course because the wrong
initial coordinates were

entered.

Frans, we just got this.

They check this
by looking at information

They check this
by looking at information

from the flight data recorder.

We'll be
able to see a lot better now.

Right here?

Right here?

The numbers are fine when
they're on the ground.

Yes, yes.

The data confirms the
IRS was calibrated before Adam

The data confirms the
IRS was calibrated before Adam

Air Flight 574 took off.

Air Flight 574 took off.

This is where it begins.

That's right.

But for
some reason, the IRS

began to send the plane
off course almost as soon

began to send the plane
off course almost as soon

as the flight got in the air.

Just gets worse and worse.

Now, there's something
else I'd like to show you,

Now, there's something
else I'd like to show you,

some maintenance logs.

Crookshanks and Wenas look

at the maintenance
history of the IRS system

at the maintenance
history of the IRS system

that was on board Flight 574.

As you can tell, there's
more than 100 write-ups here.

As you can tell, there's
more than 100 write-ups here.

Look at this.

Same unit.

The same problem.

That's right.

The history
shows that there had been

numerous complaints about
the plane's navigation system

numerous complaints about
the plane's navigation system

over the past three months.

Again and again.

Investigators wonder why the airline

Investigators wonder why the airline

didn't fix the problem.

In the case of the
IRS of this aircraft,

that unit should've been taken
out and sent to maintenance

that unit should've been taken
out and sent to maintenance

for calibration or repairs.

Investigators discover that when pilots

Investigators discover that when pilots

complain about a
faulty IRS unit,

the airline didn't
fix it properly.

the airline didn't
fix it properly.

They would either swap it with
a unit from another plane,

or often they would
only do a basic cleaning

or often they would
only do a basic cleaning

of the malfunctioning unit.

They just
pull up the connectors,

They just
pull up the connectors,

spray it with some
lubricant cleaners,

then put it back on,
did some ground test,

then put it back on,
did some ground test,

and then just put ground test
OK on the maintenance log.

Since the IRS is such
a vital piece of equipment,

Since the IRS is such
a vital piece of equipment,

this is contrary to all
recommended repair policies.

this is contrary to all
recommended repair policies.

Investigators listen to the
cockpit voice recorder...

ACTOR AS SUSANTO (ON
TAPE): The weather

in Mike Kilo Sierra isn't good.

in Mike Kilo Sierra isn't good.

...hoping to discover
how the malfunctioning IRS

contributed to the crash.

contributed to the crash.

This is crazy!

We're going to get lost
if it stays like this.

ACTOR AS WIDODO (ON
TAPE): Don't turn it!

ACTOR AS WIDODO (ON
TAPE): Don't turn it!

This is our heading.

Pull up.

Pull up!

But nothing they
hear leads them to believe

But nothing they
hear leads them to believe

that an IRS
malfunction alone could

have caused the plane to crash.

If you have a failure in
one system of the airplane,

it shouldn't cause an accident.

Investigators now wonder

if the severe storm Flight
574 flew into somehow

if the severe storm Flight
574 flew into somehow

played a role in this crash.

This is messed up.

This is really messed up.

It's starting to fly
like a bamboo ship.

It's starting to fly
like a bamboo ship.

Confirm our position.

In order to determine
if weather was a factor

in the Adam Air
crash, investigators

in the Adam Air
crash, investigators

need a more complete
picture of what

happened on board the flight.

They want to know everything the
crew did and said from the time

They want to know everything the
crew did and said from the time

they discovered that
they were off course

to the time they hit the water.

to the time they hit the water.

To do this, they combine the
data from the two black boxes

to create a computer
simulation of the flight.

to create a computer
simulation of the flight.

That gave us very close to
the possibility of what really

That gave us very close to
the possibility of what really

happened with the aircraft.

Investigators return to Jakarta

to study the simulation.

ACTOR AS SUSANTO (ON
TAPE): The weather

in Mike Kilo Sierra isn't good.

This is crazy!

We're going to get lost
if it stays like this.

We're going to get lost
if it stays like this.

They can see that
through out most of the flight,

the computer was
navigating the plane.

the computer was
navigating the plane.

