All language subtitles for Air.Disasters.S20E19.1080p.PMTP.WEB-DL.DDP5.1.H.264-BLOOM_track3_[eng]

A mechanics
error in judgment...

Well, it wasn't that busy
so I offered to help the guys.

Well, it wasn't that busy
so I offered to help the guys.

...leads to
a mid-flight disaster.

High speed.

To find out later
that something they did

To find out later
that something they did

or an airplane they had
worked on went down,

that's got to be a
special level of hell.

that's got to be a
special level of hell.

Reach over here.

Botched maintenance leads to a life

and death struggle in the sky.

and death struggle in the sky.

Emery 17, extreme
balance problem.

Ah!

Ah!

Three pilots lost their
lives because of a bolt,

a nut, and a Cotter key.

a nut, and a Cotter key.

Sometimes the failure
of a tiny piece of the plane

Sometimes the failure
of a tiny piece of the plane

can lead to tragedy.

A trio of crashes reveals
the critical importance

A trio of crashes reveals
the critical importance

of following the proper
procedures for maintenance.

In each of these
cases, the plane

In each of these
cases, the plane

was lost because of a bolt.

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

We lost both engines.

Put the mask over your nose.

- Emergency.
- Mayday.

Mayday.

Brace for impact!

It's gonna crash!

Autopilot off.

Continental Express flight 2574

nears the end of its
hour-long flight from Laredo

nears the end of its
hour-long flight from Laredo

to Houston, Texas.

There are 11
passengers on board.

There are 11
passengers on board.

2574.

They're going to bring
everybody in on 26 or 27.

They're going to bring
everybody in on 26 or 27.

Okie, dokie.

The pilots prepare
the Embraer 120 Brasilia

for their second
landing of the day.

for their second
landing of the day.

Captain Brad Patridge
is just 29 years old.

The first officer,
Clint Rodosovich is 43.

The first officer,
Clint Rodosovich is 43.

The two have close to 16,000
flying hours between them.

The two have close to 16,000
flying hours between them.

Pushing this descent.

Making like the space shuttle.

High speed.

High speed.

Within seconds, the
aircraft's steady descent...

Within seconds, the
aircraft's steady descent...

Stall.

Stall.

...becomes an
uncontrolled free-fall.

...becomes an
uncontrolled free-fall.

Flight 2574 nosedives
almost 12,000 feet

Flight 2574 nosedives
almost 12,000 feet

and hits the ground at a speed
exceeding 300 miles an hour.

What we see on
the ground is not

recognizable in any
shape, form, or fashion

as having been an airplane.

as having been an airplane.

The broken-up
aircraft has plunged

into the middle of a field about
an hour west of Houston, Texas.

into the middle of a field about
an hour west of Houston, Texas.

All 14 people on board are dead.

A team of investigators from the
National Transportation Safety

A team of investigators from the
National Transportation Safety

Board arrives at the crash site.

I was a little bit scared
when I first saw the wreckage.

I was a little bit scared
when I first saw the wreckage.

The airplane was destroyed and
there wasn't a lot to go on.

The airplane was destroyed and
there wasn't a lot to go on.

But the black boxes
are found and rushed to NTSB

headquarters in Washington DC.

The spread of the wreckage
gives investigators

The spread of the wreckage
gives investigators

much needed information.

I saw the cockpit was there.

The fuselage was there.

The left wing had folded
under the right wing.

The left wing had folded
under the right wing.

And a portion of the vertical
stabilizer was there.

And a portion of the vertical
stabilizer was there.

But the horizontal
stabilizer was missing.

But the horizontal
stabilizer was missing.

The Embraer 120 is what's

called a T-tail airplane because
the horizontal stabilizer sits

called a T-tail airplane because
the horizontal stabilizer sits

on top of the tail.

It's found more than 200
yards from the debris field.

Can someone help me
get a bearing on this?

That made me believe
that there is

That made me believe
that there is

definitely an in-flight
breakup of an airplane.

I'm guessing that tail
came off at about 9,000 feet.

I'm guessing that tail
came off at about 9,000 feet.

I'm guessing that tail
came off at about 9,000 feet.

We started to
look at the fracture surfaces

We started to
look at the fracture surfaces

of the vertical stabilizer.

The edges are
jagged, indicating the tail

was ripped off suddenly.

And there's another clue.

I noticed
that the leading

I noticed
that the leading

edge on the left side horizontal
stabilizer was missing.

The leading edge
is a rounded piece that

allows air to pass
over the stabilizer

allows air to pass
over the stabilizer

and keep the plane steady.

A key question there is,
what was the first part

A key question there is,
what was the first part

that came off of the airplane?

Because a lot of times,
the initiating event

is going to be found
in those early parts

is going to be found
in those early parts

that break from the airplane
in an in-flight break-up.

