All language subtitles for Air.Disasters.S20E22.1080p.PMTP.WEB-DL.DDP5.1.H.264-BLOOM_track3_[eng]

Three different
planes experience

the same devastating situation.

the same devastating situation.

What the hell?

Engines detaching mid-air.

Engines detaching mid-air.

Looks like we've
lost number 1.

Put in an emergency!

They didn't even know the
engine was actually gone.

They didn't even know the
engine was actually gone.

Each case has
vastly different consequences.

Each case has
vastly different consequences.

The throttle
cables must be cut.

We're losing
hydraulics on system 3.

No, 3 and 4.

No, 3 and 4.

300 feet.

We're losing altitude.

Three separate crews must

Three separate crews must

use all their skills to get
their passengers to the ground

safely.

Ladies and gentlemen,

Ladies and gentlemen,

we are starting our approach.

We lost both engines.

Max capacity load.

- Emergency dispatch.
- Mayday!

Mayday!

Mayday!

Brace for impact!

On a clear Friday
afternoon, the crew of American

Airlines Flight 191...

Airlines Flight 191...

Rudder is set.

...prepares
for takeoff...

Spoilers armed.

...from
Chicago's O'Hare Airport.

...from
Chicago's O'Hare Airport.

Any updates on the weather?

Captain Walter
Lux is a seasoned pilot

Captain Walter
Lux is a seasoned pilot

with 22,000 flying hours.

Surface wind, 20
degrees at 22 knots.

Surface wind, 20
degrees at 22 knots.

Nothing but blue skies.

He and first
officer James Dillard

are piloting a DC-10.

are piloting a DC-10.

Its three-engine
configuration makes

it one of the most recognizable
jets on the runway.

The 258 passengers settle in
for the flight to Los Angeles.

The 258 passengers settle in
for the flight to Los Angeles.

V1, rotate.

Damn.

There's the turbulence.

There's the turbulence.

Not too rough.

Did you see that?

I've lost power to my side.

I've lost power to my side.

The captain's
instrument panel has gone dark.

Looks like we've
lost number one 1.

Power in the
left engine has gone.

Power in the
left engine has gone.

You have to keep going.

You have to climb out.

You have to climb out.

And if there's something
wrong with the airplane,

even if the problems
are critical,

your best hope is to
keep going, to climb,

your best hope is to
keep going, to climb,

contact ATC, and come around
and land somehow, somewhere.

contact ATC, and come around
and land somehow, somewhere.

Look at this.

Look at this.

Right away, the air traffic

Right away, the air traffic

controller spots trouble.

Equipment.

I need equipment.

He blew an engine.

He blew an engine.

We're banking.
Go right!

Go right!

The plane is just
325 feet from the ground,

but it's banking
sharply to the left.

but it's banking
sharply to the left.

I can't hold it.

What's going on?

What's going on?

The pilots can't
achieve the altitude they need

and they bank even further.

I'm losing it.

I'm losing it.

Go right!
Go right!

Come on!

Come on!

300 feet.

We're losing altitude.

We're losing altitude.

Witnesses on the ground

Witnesses on the ground

can clearly see Flight
181 flying on its side.

We're still turning.

Level, baby, level.

Brace, brace, brace!

There he goes.

The DC-10
slams into a hangar

The DC-10
slams into a hangar

at the edge of the airport.

The plane's loaded fuel tanks
spark a terrifying inferno.

The plane's loaded fuel tanks
spark a terrifying inferno.

31 seconds after takeoff, almost
nothing is left of Flight 191.

31 seconds after takeoff, almost
nothing is left of Flight 191.

All 271 people on
board are dead.

All 271 people on
board are dead.

Two workers inside the
hangar are also killed.

It's the worst aviation
disaster in US history.

It's the worst aviation
disaster in US history.

A lot of people
saw this happen.

Let's see what they can tell us.

Let's see what they can tell us.

The NTSB,
America's National

Transportation Safety
Board, is called in

Transportation Safety
Board, is called in

to investigate what went wrong.

They start with the
controller who witnessed

They start with the
controller who witnessed

the shocking incident.

Look at this.

Look... look at this.

Look... look at this.

The air
traffic controller

reveals that Flight 191's left
engine did more than fail.

reveals that Flight 191's left
engine did more than fail.

The engine fell off the plane
just after they lifted off.

The engine fell off the plane
just after they lifted off.

If you were sitting on the
left-hand side of the airplane,

what you would have seen
was the number 1 engine

on the left side rotated
up and flipped back

on the left side rotated
up and flipped back

and disappeared behind you.

Did you see that?

Did you see that?

These engines are actually
designed to go back up

over the wing in case of
failure so that they will miss

over the wing in case of
failure so that they will miss

the tail as they
go by and not cause

damage to the tail section.

damage to the tail section.

Investigators scour the wreckage

for clues about when
the engines separated.

Well, my first
priorities would be to look

Well, my first
priorities would be to look

at the actual separation.

Where is it that
this engine broke?