But since the
flight computer was

sending the plane off course...

sending the plane off course...

Position, please.

...the captain decided
to navigate the plane himself.

OK, put the IRS in attitude.

OK, put the IRS in attitude.

Co-pilot Susantos
switched the navigation system

to a mode that
would keep the plane

to a mode that
would keep the plane

flying straight and level.

Captain Widodo could
now change his course.

This is where they switch
from nav to attitude.

This is where they switch
from nav to attitude.

Switching from
one mode to the other forces

Switching from
one mode to the other forces

some computerized
gauges to temporarily

go blank while they reset.

go blank while they reset.

One is the ADI or artificial
horizon, which tells the crew

if the plane is flying level.

if the plane is flying level.

ADI goes off and stays off.

There was also
another much more serious

There was also
another much more serious

consequence to the switch.

That's where the plane
starts its right roll.

That's where the plane
starts its right roll.

The autopilot disengaged
when they consciously selected

The autopilot disengaged
when they consciously selected

from the nav mode to
the attitude mode,

and then the aircraft
commenced an almost

and then the aircraft
commenced an almost

imperceptible roll to
the right of around

about one degree per second.

The captain
missed a crucial step

when he switched his flight
computer from one mode

when he switched his flight
computer from one mode

to the other.

Quick reference
handbook, please.

He should've
flown his plane straight

He should've
flown his plane straight

and level while the computer
adjusted to the new setting.

Maintain straight
and level constant

Maintain straight
and level constant

airspeed flight until
attitude displays recover,

approximately 30 seconds.

approximately 30 seconds.

It's in the manual.

Any pilot who is trained and
qualified on the Boeing 737-400

Any pilot who is trained and
qualified on the Boeing 737-400

is regarded to have a sufficient
knowledge that whenever they

is regarded to have a sufficient
knowledge that whenever they

switch the nav mode to
attitude, they have to maintain

switch the nav mode to
attitude, they have to maintain

wings level for 30 second.

wings level for 30 second.

But neither
of the pilots did that.

It's an oversight with
grave consequences.

It's an oversight with
grave consequences.

Without that step, the
autopilot disengages completely.

Without that step, the
autopilot disengages completely.

The flight computer did send out
a warning when that happened,

The flight computer did send out
a warning when that happened,

but the warning was ignored.

The crew didn't seem to
notice that the autopilot

The crew didn't seem to
notice that the autopilot

was no longer flying the plane.

And it only took seconds
for that to become

a very serious problem.

The data tells investigators
that this plane had a natural

The data tells investigators
that this plane had a natural

tendency to roll to the right.

Old planes, like old cars,
don't always go straight.

Old planes, like old cars,
don't always go straight.

Throughout the
flight, the autopilot

compensated for that
by raising the aileron

on the plane's left wing.

on the plane's left wing.

An aileron is a movable
flap on the wing

that controls how much the plane
rolls to the left and right.

that controls how much the plane
rolls to the left and right.

But once the
autopilot disengaged,

it stopped compensating,
and the ailerons went

it stopped compensating,
and the ailerons went

back to a neutral position.

That allowed the plane
to revert to its tendency

to roll to the right.

And they don't even notice.

At this point, the
plane was rolling at a rate

At this point, the
plane was rolling at a rate

of one degree per second.

Focused on their faulty
navigation system

Focused on their faulty
navigation system

and with thick clouds
obscuring the horizon,

the pilots had no idea that
their plane was dipping.

the pilots had no idea that
their plane was dipping.

It's not uncommon for pilots
to get disoriented in this way.

Your body
will start to fool you.

Your body
will start to fool you.

Your senses will start
sending you false information

or false senses.

or false senses.

You might think that you
are actually going straight

and level where you're actually
rolling slowly to the right

or to the left.

or to the left.

The 737 is
programmed to issue a warning

when it rolls past 35 degrees.

when it rolls past 35 degrees.

Bank angle.

Bank angle.

Bank angle.

Bank angle.

The flight data
recorder shows investigators

that in response to that
alert, Captain Widodo

that in response to that
alert, Captain Widodo

did attempt to level the plane.