The leading edge
is not near the crash site.

Finding it will be
key to discovering

what happened to flight 2574.

what happened to flight 2574.

As searchers combed the
area, the investigators

As searchers combed the
area, the investigators

receive a copy of the
cockpit voice recording

from the lab in Washington DC.

from the lab in Washington DC.

Radio check.

Radio check.

I can hear you loud and clear.

I can hear you loud and clear.

As you also.

OK, I'll get you some.

OK, I'll get you some.

All right.

Most of the
recording sounds routine.

Jetlink 2574, say your heading.

Jetlink 2574, say your heading.

050.

There is no
hint of trouble until...

There is no
hint of trouble until...

Pushing this descent.

Making like the space shuttle.

The engines
suddenly start to roar.

The engines
suddenly start to roar.

Flight warning alarms scream.

Stall.

Stall.

Stall.

Stall.

And all
conversation ends.

The recording
tells investigators

The recording
tells investigators

the pilots had no
advance warning

of their plane's nosedive.

of their plane's nosedive.

The event happened
extremely fast.

I don't think there was anything
that the crew could have done.

I don't think there was anything
that the crew could have done.

Analysis of
the flight data recorder

confirms that conclusion.

We didn't see anything

unusual about the accident
flight until the very instant

unusual about the accident
flight until the very instant

that we had the pitch down.

that we had the pitch down.

The cause of the
crash remains a mystery.

Investigators will need to
locate the missing leading edge

to find out what went wrong.

The missing piece
is 10 feet long.

Investigators calculate that it must

Investigators calculate that it must

be hidden somewhere
in an area covering

four and a half square miles.

four and a half square miles.

We were doing marches
through the area.

We were doing marches
through the area.

And after several days
went by, it was difficult.

We had flights by the
local volunteer groups

were flying over the site.

were flying over the site.

The piece is
nowhere to be found.

I think it's
somewhere in here.

I think it's
somewhere in here.

Over the next couple of
days, we went to that area,

and we laid out a
grid to search for it.

and we laid out a
grid to search for it.

We searched for it on...

in the four-wheelers
and in the helicopter.

in the four-wheelers
and in the helicopter.

On the third
day, the investigation

gets a much needed break.

gets a much needed break.

We were flying over
the Texas countryside,

big cattle country.

Suddenly the pilot sitting next
to me said, I think I see it.

Suddenly the pilot sitting next
to me said, I think I see it.

We were really excited.

You want to do your
best to understand

what happened in an accident.

And if you didn't
have the key part,

And if you didn't
have the key part,

there would always be questions.

The state
of the leading edge

raises more questions.

The lower surface holes
under the leading edge

The lower surface holes
under the leading edge

were elongated.

They were cracked as
if you have pulled

They were cracked as
if you have pulled

it through the fasteners.

But the
holes that hold

But the
holes that hold

the piece to the top
of the stabilizer

look quite different.

The evidence indicated
that the leading edge

The evidence indicated
that the leading edge

upper surface holes
were absolutely clean,

upper surface holes
were absolutely clean,

no elongation, no damage.

Screws on top.

It looked like there
was no screws attached

It looked like there
was no screws attached

onto the top surface
of the horizontal

stabilizer leading edge.

stabilizer leading edge.

Investigators now
need to answer two questions.

Why were the screws missing?

Why were the screws missing?

And...

Losing this actually
caused the plane to crash?

Losing this actually
caused the plane to crash?

With all of the pieces
of Continental Airlines flight

2574 now recovered, the
investigation moves to the NTSB

2574 now recovered, the
investigation moves to the NTSB

headquarters in Washington DC.

Investigators first need to
know how the left leading edge...

found nearly a mile from the
rest of the tail section...

found nearly a mile from the
rest of the tail section...

is connected to the crash.

Well, we were just trying to
make sure that we understood

Well, we were just trying to
make sure that we understood

what the motion of the
airplane was after the leading

edge radius broke off.

edge radius broke off.

The horizontal stabilizer

is like an upside-down wing.

It pushes the tail down
while the wings lift it,

It pushes the tail down
while the wings lift it,

reducing the downforce when
the stabilizer lifts the tail

and makes a plane
pitch downwards.

and makes a plane
pitch downwards.

Engineering simulations
suggest that losing just one

Engineering simulations
suggest that losing just one

leading edge would
change the aerodynamics

enough to send the plane
into a catastrophic nosedive.

enough to send the plane
into a catastrophic nosedive.

If there is any
component of the wing

If there is any
component of the wing

that you don't want to
lose, it's the leading edge.

To learn why the
leading edge might have come

To learn why the
leading edge might have come

off during the
flight, investigators

examined the airline's
maintenance records

and make an intriguing find.

and make an intriguing find.