This is definitely
part of the pylon.

I've never seen
one break like that.

I've never seen
one break like that.

The pylons are
mounted under the wings.

Each one is strong enough
to suspend an engine

Each one is strong enough
to suspend an engine

weighing 11,700 pounds.

The pylon is designed
very well strength-wise.

The pylon is designed
very well strength-wise.

You take a lot of
load, much more load

than you would normally
see in the course

than you would normally
see in the course

of the airplane life.

The pylon
gets its strength

from two internal bulkheads,
one forward and one rear.

from two internal bulkheads,
one forward and one rear.

The bulkheads also provide
secure points of attachment,

The bulkheads also provide
secure points of attachment,

ensuring that the engines are
firmly fixed to the wings.

ensuring that the engines are
firmly fixed to the wings.

It's almost inconceivable
that one of the strongest

parts of the aircraft,
with its fail safe design,

parts of the aircraft,
with its fail safe design,

could break apart.

Any idea what happened to it?

I need to see the
rest of the pylon.

I need to see the
rest of the pylon.

While experts recover
the rest of the broken pylon,

While experts recover
the rest of the broken pylon,

investigators cross-check the
aircraft's maintenance records.

They discover that
the left engine

was removed for servicing
eight weeks prior to the crash.

was removed for servicing
eight weeks prior to the crash.

Any time that you
have an airplane that's

been into maintenance
just before a crash, that

been into maintenance
just before a crash, that

also raises all sorts
of warning flags.

All sorts.

Go down to Tulsa.

Let's see what they did.

If you have an investigation
that involves maintenance,

If you have an investigation
that involves maintenance,

you don't go inside the hangar,
you don't follow that trail,

you're gonna miss some issues.

you're gonna miss some issues.

The team splits.

One group follows the
maintenance trail for clues.

One group follows the
maintenance trail for clues.

The other stays behind to piece
together the broken pylon.

See, that had to
happen before the crash.

Just don't know why.

Just don't know why.

Close examination
reveals a crack in the metal.

It's a tell tale sign that
the pylon bulkhead was already

It's a tell tale sign that
the pylon bulkhead was already

damaged before the crash.

You can see where it
spread, all along there.

You can see where it
spread, all along there.

The crack
runs along the top edge

of the rear bulkhead.

of the rear bulkhead.

The cracks were consistent
with a fatigue phenomenon

from repeated loads.

Each time the load
occurs, you then

Each time the load
occurs, you then

have an extension of the crack.

And there's another clue,

And there's another clue,

a dent on the pylon
bulkhead right

where the crack seems to start.

Looks like something
hit the pylon.

OK.

I'll see what I can find.

I'll see what I can find.

In Tulsa, investigators

observe another DC-10 undergoing
the same maintenance that

observe another DC-10 undergoing
the same maintenance that

was performed on Flight 191.

Can you take me up and show
me how the engine's mounted?

Can you take me up and show
me how the engine's mounted?

OK, bring her up.

They discover that to
save time, the airline modified

They discover that to
save time, the airline modified

a key maintenance procedure.

Servicing an engine
usually involves

Servicing an engine
usually involves

removing it from the
pylon and leaving

the pylon attached to the wing.

It requires unfastening
hundreds of connections.

It requires unfastening
hundreds of connections.

Procedures from the
manufacturer were deemed to be

too time-consuming, and
they could do it faster,

too time-consuming, and
they could do it faster,

better, cheaper.

The quicker way involves

taking out just three bolts.

taking out just three bolts.

The engine can then be removed
from the wing while still

attached to the pylon.

It was easier.

It was easier.

The attach points from the pylon
to the wing were accessible.

The attach points from
the engine to the pylon

were much more difficult to take
apart and put back together.

were much more difficult to take
apart and put back together.

Removing is not the issue.

It's the attempt to reinstall...

Whoa, stop!

...is where the
problem comes from.

Left a bit.

Left a bit.

Now up.

They were using the
forklift, and this forklift

is not very manageable.

is not very manageable.

It cannot be finely
controlled as far

as the altitude is concerned.

Whoa, stop.

Whoa, stop.

Stop.

I think I know what happened.

I think I know what happened.

Take her down.

The team is now on
the verge of discovering how

a mysterious dent
in an engine pylon

a mysterious dent
in an engine pylon

set off a catastrophic
chain of events.

I can't hold it.

I can't hold it.

What do you got?

NTSB investigators
learned that a maintenance crew

NTSB investigators
learned that a maintenance crew

struggled to reattach the
pylon into the mounting

bracket or clevis of Flight 191
just weeks before the crash.

bracket or clevis of Flight 191
just weeks before the crash.

And then, it
all came together.

And then, it
all came together.

The clevis itself had
produced this deformation

that was on the fracture.

The team
concludes that the clevis

The team
concludes that the clevis

on the doomed plane
must have slammed

into the pylon bulkhead as the
engine was being reattached.

into the pylon bulkhead as the
engine was being reattached.