They get an oral warning
from the airplane that says,

hey, bank angle, bank angle.

hey, bank angle, bank angle.

And at that point,
they made some

small inputs to the
controls, but they didn't...

small inputs to the
controls, but they didn't...

they didn't fly the airplane.

Believing that the
autopilot would keep the plane

level, Widodo soon
turned his attention

level, Widodo soon
turned his attention

back to the problematic IRS.

back to the problematic IRS.

Usually, you would say one pilot

deals with the system issue.

The other pilot
flies the airplane.

They were both dealing
with this system issue

They were both dealing
with this system issue

and totally focused
on the issue,

so they never saw
what was happening.

Tragically, just because there
is an initial reference system

Tragically, just because there
is an initial reference system

Tragically, just because there
is an initial reference system

failure, or, let's say,
in another accident,

there might be an
engine failure,

there might be an
engine failure,

does not mean that an
aircraft has to crash.

It's 60 degrees now, and there
is no attempt at a recovery.

It's 60 degrees now, and there
is no attempt at a recovery.

Don't turn it!

This is our heading!

Pull up.

Pull up!

Pull up!

Investigators can see that when

Investigators can see that when

Captain Widodo does
take action, he

makes the situation much worse.

makes the situation much worse.

With his plane still banked
drastically to the right,

Captain Widodo should
have leveled his wings

Captain Widodo should
have leveled his wings

and then pulled his nose up.

He did the opposite.

He began pulling
back on his control column

before his wings were leveled.

That forced the plane
into a tight spiral dive.

That forced the plane
into a tight spiral dive.

Basically, it
rolled, and it just

Basically, it
rolled, and it just

kept rolling until it almost
went inverted and just fell...

it kinda fell out of the
sky once it got to a point

it kinda fell out of the
sky once it got to a point

where it wasn't flying like
a normal airplane should.

The aircraft was descending
at nearly 900 kilometers an hour

The aircraft was descending
at nearly 900 kilometers an hour

at a vertical speed at
times reaching in excess

at a vertical speed at
times reaching in excess

of 21,000 feet per minute.

That's almost
the speed of sound.

That's almost
the speed of sound.

It's rolling
over rapid descent.

Pull up.

Pull up.

Pull up.

They can't recover now.

At that speed,
the plane is no longer

At that speed,
the plane is no longer

able to hold itself together.

And that sound...

...that's the sound of
the plane coming apart.

The black
boxes have revealed

how Flight 574 crashed.

how Flight 574 crashed.

But they also raise
crucial questions.

It's just one
error after another.

It's just one
error after another.

There was ample opportunity,
ample time for the pilots

to correct the situation.

to correct the situation.

The investigators have come

to a disturbing conclusion.

to a disturbing conclusion.

Five degrees.

The only mechanical
failure was with the plane's

The only mechanical
failure was with the plane's

navigation system.

FDR.

FDR.

And that shouldn't
have caused the crash.

The more significant
failures were human.

OK, put the IRS in attitude.

OK, put the IRS in attitude.

Bank angle.

But why
should qualified pilots

But why
should qualified pilots

make these disastrous mistakes?

Don't turn it!

This is our heading!

Investigators turn their attention

from the actions of the
pilots on Flight 574

from the actions of the
pilots on Flight 574

to the airline that
employed them, Adam Air.

to the airline that
employed them, Adam Air.

They meet with the owners.

Frans Wenas.

Adam Air
was founded in 2002

Adam Air
was founded in 2002

by a wealthy businesswoman
named Sandra Ang.

by a wealthy businesswoman
named Sandra Ang.

Ang named the
airline after her son

Adam, whom she also appointed
as the company's president.

Adam, whom she also appointed
as the company's president.

We need to know more
about your training program.

The investigators
interview Adam Air pilots.

Did the airline provide any
training on recovery procedures

Did the airline provide any
training on recovery procedures

in the event of an IRS failure?

in the event of an IRS failure?

No.

They want to find
out more about how the airline

They want to find
out more about how the airline

trained its flight crews.

What about
recovery techniques?

What about
recovery techniques?

IRS troubleshooting?

No?

What they
uncover is disturbing.

What they
uncover is disturbing.