The night before
the fatal accident,

maintenance crews repaired
the plane's de-ice boots.

maintenance crews repaired
the plane's de-ice boots.

The de-ice boot is a rubber
bladder that, when inflated,

The de-ice boot is a rubber
bladder that, when inflated,

breaks up ice on
the wings and tail.

We wanted to interview
every mechanic,

We wanted to interview
every mechanic,

supervisor, and
inspection person

who took part in that activity.

who took part in that activity.

Investigators speak
with two maintenance crews,

the evening shift,
which started the work,

the evening shift,
which started the work,

and the midnight shift,
which finished it.

Replacing the boot involves
removing the leading edge,

Replacing the boot involves
removing the leading edge,

stripping off the old boot, and
replacing it with a new one.

stripping off the old boot, and
replacing it with a new one.

The entire piece is
then screwed back on

to the horizontal stabilizer.

to the horizontal stabilizer.

The evening shift
inspector, Troy Anderson,

should be watching
over his team when

they remove the screws holding
the leading edges in place.

they remove the screws holding
the leading edges in place.

But that night, he wasn't
just supervising his team.

But that night, he wasn't
just supervising his team.

I had some time
to lend a hand.

We went up to the
stabilizer to start the job.

We went up to the
stabilizer to start the job.

When mechanics started
working on the bottom,

the inspector volunteered to
climb up on top of the thing

the inspector volunteered to
climb up on top of the thing

and get the top ones.

But when the
evening shift clocks off

But when the
evening shift clocks off

and the midnight shift begins,
evening shift mechanics

hadn't finished removing
badly stripped screws

hadn't finished removing
badly stripped screws

on the right side leading edge.

And it was looking
like they weren't

going to get both sides done.

Well behind schedule,
midnight shift supervisor Adam

Well behind schedule,
midnight shift supervisor Adam

Dillon makes a
critical decision.

Dillon makes a
critical decision.

Guys, forget the
left side for tonight.

Let's get this
plane out of here.

Let's get this
plane out of here.

So your mechanics
didn't do any work

at all on the left side?

No.

No.

We didn't touch it.

After changing the
de-ice boot on the right side

only, the aircraft is
rolled out to the gate for

only, the aircraft is
rolled out to the gate for

the first flight of the day.

Three hours later, the
left leading edge rips off.

Three hours later, the
left leading edge rips off.

Investigators suspect that
the screws were removed

from the top of the
left side's leading edge

and never replaced.

and never replaced.

They speak with
Troy Anderson again.

So which side did
you work on, Troy?

So which side did
you work on, Troy?

Just the right?

Both.

Look, when I left, the
plan was to do both sides.

The inspector went
up on the manlift

and started helping
the mechanics.

and started helping
the mechanics.

That's not his job.

It wasn't his role.

It wasn't a good idea.

It wasn't a good idea.

To make matters worse,
no one recorded that the screws

were removed by the inspector.

were removed by the inspector.

The midnight shift had no
idea that the leading edge

needed to be secured in place.

needed to be secured in place.

On a shift turnover, that's
one of the critical things

that you have.

You have a written record
that anyone can go back to.

It wasn't done.

It wasn't done.

Investigators now know that a failure

in routine maintenance caused
the crash of Flight 2574.

in routine maintenance caused
the crash of Flight 2574.

The significance of First
Officer Rodosovich's last words

The significance of First
Officer Rodosovich's last words

is now tragically clear.

Pushing this dissent.

Pushing this dissent.

Making like the space shuttle.

The pilots
increased their speed,

The pilots
increased their speed,

putting extra stress on
the horizontal stabilizer.

The airplane broke
apart at the highest speed

The airplane broke
apart at the highest speed

that it reached
since the maintenance

was done the night before.

was done the night before.

The aerodynamic
forces were very high.

And so, eventually, they were
enough to bend the leading edge

radius downward
because it wasn't

radius downward
because it wasn't

attached anymore on the
top of the horizontal tail.

And they bent it
downward to the point

And they bent it
downward to the point

where, finally, the oncoming
air was powerful enough

to break it off.

The aircraft hurtled
to Earth at an astounding 320

The aircraft hurtled
to Earth at an astounding 320

miles per hour.

On the cockpit
voice recording,

On the cockpit
voice recording,

the pilots don't say
anything after it happens.

They were probably
incapacitated.

It's that violent.

In the
final report, the NTSB

In the
final report, the NTSB

faults Continental
Express for not ensuring

that the mechanics
and inspectors

completed paperwork correctly.

completed paperwork correctly.

This was a
preventable accident.

If they had strictly
followed those procedures,

If they had strictly
followed those procedures,

this accident should
not have happened.