The impact could have
initiated the crack that

led to the pylon's failure.

led to the pylon's failure.

Each time the plane
took off, the stress

Each time the plane
took off, the stress

that the massive
engine put on the pylon

made the crack larger.

The engine is not only
imparting a thrust load,

The engine is not only
imparting a thrust load,

but it's also imparting
a sideways load.

So each time you have this load,
it breaks a little bit more

So each time you have this load,
it breaks a little bit more

and more and more.

The team
now understands

what caused the
engine to tear off,

what caused the
engine to tear off,

but that doesn't
explain why Captain

Lux wasn't able to land.

The plane was in bad shape.

The plane was in bad shape.

It had lost an engine.

It had lost several
critical systems,

but it was still airworthy
and was still able to fly.

but it was still airworthy
and was still able to fly.

In fact, you could lose
a second engine shortly

after lift off and you
would still be able to power

after lift off and you
would still be able to power

the aircraft around.

Photos taken
just before the crash

Photos taken
just before the crash

provide investigators
with a vital clue.

Is that hydraulic fluid?

Is that hydraulic fluid?

Several of the DC
10's hydraulic-lines run along

the leading edge of the wing.

the leading edge of the wing.

Take a look at this.

It's the area
that was damaged the most

when the engine broke off.

We need to see those slats.

We need to see those slats.

American 191.

Thank you for taxi.

And hold runway 32 right.

And hold runway 32 right.

Flaps and slats to 10.

Deployed at
takeoff, the slats increase

the wing's surface area,
which enables pilots

the wing's surface area,
which enables pilots

to climb at lower speeds.

Investigators discover
that while all the slats

Investigators discover
that while all the slats

on the right wing were extended,
some slats on the left wing

were not.

were not.

You have one
wing that is flying

and the other wing that isn't.

The team determines
that the engine tore away

from the wing with enough force
to rupture the hydraulic lines.

The fluid keeping the slats
extended on the left wing

The fluid keeping the slats
extended on the left wing

would have drained quickly.

I can't hold it.

Without fluid,
some slats on the left wing

Without fluid,
some slats on the left wing

retracted, causing
that wing to lose lift.

retracted, causing
that wing to lose lift.

The plane began to roll left.

I'm losing it.

Without full slats,
the plane had required a higher

Without full slats,
the plane had required a higher

speed to avoid stalling.

So why didn't the experienced
pilots increase speed

So why didn't the experienced
pilots increase speed

if they were about to stall?

To find out,
investigators recreate

the takeoff in a simulator.

the takeoff in a simulator.

There is a stall
warning system

that will advise the pilots when
the airplane is about to stall.

It's called a stick shaker.

The stick shaker
vibrates the control column

to get the pilot's attention.

to get the pilot's attention.

If you get a stall warning,
you obviously lower the nose

and you apply full power and
you fly it out of the stall.

and you apply full power and
you fly it out of the stall.

Investigators examine
the DC-10's stall warning.

Investigators examine
the DC-10's stall warning.

They make an
important discovery.

All the alarms are
powered by the left engine.

All the alarms are
powered by the left engine.

Once the
engine broke off,

the stick shaker stall
warning went dead.

I've lost power to my side.

I've lost power to my side.

We're banking.

Go right!

Go right!

Without that
warning, the pilots didn't

Without that
warning, the pilots didn't

know the plane was stalling.

Instead, they followed
procedures for an engine

failure on takeoff.

failure on takeoff.

We're taught to
pull back on the wheel

and go back to the
minimum safe flying speed

and go back to the
minimum safe flying speed

to get away from the ground.

Reducing speed is the opposite

of what pilots need to do when
a plane is about to stall.

If they didn't know
they were stalling,

they didn't stand a chance.

The pilots flew
the plane exactly

The pilots flew
the plane exactly

as they'd been trained to
do, exactly as procedure

demanded that they fly it.

The NTSB concludes
the pilots were not at fault.

The NTSB concludes
the pilots were not at fault.

They do, however, fault
American Airlines'

maintenance practices.

The Federal Aviation
Administration

is also singled out for not
enforcing the installation

is also singled out for not
enforcing the installation

of stick shakers
on both columns,

and for not mandating that
warning systems be powered

by more than one engine.

by more than one engine.

The DC-10's hydraulics are also
redesigned with special plugs

The DC-10's hydraulics are also
redesigned with special plugs

to prevent slats and
other control surfaces

from retracting if
the lines get cut.

from retracting if
the lines get cut.

When pilots say
lose an engine,

we mean lose engine power.

This plane actually
lost an engine.

This plane actually
lost an engine.

This kind of accident
never happened again.

This engine never fell off
this kind of airplane again.

This engine never fell off
this kind of airplane again.

Though the DC-10
never lost another engine,

Though the DC-10
never lost another engine,

it takes only a few years
for a different aircraft

to face the same
terrifying event.

to face the same
terrifying event.