We could not find
any evidence that the pilot was

properly trained when they have
a sudden disengaging autopilot

properly trained when they have
a sudden disengaging autopilot

or when they're flying
with the IRS failure.

or when they're flying
with the IRS failure.

Thank you, gentlemen,
for your time.

Thank you, gentlemen,
for your time.

As they dig deeper,
investigators find an airline

As they dig deeper,
investigators find an airline

plagued with safety issues.

In February 2006, 11 months
before the Adam Air Flight 574

crash, another Adam
airplane, Flight 5782,

crash, another Adam
airplane, Flight 5782,

flew off course in the same way.

That crew was also getting
faulty navigation data.

That crew was also getting
faulty navigation data.

But they couldn't
even reach air traffic

controllers on the radio.

They couldn't get directions.

They couldn't get directions.

They were badly lost
for three hours.

The crew was trying
to find where they were.

The crew was trying
to find where they were.

The ATC was trying to
find where they were.

And they were over the water.

And they were over the water.

Like Flight 574,
they had a malfunctioning IRS.

In the end, the plane
landed over 300 miles south

In the end, the plane
landed over 300 miles south

of where it should have been.

They just continued

until they found an island,
and it had an airport in it.

until they found an island,
and it had an airport in it.

And they said, OK, we
have to land there.

Otherwise, we don't know
where we're going to go.

And they landed, and they
didn't know exactly where

And they landed, and they
didn't know exactly where

they were until they landed.

Six months after
the crash of Flight 574,

the European Commission
banned all Indonesian

the European Commission
banned all Indonesian

airlines from flying to Europe.

It sent a very strong
message to the whole world

It sent a very strong
message to the whole world

that we, the European
Union, believe

that all Indonesian
Airlines are unsafe,

that all Indonesian
Airlines are unsafe,

and you should not fly on them.

Then in
March 2008, there's

another accident involving
Adam Air, this time,

another accident involving
Adam Air, this time,

in the city of Batam.

And the
airplane slewed off the runway,

And the
airplane slewed off the runway,

came to rest on the side.

The evacuation
was a bit strange.

The evacuation
was a bit strange.

No slides were deployed.

And that was the final accident.

And after that, I
think everybody said,

And after that, I
think everybody said,

enough's enough, you know?

People who did care, people
who were wanting to shake up

the industry and reform
it and improve it

the industry and reform
it and improve it

were horrified that the
situation had been so bad

within Adam Air and
that the authorities

within Adam Air and
that the authorities

had allowed such a situation
to continue and deteriorate.

had allowed such a situation
to continue and deteriorate.

Immediately after the crash in Batam,

the Indonesian
government suspended

the Indonesian
government suspended

and then ultimately revoked
Adam Air's license to operate.

and then ultimately revoked
Adam Air's license to operate.

But it became
apparent that Adam Air

wasn't the only Indonesian
airline with problems.

wasn't the only Indonesian
airline with problems.

Prior to the Adam
Air crash, Indonesia

experienced a bad crash about
every year to 18 months.

experienced a bad crash about
every year to 18 months.

Many of those
accidents involved

the discount carriers
that the government

had allowed to thrive.

had allowed to thrive.

More than 50 such airlines
were in operation at the time

of the Adam Air crash.

The problem, though, was
that this expansion occurred

in a way that was not
properly monitored,

in a way that was not
properly monitored,

not properly regulated
by the government.

Thousands and
thousands of people

are being employed to work for
airlines when they just don't

are being employed to work for
airlines when they just don't

have the experience to do so
and are not being adequately

trained, as the investigation
report into the Adam Air crash

trained, as the investigation
report into the Adam Air crash

demonstrated.

Indonesia's
poor safety record

Indonesia's
poor safety record

forces the government to
take steps to improve airline

safety throughout the country.

safety throughout the country.

It begins rating airlines
on safety and grounds

those that don't comply.

So that we have
no more Adam Airs,

we have no more companies
that cut costs too much

we have no more companies
that cut costs too much

and gives all these
extra risks to the public

because that's not what
the public should receive.

because that's not what
the public should receive.

The public should receive
a reliable and safe

means of air transportation.