As a
result of the crash,

As a
result of the crash,

airlines now use computerized
systems to meticulously track

mechanics' work.

mechanics' work.

It was an important step
in the evolution of safety

It was an important step
in the evolution of safety

and the safety of parts.

So it was a small plane
with a big impact.

So it was a small plane
with a big impact.

When a cargo jet
loses control after takeoff...

Emery 17, emergency.

Emery 17, emergency.

Emery 17, say again?

Investigators find
the smallest of culprits.

Mather Airport,
Sacramento, California.

Mather Airport,
Sacramento, California.

You flew jump seat
from Dayton, right?

Yes, sir.

Captain Kevin Stables
is preparing to pilot Emery

Captain Kevin Stables
is preparing to pilot Emery

Worldwide flight 17.

His first officer
is George Land.

His first officer
is George Land.

Inspections complete.

Cargo doors closed.

Joining the pilots is
flight engineer Russell Hicks.

Joining the pilots is
flight engineer Russell Hicks.

They're flying freight
from Sacramento

to Dayton, Ohio on a
30-year-old DC-8 cargo plane.

to Dayton, Ohio on a
30-year-old DC-8 cargo plane.

The DC-8 is a fantastic plane.

The DC-8 is a fantastic plane.

The thing was built like a tank.

It was kind of a pilot's plane.

It took a lot of work and it
took a lot of physical effort.

It took a lot of work and it
took a lot of physical effort.

80 knots.

Elevator checks.

V1.

V1.

Rotate.

As the nosewheel
leaves the ground,

As the nosewheel
leaves the ground,

the DC-8 pitches upward
more steeply than expected.

Watch the tail.

Watch the tail.

The sudden
takeoff is quickly followed

by an uncommanded left bank.

Center of gravity
is way out of limits.

They need to
return to the airport

They need to
return to the airport

as quickly as possible.

Emery 17, emergency.

Emery 17, say again?

Emery 17, say again?

Emery 17, we
have an emergency.

You steer.

I'm pushing.

I'm pushing.

The DC-8
starts climbing again.

Oh!

Emery 17, extreme
balance problem.

Emery 17, extreme
balance problem.

Pull up.

Push.

Push.

Pull up.

Push forward.

Pull up.

In a desperate
effort to level the plane,

they exert maximum force
on the control column.

they exert maximum force
on the control column.

Power.

More?

More?

Yeah.

Left turn.

OK.

OK.

The airplane started to go

into these big
perturbations, dive,

and then climb,
dive, and then climb.

and then climb,
dive, and then climb.

You steer.

I'm pushing.

So now you have three pilots
trying to work in harmony.

So now you have three pilots
trying to work in harmony.

That's good from a cockpit
resource management standpoint.

Three, three.

Pull up.

Three, three.

Pull up.

Pull up.

We're sinking.

We're going down, guys.

All right.

All right.

Pull up.

Pull up.

Three.

Pull up.

The crippled plane is
now within sight of the runway.

The crippled plane is
now within sight of the runway.

But it's already too late.

Emery flight 17 has crashed

into a scrap yard, one mile east
of Sacramento's Mather airport.

into a scrap yard, one mile east
of Sacramento's Mather airport.

All three crew members are dead.

All three crew members are dead.

Investigators from the
NTSB sift through a debris

Investigators from the
NTSB sift through a debris

field approximately 450 feet
wide and 1/4 of a mile long.

The team quickly
makes a crucial find.

Well done, guys.

Well done, guys.

We did find both the cockpit
voice recorder and the flight

data recorder which
actually sped up

data recorder which
actually sped up

that part of the investigation.

Analyzing the black
boxes can be done quickly.

Analyzing the black
boxes can be done quickly.

But on the ground,
the search is arduous.

But on the ground,
the search is arduous.

It was like,
basically, a war zone,

because the airplane had crashed
into this auto salvage yard.

because the airplane had crashed
into this auto salvage yard.

There were still smoking
automobiles, and car parts,

and airplane parts.

and airplane parts.

As teams on the
ground continue to examine

the wreckage,
investigators follow

the wreckage,
investigators follow

up on other lines of inquiry.

Just spoke with the air
traffic controller who

said that the pilots called
in a center of gravity issue

said that the pilots called
in a center of gravity issue

immediately after takeoff.

Emery 17, extreme
balance problem.

Emery 17, extreme
balance problem.

It sounds like a
problem with the cargo.

The team checks
to see if the cargo

The team checks
to see if the cargo

was properly loaded.

This looks a little
lighter than usual,

but it's well within the
center of gravity limits.

but it's well within the
center of gravity limits.

It's clear
there was no problem

in load distribution.

in load distribution.

And there's no evidence that
the load shifted after takeoff.