In Cold Bay, Alaska, Reeve
Aleutian Airlines Flight 8

is set for takeoff, destination,
Seattle, Washington.

is set for takeoff, destination,
Seattle, Washington.

The route will take the
plane over a wide area

The route will take the
plane over a wide area

of the icy North Pacific.

Captain James Gibson is a
hardened Bush pilot with more

Captain James Gibson is a
hardened Bush pilot with more

than 25 years experience.

Set at takeoff thrust.

Gibson's
flight engineer...

Gibson's
flight engineer...

Thrust set.

...is 45-year-old
Alaskan Gerald Moose Lauren.

His first officer is
39-year-old Gary Lintner.

Generally, we flew
that route once a week.

Generally, we flew
that route once a week.

On this particular
day, we were scheduled

for five hours of flying time.

for five hours of flying time.

Gear up.

Gear up.

They're flying a
Lockheed L-188 Electra, powered

They're flying a
Lockheed L-188 Electra, powered

by four turboprop engines.

Gibson completes the
turn on a course bound

Gibson completes the
turn on a course bound

for Seattle when an
unusual vibration resonates

throughout the cockpit.

throughout the cockpit.

You hear that, Gar?

I do.

I don't know.

I don't know.

- Have a look, would you?
- Yeah.

You bet.

Flight attendant Wendy Kroon

helps Lauren check the engines.

And just as I looked out
the window, the engine went.

And just as I looked out
the window, the engine went.

As the prop came off,
I thought, oh, crap.

As the prop came off,
I thought, oh, crap.

It's gonna kill me.

It's gonna cut me in two.

But it flew forward,
and then it came back

and slapped the engine,
and then went underneath.

and slapped the engine,
and then went underneath.

Holy crap!

A gash in
the fuselage has caused

A gash in
the fuselage has caused

an explosive decompression.

Cabin pressure dropping!

The rapid change in
air pressure and temperature

creates heavy fog and
starves the plane of oxygen.

creates heavy fog and
starves the plane of oxygen.

You end up
getting lightheaded,

and you can actually pass out.

The pilots
must act quickly to have

The pilots
must act quickly to have

any chance of saving the plane.

In the cockpit of Reeve
Aleutian Flight 8,

Captain Gibson and
First Officer Lintner

Captain Gibson and
First Officer Lintner

attempt to regain
control of the aircraft.

When the fog cleared,
I saw out the window

When the fog cleared,
I saw out the window

that we were in a right turn.

The damaged
plane has veered off course

and is now flying northwest
toward the Bering Sea.

and is now flying northwest
toward the Bering Sea.

And so I naturally grabbed the
yoke to try to level the wings.

And so I naturally grabbed the
yoke to try to level the wings.

Jam!

No ailerons, either.

It felt like the
yoke was in concrete.

It felt like the
yoke was in concrete.

It just felt solid
as a concrete block.

It just felt solid
as a concrete block.

Meanwhile, Wendy Kroon and Moose

Lauren spring into action.

My first thoughts
were, get the passengers

to the back of the airplane.

to the back of the airplane.

But the gash
in the cabin floor

tells her everyone
must stay put.

tells her everyone
must stay put.

I had a really bad feeling.

I stopped with one
foot still in the air.

Fear just ran through me.

Fear just ran through me.

I'm looking straight down
at my foot over a hole

straight down to the ocean.

straight down to the ocean.

In the cockpit,
a jammed control column...

In the cockpit,
a jammed control column...

Damn it!

...won't let the pilots
descend to a lower altitude

where there's more oxygen.

Everybody, calm down.

Everybody, calm down.

Just a second.

Gibson tries the autopilot.

Gibson tries the autopilot.

It's working.

The pilots realized the cables
controlling manual operations

The pilots realized the cables
controlling manual operations

are jammed, but those
for the autopilot

seemed to be functional.

seemed to be functional.

Wings level.

Captain Gibson
sets the autopilot

to keep the plane flying a
steady and descending course.

to keep the plane flying a
steady and descending course.

Now, he needs to slow it down.

Its high speed could tear
the damaged plane to pieces.

Its high speed could tear
the damaged plane to pieces.

Pull power back to 2,000.

Throttle.

Throttle.

Limp.

Nothing.

When his hand moved
those throttles back,

When his hand moved
those throttles back,

and the horsepower
gauges didn't move,

and the horsepower
gauges didn't move,

boy, I'll tell you
what, I said, man,

I wish I'd have called in sick.

This was about as
bad as it can get.

This was about as
bad as it can get.

The throttle
cables must be cut.

The pilots
can't reduce their speed.

Let's see if we can
get turned around.

Let's see if we can
get turned around.

Gibson sets the
autopilot to make a right turn

back towards Cold Bay.

back towards Cold Bay.

But the plane goes into
a rapid rolling turn.

But the plane goes into
a rapid rolling turn.

The autopilot's lateral
control must also be damaged.

The autopilot's lateral
control must also be damaged.

It scared the living
crap out of all of us.

It scared the living
crap out of all of us.