All of these restraints
look just fine.

All of these restraints
look just fine.

The thing is, if there wasn't
a problem in the cargo hold,

The thing is, if there wasn't
a problem in the cargo hold,

why were the pilots
reporting a problem

with their center of gravity?

In search
of a new lead...

OK.

...the team
turns to the plane's

...the team
turns to the plane's

cockpit voice recorder.

Set right.

Taxi checklist complete.

Taxi checklist complete.

When you
listen to it, of course,

they're very professional.

They're doing their
checklist items.

They respond appropriately
and everything

They respond appropriately
and everything

appears to be normal.

Airspeed's alive.

Airspeed's alive.

Alive here.

80 knots.

80 knots.

Elevator checks.

V1.

Rotate.

Watch the tail.

Watch the tail.

The captain is
concerned that they're

pitching upwards too quickly.

We're going back.

OK.

OK.

What I'm trying to do
is make the airplane's

position next to the elevator.

That's why I'm
putting it in a bank.

Wait, wait, wait, wait, wait.

Wait, wait, wait, wait, wait.

What did he just say
about the elevators?

The elevators,
located on the rear

The elevators,
located on the rear

of the horizontal stabilizer,
control the aircraft's pitch.

When tilted upward, the airflow
pitches the plane's nose up.

When tilted upward, the airflow
pitches the plane's nose up.

When the elevators
move downward,

When the elevators
move downward,

the nose pitches down.

Investigators wonder
if they malfunctioned.

Investigators wonder
if they malfunctioned.

Your elevator isn't where you
think it is, an airplane can

Your elevator isn't where you
think it is, an airplane can

take off by itself.

They look to flight 17's

data recorder for information
about the elevator's

performance.

performance.

Look at that, right there.

First officer, he pushed
the column forward

First officer, he pushed
the column forward

and the elevators
did not respond.

Look at that.

Push forward.

Push forward.

Why was that elevator
nose up when the pilot

was commanding nose down?

was commanding nose down?

Investigators re-examine

the recovered elevator assembly,
looking for signs of failure.

the recovered elevator assembly,
looking for signs of failure.

The elevator wasn't
hydraulically powered.

Everything was analog,
cables and pulleys.

Everything was analog,
cables and pulleys.

Something strange about the pushrods

gets their attention.

Why isn't the right one
damaged like the left?

Why isn't the right one
damaged like the left?

The pushrod
from the left elevator

is badly bent, as
one would expect.

is badly bent, as
one would expect.

But the rod from the
right elevator is not.

The pushrod is a key part
of the elevator mechanism.

When the pilot moves
the control column,

When the pilot moves
the control column,

the pushrod drives the
elevator up and down.

So this is the
rod in question.

And it would be attached
with a nut and a bolt

And it would be attached
with a nut and a bolt

and a cotter pin that
would lock it in place.

This right pushrod
wasn't even connected.

The absence of
damage to the right side rod

The absence of
damage to the right side rod

suggests that it detached
before the crash.

suggests that it detached
before the crash.

The big questions are, why?

And is this the
cause of the crash?

Investigators need to find out...

Power!

...what
caused an elevator

pushrod on Emery Worldwide
flight 17 to disconnect.

pushrod on Emery Worldwide
flight 17 to disconnect.

They check maintenance
records to see

They check maintenance
records to see

if any worked was performed on
the right elevator assembly.

if any worked was performed on
the right elevator assembly.

So it looked like the plane
was in for a major overhaul

just three months
before the accident.

The elevators, the control
tabs, the rudder and its tab,

The elevators, the control
tabs, the rudder and its tab,

all of that had been
removed for overhaul

and then reinstalled
during this very

and then reinstalled
during this very

inclusive and invasive check.

During the
scheduled maintenance,

During the
scheduled maintenance,

the plane's elevator
dampers were swapped.

They are a critical part of
the horizontal stabilizer

They are a critical part of
the horizontal stabilizer

and located near the pushrod.

One of the
things that you always look at

is what was the last thing
touched on the airplane.

is what was the last thing
touched on the airplane.

So can you show me how
you go about swapping

the dampers on this DC-8?

Yeah.

Yeah.

You reach over here.

Investigators speak with a mechanic

who performed the elevator
damper swap on flight 17.

who performed the elevator
damper swap on flight 17.

You detach it
from the elevator.

One of the things that
mechanics are always

One of the things that
mechanics are always

looking for is an
easier way to perform

their responsible duties.

their responsible duties.

That looks tricky.

You ever just
disconnect the elevators

to get it out of your way?

Well, we're really
not supposed to.

Well, we're really
not supposed to.

Yeah, I know.

It's not hard to do.