Gibson has no way
of steering his airplane.

The crew and passengers are
heading straight out to sea.

The crew and passengers are
heading straight out to sea.

Declare an emergency.

Declare an emergency.

Mayday, mayday, this
is Reeve Flight 8.

Flight dispatcher
Richard Hough receives the call

of the Reeve Base in Anchorage.

of the Reeve Base in Anchorage.

Reeve 8, understand.

No flight control.

Confirm.

No, no, negative.

No, no, negative.

We got no manual control, but
autopilot, vertical control

kind of working.

Approaching 10,000 feet.

Approaching 10,000 feet.

Dropping at 10,000 feet.

OK, we got you.

The autopilot
brings the Electra

The autopilot
brings the Electra

down low enough for everyone
to breathe comfortably.

Thank God.

It's now safe to
remove your masks.

It's now safe to
remove your masks.

Yet, Gibson
still can't move

his column enough to turn back.

his column enough to turn back.

And I thought, well,
hell, maybe I can do that.

So I reached up and I grabbed
the yoke and I just I moved it.

So I reached up and I grabbed
the yoke and I just I moved it.

Whoa!

Lintner moves
his column just enough

Lintner moves
his column just enough

to turn the plane slightly.

Now, at least, we knew that
we could overpower or help

Now, at least, we knew that
we could overpower or help

the autopilot.

So that meant that
probably, our control

cables were not severed.

cables were not severed.

The pilots
combine their muscle

to force the plane into a
right bank towards Cold Bay.

to force the plane into a
right bank towards Cold Bay.

The wide turn will get
the plane on course,

but won't provide the
precision needed to touch down.

We can't land like this.

No chance in hell.

No chance in hell.

The older
Electra is not

equipped to land on autopilot.

The landing has to be
performed manually.

The landing has to be
performed manually.

But there's a bigger problem.

The plane is still
traveling too fast to land.

The plane is still
traveling too fast to land.

The captain needs
a longer runway.

Reeve 8 dispatch, consider
flight direct to Anchorage.

Reeve 8 dispatch, consider
flight direct to Anchorage.

Over.

Richard Hough
proposes something risky.

Fly 440 miles northeast
towards Anchorage Airport,

Fly 440 miles northeast
towards Anchorage Airport,

which has two long runways.

which has two long runways.

This thing's a damn tank.

We'll make it.

OK, dispatch.

We are flying to Anchorage.

We are flying to Anchorage.

The controls were
just real stiff,

The controls were
just real stiff,

and all we knew was that
as long as we tried to use

the autopilot and
manually helped,

the autopilot and
manually helped,

that we could fly the
airplane a little bit.

It takes four hours
for the crew of Flight 8

to get within sight
of the runway.

But they still don't
have the manual control

needed to touch down.

Dispatch, Reeve 8.

Hang on.

I gotta get some controls back
or I absolutely cannot land.

I gotta get some controls back
or I absolutely cannot land.

Over.

15 lives
depend on the pilot's

skill grappling with the
unpredictable aircraft.

skill grappling with the
unpredictable aircraft.

Hours of wrestling with
the damaged controls

Hours of wrestling with
the damaged controls

have taken their
toll on the captain.

Gary, I'm done.

You gotta take it.

As Lintner
takes control,

As Lintner
takes control,

he notices something that
changes the entire situation.

I suddenly saw that
the autopilot was off.

I suddenly saw that
the autopilot was off.

It's turned off.

There are two sets
of flight control cables

on the Electra, one
set for the autopilot,

on the Electra, one
set for the autopilot,

and one for manual control.

They work independently
of each other.

Somehow, Lintner is hand-flying
the plane without the help

Somehow, Lintner is hand-flying
the plane without the help

of the autopilot.

And I turn to Jim and I said,
hey, I've got control here.

And I turn to Jim and I said,
hey, I've got control here.

What?

Man, immediately, he grabbed
the yoke, and the two of us

got on it, and with
the two of us, hell,

got on it, and with
the two of us, hell,

we had pretty good control.

The pilots can
now pitch the nose up

and can accurately line
up with the runway.

and can accurately line
up with the runway.

As long as we have manual
control over the airplane

without the autopilot,
we'll deal with the rest.

without the autopilot,
we'll deal with the rest.

But this doesn't
solve all of their problems.

The plane is still flying
too fast to land safely.

The plane is still flying
too fast to land safely.

So Gibson tries shutting
down one of the engines.

So Gibson tries shutting
down one of the engines.

OK, Moose, kill number 2.

Emergency shut
down, engine number 2.

Emergency shut
down, engine number 2.

The speed
drops, but not enough.

The speed
drops, but not enough.

Our problem was that we
were just going too fast.

Our problem was that we
were just going too fast.

Gibson cannot slow
down the speeding plane,

but he must land the plane now.

It's his only chance to
save everyone on board.

It's his only chance to
save everyone on board.

Let's do this.

Reeve Flight 8 is
moments from touching down.

Reeve Flight 8 is
moments from touching down.

Anchorage, Reeve 8.

Ready to land, runway 6 right.

Ready to land, runway 6 right.

Gear down.

Gear down.

Gear down.

But with two engines
stuck on full throttle,

landing at 160 knots
could cause a fatal crash.

landing at 160 knots
could cause a fatal crash.

146 knots.

146 knots.

The plane hits
the ground 15 knots faster

than it should.

Gibson needs to act fast.

Gibson needs to act fast.

Cut all engines!

Emergency shut
down engines 1 and 3.

It's a risky move.

It's a risky move.

Cutting the engine
slows the aircraft,

but it also severs power
to the hydraulic brakes

and the steering.

and the steering.

I mean, we're
essentially passengers now.

We've become passengers
with front row seats.

We've become passengers
with front row seats.

The plane hurtles
forward at tremendous speed.

All Gibson has left to try
are the emergency brakes,

All Gibson has left to try
are the emergency brakes,

and they don't have
nearly as much stopping

power as the main brakes.

power as the main brakes.

The emergency brakes
burst into flames.

The emergency brakes
burst into flames.

We have a fire on the nosewheel.

Now, we're going
off the runway.

Now, we're going
off the runway.

We're definitely
going off the runway.

We're just looking
straight into that ditch.

Brace yourselves!

Nice!

The terrifying
ordeal is finally over.

The terrifying
ordeal is finally over.

Captain Gibson and his crew
have landed a shattered plane

and saved the lives
of everyone on board.

and saved the lives
of everyone on board.

Sometimes, pilots have to
fly by the seat of their pants

Sometimes, pilots have to
fly by the seat of their pants

and they have to rely
on their instincts.

What is that really?

It's experience and training.

The exceptional
airmanship of Flight 8's crew

The exceptional
airmanship of Flight 8's crew

prevented tragedy on the runway.

Now, it's up to the NTSB and
lead investigator Ron Schleede

Now, it's up to the NTSB and
lead investigator Ron Schleede

to find out what
happened to bring Reeve

Flight 8 so close to disaster.

Flight 8 so close to disaster.

They study the wrecked plane.

The wreckage really didn't
give us much of a clue

The wreckage really didn't
give us much of a clue

because what we needed
to look at was gone.

The propeller and
the gearbox it was attached

to are both lost at sea.

The team turns to the
flight data recorder,

but it, too, is of little
use in determining why

but it, too, is of little
use in determining why

the engine tore off in mid-air.

The flight recorder
on this airplane

was a very rudimentary recorder.

was a very rudimentary recorder.

It records by a stylus
scraping a metal foil.

It records by a stylus
scraping a metal foil.

And so it's not a
very scientific thing

compared to what we have today.

compared to what we have today.

But they still have
to answer the crucial question.

Why was Gibson's plane
so hard to control?

Why was Gibson's plane
so hard to control?

The loss of a propeller is
not necessarily catastrophic.

The loss of a propeller is
not necessarily catastrophic.

It's designed to fly with
only half its engines.

And still, with
three engines intact,

Gibson could barely
maneuver the plane.

Gibson could barely
maneuver the plane.

NTSB investigators examined
the gash where the propeller

punctured the hull.

It doesn't look like
any cables were cut.

It doesn't look like
any cables were cut.

It's only by taking
a closer look at the tear

from inside the cabin
that they finally discover

the source of the problem.

That buckling of the
floor from the explosive

decompression jammed
the flight controls

decompression jammed
the flight controls

where the cables ran through
holes in the floor structure.

where the cables ran through
holes in the floor structure.

The autopilot
and manual control cables

were both pinched by
the collapsed floor.

were both pinched by
the collapsed floor.

Jammed!

But because the
autopilot uses hydraulics

to move the cables, it
can apply far more force

to move the cables, it
can apply far more force

on them than a human pilot.

This is why the autopilot
was able to control

This is why the autopilot
was able to control

the plane ever so slightly.

Hey, I've got
some control here.

What?

But if the
manual cables were jammed,

But if the
manual cables were jammed,

why was the crew suddenly
able to regain the control

they needed to land the plane?

A closer look at the pinched
cables provides the answer.

Looks like they sawed
their way out of this mess.

They kept pulling as hard
as they could on the yoke,

They kept pulling as hard
as they could on the yoke,

pushing and pulling, turning.

Come on!

Come on!

Deep scars
in the hulls joists

reveal what happened.

The pinched control cables
gradually carved grooves.

The pinched control cables
gradually carved grooves.

They were actually
cutting right into the metal

during the long flight
before they landed.

during the long flight
before they landed.

That gave the
crew enough maneuverability

to line up with the runway.

to line up with the runway.

Anchorage, Reeve 8.

Ready to land, runway 6, right.

Ready to land, runway 6, right.

Clear to land, runway 6 right.

But it was
Gibson's quick thinking

that saved the day.

that saved the day.

Cut all engines!

Emergency shut
down, engines 1 and 3.