An easy way to do it is
to relieve the control tab

An easy way to do it is
to relieve the control tab

by removing the bolt, the
nut, and the cotter key

by removing the bolt, the
nut, and the cotter key

and allowing the elevator
tab to flex down.

That makes getting into this
damper easier and quicker

to replace.

to replace.

Well, that was easy.

Do you ever do it that
way on an actual job?

Do you ever do it that
way on an actual job?

Like I said,
we're really not supposed to.

Right.

Right.

You ever done this
procedure before?

Well, I followed the manual.

A young mechanic, relatively
inexperienced, working alone

on the weekend, doing something
that he'd never done before,

on the weekend, doing something
that he'd never done before,

nobody to ask for advice,
and nobody to provide

him guidance or supervision.

him guidance or supervision.

It's pretty clear what happened.

The investigators
believe that the mechanic

made a simple but
fatal error during

made a simple but
fatal error during

this routine maintenance.

I believe that when
this worked was done,

I believe that when
this worked was done,

he simply put the rod
up, put the nut on it,

and forgot to put the
cotter pin in the nut.

and forgot to put the
cotter pin in the nut.

In the 12 weeks
leading up to the crash,

In the 12 weeks
leading up to the crash,

every time flight
17 becomes airborne,

the nut loosens a bit more
until it falls off completely.

the nut loosens a bit more
until it falls off completely.

The nut comes loose
because there's nothing

holding it on, essentially.

holding it on, essentially.

And now the bolt
starts to work loose.

80 knots.

80 knots.

80 knots.

On the
night of the crash,

the right pushrod
finally detaches.

The elevator column can
no longer be controlled.

The elevator column can
no longer be controlled.

As the plane accelerates along
the runway, forces on the tail

As the plane accelerates along
the runway, forces on the tail

increase.

The elevator control
tab moves up.

The detached pushrod sticks.

The detached pushrod sticks.

And the elevator jams
in the nose up position.

Watch the tail.

Watch the tail.

Power.

Power.

Pull up.

Don't sink.

Don't sink.

The jammed elevator
seals the crew's fate.

The jammed elevator
seals the crew's fate.

Power.

Come on.

In their final
report, NTSB investigators

recommend that airlines
keep better records

recommend that airlines
keep better records

of all maintenance
procedures to ensure

that no steps are missed.

Emery Worldwide is also
singled out for responsibility.

Emery said, well, this
is the first fatal accident

Emery said, well, this
is the first fatal accident

we had in 50 years,
basically, at that time.

Well, that's great.

Well, that's great.

But three pilots lost their
lives because of a bolt,

a nut, and a cotter key.

a nut, and a cotter key.

But before
the report is published,

the company is shut down.

the company is shut down.

At the end of the day, when
it was all said and done,

the FAA moved in and
pulled the certificate

the FAA moved in and
pulled the certificate

and grounded the airline.

If you've got any sort of
less than perfect maintenance

situation going on,
you've got not only

situation going on,
you've got not only

a dangerous airplane but,
essentially, an accident

waiting to happen.

waiting to happen.

A twin turboprop
goes missing in the North Sea.

And the ensuing investigation
uncovers a criminal empire half

And the ensuing investigation
uncovers a criminal empire half

a world away.

22,000 feet above
the North Sea, Knut Tveiten

22,000 feet above
the North Sea, Knut Tveiten

and Finn Petter Berg are
flying Partnair flight 394,

a charter flight
from Oslo, Norway

a charter flight
from Oslo, Norway

to the German city of Hamburg.

124 decimal 55
by Partnair 394.

124 decimal 55
by Partnair 394.

How was dinner?

Delicious.

The two
pilots are friends

The two
pilots are friends

and both are close to retiring.

The plane they're flying is
a twin prop Convair 340 580,

The plane they're flying is
a twin prop Convair 340 580,

a popular plane for shorter
routes like this one.

a popular plane for shorter
routes like this one.

There are 50
passengers on board.

It's been an unremarkable
flight so far.

But then...

...the plane experiences a
sudden and violent shock.

It begins rolling.

Air traffic control
realizes that not

Air traffic control
realizes that not

only is Partnair 394 off course,
it's falling from the sky.

only is Partnair 394 off course,
it's falling from the sky.

Partnair 394,
Copenhagen control,

please report new flight level.

Three, three.

Pull up.

Please report new flight level.

Pull up.

Air speed...

Air speed...

...radio
contact lost report.

Please report
new flight level.

Please report
new flight level.

Flight 394
disappears from radar.

It's crashed into the
sea, nearly 13 miles

north of the Danish coast.

north of the Danish coast.

Rescue teams find
wreckage and bodies.

Rescue teams find
wreckage and bodies.

All 55 passengers
and crew are dead.