I personally thought
that was probably

one of the smartest
things that anybody ever

one of the smartest
things that anybody ever

did in the history of aviation.

We've lost an engine.

We've lost an engine.

The only thing you
have to rely on

is literally your
training as a pilot,

and it makes all the
difference in the world.

and it makes all the
difference in the world.

Yet, even the
most skilled pilots...

Mayday, mayday, mayday.

...may be
powerless to stop

rogue engines from
causing devastation

rogue engines from
causing devastation

in a dense residential
neighborhood.

Amsterdam Schiphol Airport.

Amsterdam Schiphol Airport.

An El Al cargo jet is fueled and
ready to depart for Tel Aviv.

An El Al cargo jet is fueled and
ready to depart for Tel Aviv.

El Al 1862, good evening.

Good evening, El Al 1862.

Good evening, El Al 1862.

Line up in sequence 01 left.

Roger.

The Boeing
747 is under the command

The Boeing
747 is under the command

of Yitzhak Fuchs.

He earned his wings in
the Israeli military.

He earned his wings in
the Israeli military.

Gedalya Sofer is
the flight engineer.

Cleared for takeoff, 01 left.

Roger.

Roger.

First Officer
Arnon Ohad will be handling

the controls for this flight.

the controls for this flight.

On the row.

Rotate.

Engines are looking good.

Engines are looking good.

Climb power is set.

For the first
seven minutes of the flight,

the plane climbs steadily
over the Dutch capital.

the plane climbs steadily
over the Dutch capital.

Without warning, the 747
rolls violently to the right.

The crew has no idea why.

The crew has no idea why.

I have control.

You have control.

Engines 3 and 4 are out.

Engines 3 and 4 are out.

Both engines on the
right wing have suddenly died.

The captain tries
to level the plane.

The captain tries
to level the plane.

We're losing
hydraulics on system 3.

No, 3 and 4.

No, 3 and 4.

Critical flight
controls begin to fail.

El Al 1862, mayday,
mayday, we have an emergency.

El Al 1862, mayday,
mayday, we have an emergency.

El Al 1862, do you wish
to return to Schiphol?

El Al 1862, do you wish
to return to Schiphol?

Affirmative.

Mayday, mayday, mayday.

We need to land.

See if they can get
us down on runway 27.

See if they can get
us down on runway 27.

Request runway 27 for landing.

In that case, heading 360.

In that case, heading 360.

Heading 360.

You only have 7 miles to
go from current position.

You only have 7 miles to
go from current position.

Damn it.

There's no way that we can
slow down at this distance.

Captain Fuchs
decides to descend and turn

Captain Fuchs
decides to descend and turn

over Amsterdam so he can
lose speed and altitude

before coming in
for an emergency

landing at Schiphol airport.

landing at Schiphol airport.

Flaps 2.

Flaps 2.

Flaps 2.

Flaps 2.

All right, nice and easy.

Easy.

Easy.

Easy.

No, no, no, no!

No, no, no, no!

We're losing it!

By going slower, he was
having even more control

problems than he already had.

problems than he already had.

No, no, no!

Come on!

Going down!

Going down.

1862, going down.

I can't hold it.

I can't hold it!

I can't hold it!

Come on!

El Al 1862
has slammed into

El Al 1862
has slammed into

an 11-story residential block.

The building is
engulfed in flames.

The building is
engulfed in flames.

It's not until dawn that
the full extent of the crash

It's not until dawn that
the full extent of the crash

becomes apparent.

No one on board has survived.

Another 43 people on
the ground are dead.

Another 43 people on
the ground are dead.

It's the worst aviation
disaster in the history

of the Netherlands.

The Dutch government assigns
Pim Van Santen to lead

the crash investigation.

the crash investigation.

How soon can I
get my team in here?

Thank you.

Jeez.

There was a lot of pressure,
both from the public,

There was a lot of pressure,
both from the public,

from the press to come
up with some findings

from the press to come
up with some findings

as quickly as possible.

Dig in, guys.

We need those black boxes.

City officials have ordered

City officials have ordered

the crash debris to be taken
to dump sites around Amsterdam.

That's where NTSB's Bob
Benson joins the team.

That's where NTSB's Bob
Benson joins the team.

Hang on, that's
an engine part.

Hang on, that's
an engine part.

Goes over there.

You'd be surprised
how much building

You'd be surprised
how much building

debris, pipes and
things, can actually

look like airplane parts.

look like airplane parts.

It gets confusing.

Within hours, witnesses

provide a stunning lead.

provide a stunning lead.

Just minutes before
the crash, they

saw what looked
like two jet engines

saw what looked
like two jet engines

fall into Lake Goymer, a
lake east of the airport.

Losing two
engines for us was...

Losing two
engines for us was...

we've never heard
of that before.

The entire
investigation hinges

The entire
investigation hinges

on the recovery of not
one, but two engines

at the bottom of a lake.

The search of the lake pays off.

The team recovers
the two missing

The team recovers
the two missing

engines from the right wing.

Thorough examination leads
investigators to discover

an unusual streak of
paint on the cowling

of the inboard engine.

of the inboard engine.

Let's see if the lab can
tell us where this came from.

Let's see if the lab can
tell us where this came from.

In the meantime,
the team recovers

In the meantime,
the team recovers

the flight data recorder.

Its badly damaged
condition means

it'll go to NTSB headquarters
in Washington DC for analysis.

it'll go to NTSB headquarters
in Washington DC for analysis.

Any luck?

The cockpit voice
recorder is never found.

But there's a break in
the case when the paint

But there's a break in
the case when the paint

analysis results come in.

The paint found
on the engine came

The paint found
on the engine came

from the cone-shaped spinner
at the front of another engine.

Get everyone together.

Get everyone together.

I think I know what happened.

Van Santen
believes there's

only one possible scenario to
explain the unusual finding.

only one possible scenario to
explain the unusual finding.

See, this is engine 3.

See, this is engine 3.

Paint transfer is right there.

Paint transfer is right there.

No way engine 4
could come forward,

but if engine 3 came off
first, it could fly back,

but if engine 3 came off
first, it could fly back,

and the spinner
would hit right here.

and the spinner
would hit right here.

In other words, engine 3
knocked engine 4 off the plane.

In other words, engine 3
knocked engine 4 off the plane.

What the hell?

What the hell?

Pim Van
Santen knows how engine

4 was knocked off the 747.

4 was knocked off the 747.

Now, he and his team have
to determine why number

3 came off in the first place.

3 came off in the first place.

They scrutinized
the engine fitting,

in particular, the
crucial fuse pins which

secure the pylon to the wing.

A metallurgical scan leads
to a stunning discovery.

A metallurgical scan leads
to a stunning discovery.

There's a 4 millimeter
crack on the inside of one

of the fuse pins.

If there's a
micro crack in it,

If there's a
micro crack in it,

it weakens the entire structure
and makes it easier to break.

Once the
fuse pin failed,

the entire engine fitting
would have broken apart.

the entire engine fitting
would have broken apart.

But there is still one
more mystery to be solved.

The damaged plane got
within sight of the runway.

The damaged plane got
within sight of the runway.

No, no, no, come on!

Going down.

Going down.

But why couldn't
it make it all the way there?

The damaged tape from
the flight data recorder

The damaged tape from
the flight data recorder

has been repaired.

OK, let's get started.

Pim Van Santen is now
able to combine flight data...

Pim Van Santen is now
able to combine flight data...

Engines are working
fine at takeoff.

...with the recordings
captured from the tower.

...with the recordings
captured from the tower.

Flight level 210.

Roger.

Then, right here,
the pylon fails.

Then, right here,
the pylon fails.

Engine 3 breaks away.

Engine 3 moves sideways,
tears off the leading edge,

Engine 3 moves sideways,
tears off the leading edge,

and damages hydraulic lines
before hitting engine 4.

We're losing
hydraulics on system 3.

No, 3 and 4.

With half the
hydraulics inoperable,

the massive jet becomes
increasingly difficult

to balance and control.

Mayday.

Mayday.

We have an emergency.

We have an emergency.

They put out their
flaps to slow down.

Flaps don't go out
on the right side.

Much like American
Airlines Flight 191, some

Much like American
Airlines Flight 191, some

of the plane's
hydraulics are so badly

damaged that the wing flaps
can't extend as they should.

damaged that the wing flaps
can't extend as they should.

When the speed drops,
so does the wing.

When the speed drops,
so does the wing.

Easy.

No, no, no, no!

We're losing it.

We're losing it.

More lift on the
left, less on the right,

causing a roll to the right.

causing a roll to the right.

And as the aircraft slowed
down, this rolling tendency

got harder and
harder to counteract.

got harder and
harder to counteract.

Come on!

Going down.

1862, going down.

1862, going down.

1862, going down.

43 dead because
of one small part.

43 dead because
of one small part.

Investigators conclude
that the accident is the result

of a faulty fuse pin.

The Dutch-led team immediately
calls on Boeing to redesign

The Dutch-led team immediately
calls on Boeing to redesign

the critical engine fastener.

Boeing did a massive
redesign of the pylons.

Boeing did a massive
redesign of the pylons.

To its credit, the company
knew they had a problem,

and they fixed it.

The safety record of
subsequent generations

The safety record of
subsequent generations

of aeroplanes says that
problem has been solved.

of aeroplanes says that
problem has been solved.

Three planes facing
the nightmare of lost engines.

Three planes facing
the nightmare of lost engines.

Lives lost, lives saved.

Lives lost, lives saved.

But vital lessons learned
from each investigation

have made the skies safer.

have made the skies safer.

Good investigations of
incidents and accidents

that do happen cause changes
in the industry for the good.

that do happen cause changes
in the industry for the good.

And that, I think, is why the
accident rate worldwide has

just plummeted over the years.

just plummeted over the years.