It's the
worst loss of life

It's the
worst loss of life

involving a Norwegian airline.

Investigators from the Norwegian accident

investigation board scrutinize
sonar images of the seabed,

investigation board scrutinize
sonar images of the seabed,

searching for wreckage.

searching for wreckage.

It was evident
that the aircraft

had come apart in the air.

It hadn't hit the
sea in one piece.

It hadn't hit the
sea in one piece.

The plane's
voice and data recorders

are retrieved from the seabed.

are retrieved from the seabed.

Both boxes are damaged.

Well, let's see what we got.

Auto system.

Armed two, three.

But for some reason,
the CVR stopped recording

But for some reason,
the CVR stopped recording

just before the plane took off.

While it had recorded their
conversation on the ground.

But as soon as the engines
were upshifted to normal RPM

But as soon as the engines
were upshifted to normal RPM

for takeoff, it
ceased operations.

So that was a
disappointment to us.

So that was a
disappointment to us.

The flight data
recorder isn't any more help.

It's a basic analog
model that failed

It's a basic analog
model that failed

to record many of the parameters
it was designed to log.

To use a metal foil strip that
rotated and some marking pins

To use a metal foil strip that
rotated and some marking pins

actually scratched on the metal
surface, on the piece of metal.

actually scratched on the metal
surface, on the piece of metal.

The recorder is sent
to its American manufacturer

The recorder is sent
to its American manufacturer

for further analysis.

In the meantime,
investigators painstakingly

reconstruct the Partnair plane.

reconstruct the Partnair plane.

A reconstruction is like
putting together a puzzle that

A reconstruction is like
putting together a puzzle that

helps investigators focus
the investigation on areas

that need to be
looked at and helps

that need to be
looked at and helps

prioritize the investigation.

The team notices
heat damage on the tailfin.

The team notices
heat damage on the tailfin.

Which means that
it was flexing

Which means that
it was flexing

because you develop heat where
you're doing the fatiguing.

To learn why,
investigators identify

the mechanic who
inspected the plane

on the morning it crashed.

on the morning it crashed.

They learn from him that one of
the plane's two main generators

They learn from him that one of
the plane's two main generators

wasn't working.

And as two power units
are required when flying,

the pilots improvised by
using the auxiliary power

the pilots improvised by
using the auxiliary power

unit, or APU.

unit, or APU.

We'll use the APU to power
the left side AC system?

The APU is
a backup generator

The APU is
a backup generator

housed inside the rear fin
directly beneath the tail.

Under normal circumstances,
it's only used

Under normal circumstances,
it's only used

to provide power on the ground.

APU is coming on.

APU is coming on.

When investigators
inspect the APU,

When investigators
inspect the APU,

they make an
important discovery.

One of three mounts attaching
the generator to the plane

One of three mounts attaching
the generator to the plane

is broken.

That could have added
considerable vibration

to the rear of the plane.

Did the increased vibration
cause the aircraft's

mysterious plunge into the sea?

mysterious plunge into the sea?

To determine if
vibration from the broken APU

brought down
Partnair flight 394...

brought down
Partnair flight 394...

...metallurgist Terry Heaslip
tests the failed part.

My initial reaction was
that the welding was bad,

My initial reaction was
that the welding was bad,

was probably inappropriate.

was probably inappropriate.

I could see the impact markings
and the progression markings

on it that showed
that it did not fail

on it that showed
that it did not fail

in this last accident flight.

The APU
mount was broken long

The APU
mount was broken long

before flight 394 took off.

Looks bad.

But how would that
affect the plane's performance?

But how would that
affect the plane's performance?

The APU is a large
gyroscope having

The APU is a large
gyroscope having

a tremendous amount of energy
in it when it's rotating.

a tremendous amount of energy
in it when it's rotating.

And if that energy
is transmitted

to the surroundings, the
fuselage, the structure,

to the surroundings, the
fuselage, the structure,

it could impact the whole
vibration pattern in the tail.

it could impact the whole
vibration pattern in the tail.

With a broken
supporting mount,

vibrations would
have been magnified.

But investigators can't
yet determine if that was

But investigators can't
yet determine if that was

enough to bring the plane down.

As the recovered
fuselage takes shape,

there's a promising lead.

there's a promising lead.

Two panels from the plane's
tail fin are missing.

And we saw that
the rudder had been

torn apart in two major pieces.

torn apart in two major pieces.

And some parts were missing.

In particular, the doors
between the fin and rudder

were missing.

were missing.

The doors
give mechanics

access to counterweights
inside the rudder

that control its movement.

that control its movement.

If a rudder moves too
violently from side to side,

the weights do so as well.

the weights do so as well.

We found enough
pieces to show that,

that it was just
pounding these doors.

that it was just
pounding these doors.

And the first real components
that came off were those doors.

And the first real components
that came off were those doors.

Investigators conclude
that a 22,000 feet, these doors

were knocked off because
the counterweights

were knocked off because
the counterweights

inside the rudder were swinging
violently back and forth.

The question is, why was the
tail moving with so much force?

The question is, why was the
tail moving with so much force?

The APU, with the broken
front shock mount, on its own,

The APU, with the broken
front shock mount, on its own,

running in flight,
would not cause

the aircraft to come apart
and the tail to come apart.

the aircraft to come apart
and the tail to come apart.

There had to be extra factors
there for that to occur.

There had to be extra factors
there for that to occur.

Hoping for
answers, investigators

examine the plane's
maintenance history.

examine the plane's
maintenance history.

Where was the work done?

They discover that
two months before the accident,

They discover that
two months before the accident,

a mechanic replaced
one of the four bolts

that connect the vertical
fin to the plane's tail.

that connect the vertical
fin to the plane's tail.

These four bolts are all that
hold the tail to the fuselage.

These four bolts are all that
hold the tail to the fuselage.

Remarkably, all four have been
recovered from the wreckage.

Remarkably, all four have been
recovered from the wreckage.

A close analysis provides
a chilling finding.

A close analysis provides
a chilling finding.

Of the four bolts, only
one is a certified part.

Of the four bolts, only
one is a certified part.

It worked
out that the three

of the assemblies were
not up to scratch.

of the assemblies were
not up to scratch.

They were bogus assemblies.

Metallurgical
analysis confirms that the three

Metallurgical
analysis confirms that the three

faulty bolts were
incorrectly heat-treated

when they were made.

when they were made.

Got something for me?

Mm-hmm.

They meet only 60%
of the strength requirement.

They meet only 60%
of the strength requirement.

They just weren't hard enough.

Unbelievable.

Unbelievable.

A picture of
what happened to flight 384

has finally emerged.

The crash was caused by a
tragic combination of events.

The crash was caused by a
tragic combination of events.

On the day of the
accident, the pilots

kept their plane operational
by using the auxiliary power

kept their plane operational
by using the auxiliary power

unit during flight.

APU is coming on.

They had no idea
the APU mount was broken

and added considerable
vibration to the tail.

and added considerable
vibration to the tail.

To make matters worse, the
three uncertified bolts

To make matters worse, the
three uncertified bolts

that were holding
the tail in place

added even more vibration.

If the two loose
items start to vibrate

If the two loose
items start to vibrate

in the same frequency,
one vibration

in the same frequency,
one vibration

is feeding the other one.

They're feeding each
other and making

each other worse and worse.

The vibrations could
have torn the plane apart.

The vibrations could
have torn the plane apart.

The combined vibrations

caused the loose tail
to swing violently,

caused the loose tail
to swing violently,

jamming the rudder to the
left and forcing the plane

jamming the rudder to the
left and forcing the plane

into a steep left roll.

The roll is so extreme
the tail's counterweights

knock the doors off.

Then the plane
begins to break up.

Then the plane
begins to break up.

The crew never had a chance.

Investigators conclude that
Partnair flight 394 fell out

Investigators conclude that
Partnair flight 394 fell out

of the sky because three of
the four bolts holding the tail

on the plane were counterfeit.

on the plane were counterfeit.

The Norwegian report
sends shockwaves

throughout the industry and
raises a frightening question.

throughout the industry and
raises a frightening question.

How many of the parts put
in planes around the world

How many of the parts put
in planes around the world

are bogus?

In the United
States, the FAA takes

In the United
States, the FAA takes

action and launches
a major investigation

into parts suppliers.

The operation exposes a vast
black market for spare parts.

In some cases, thousands
of worn and inferior pieces

are made to look brand new.

are made to look brand new.

More than 100 parts dealers are
arrested in the United States.

More than 100 parts dealers are
arrested in the United States.

With every conviction, we
were able to raise the level

With every conviction, we
were able to raise the level

of awareness, not
only of the problem,

but of the severe
consequences if you

but of the severe
consequences if you

want to risk somebody's life.

The Federal
Aviation Administration

institutes a much
more rigorous system

institutes a much
more rigorous system

for documenting airplane parts.

And airlines now face criminal
charges if they knowingly

And airlines now face criminal
charges if they knowingly

accept unapproved ones.

We trust our
maintenance people.

We basically literally put
our lives in their hands

We basically literally put
our lives in their hands

in every instance.

And 99.99% of the time,
they live up to that trust.

And 99.99% of the time,
they live up to that trust.

But every now and then,
human nature takes over,

and we end up with something
like these three accidents,

and we end up with something
like these three accidents,

each one of which is just
chilling to the bone.