All language subtitles for Air.Disasters.S20E26.1080p.PMTP.WEB-DL.DDP5.1.H.264-BLOOM_track3_[eng]

Fierce winter weather...

Whew, really cold here.

Whew, really cold here.

...wreaks havoc with
three different flights...

Almost instantly, it was
clear that that aircraft

Almost instantly, it was
clear that that aircraft

was not flying normally.

B-1.

...after a captain
misses a step at takeoff.

...after a captain
misses a step at takeoff.

Larry, we're
going down, Larry!

I know it!

Unbelievable.

Unbelievable.

When pilots
neglect icy wings...

We're in a dive.

We're in a dive.

You never give up.

You do what you got to
do to try to make it.

You do what you got to
do to try to make it.

And when crews
misread warning signs...

Mayday!
Mayday!

Mayday!
Mayday!

Mayday!

Sol Flight 5428!

...investigators
are faced with a conundrum.

...investigators
are faced with a conundrum.

How could three modern aircraft
end up with frozen wings?

How could three modern aircraft
end up with frozen wings?

Ladies and gentlemen, we
are starting our approach.

We lost both engines.

Emergency.
Lift up

Mayday!

Mayday!

Mayday!

Brace for impact!

It's going to crash!

A heavy snowstorm
blankets the US Capitol.

A heavy snowstorm
blankets the US Capitol.

Planes at Washington's
National Airport are grounded.

The 74 passengers and five crew
on board Air Florida Flight 90

The 74 passengers and five crew
on board Air Florida Flight 90

hoped to be in the air by now,
but they're still at the gate.

We should have rebooked
when we saw the weather.

We should have rebooked
when we saw the weather.

We might still make it.

Joe Stiley is a
businessman and private pilot.

Joe Stiley is a
businessman and private pilot.

He's traveling with his
assistant Nikki Felch.

He's traveling with his
assistant Nikki Felch.

Everybody realized that
it was one of those days.

It was a snowy day.

The chances of getting
out were 50/50 maybe.

The chances of getting
out were 50/50 maybe.

Captain Larry Wheaton
is in command of Flight 90.

Captain Larry Wheaton
is in command of Flight 90.

60 degrees in Tampa and
we're stuck in a snowstorm.

His first
officer is former Air Force

pilot 31-year-old Roger Pettit.

pilot 31-year-old Roger Pettit.

Florida is home to both men.

Florida is home to both men.

Airport crews work
furiously to clear the runway.

And after an hour
and a quarter...

Tower.

Tower.

Reopening now.

Copy that.

OK, showtime!

OK, showtime!

Air Florida Flight
90 soon gets the green light

Air Florida Flight
90 soon gets the green light

from controllers.

Palm 90, taxi into
position, and be

ready for an immediate takeoff.

ready for an immediate takeoff.

Palm 90.

Today, First Officer Pettit

Today, First Officer Pettit

will fly the Boeing
737, while Captain

Wheaton monitors instruments.

Whoa.

Whew.

Whew.

Really cold here.

Real cold.

To get airborne, the
plane must reach 139 knots.

To get airborne, the
plane must reach 139 knots.

Wow, look at that thing.

Wow, look at that thing.

The first officer
checks the power levels.

That don't seem
right, does it?

That don't seem
right, does it?

Yes it is.

There's 80.

OK.

Maybe it is right.

Maybe it is right.

120.

120.

120.

B-1.

When we got airborne,
almost instantly,

it was clear that that aircraft
was not flying normally.

it was clear that that aircraft
was not flying normally.

Airspeed low!

Easy!

Easy!

Forward.

Forward.

Come on.

Forward.

Forward.

Forward.

Barely climbing.

Stay down.

Keep your head down.

It won't come up.

It won't come up.

Terrain.

Terrain.

Larry, we're
going down, Larry!

Larry, we're
going down, Larry!

I know it!

Air Florida Flight
90 has plunged into Washington,

Air Florida Flight
90 has plunged into Washington,

DC's Potomac River.

Of the 79 people on board,
only six escaped the wreckage

Of the 79 people on board,
only six escaped the wreckage

and make it to the surface.

On the bridge, four people are
dead and four more injured.

On the bridge, four people are
dead and four more injured.

News cameraman Chester Panzer
arrives on the scene in time

to cover rescue efforts.

to cover rescue efforts.

I started rolling, and
the first thing I saw

was someone being loaded
into an ambulance.

was someone being loaded
into an ambulance.

The rest
of the survivors

are still trapped
in the icy water.

are still trapped
in the icy water.

A fellow who was strapped into
his seat right in front of us,

who couldn't get out because
a bunch of cables and things

who couldn't get out because
a bunch of cables and things

like that had gotten
around him, and he

was just wired in place there.

was just wired in place there.

And then I turned to Nikki
and I said, I'm all broken up

and I know I can't swim.

and I know I can't swim.

My legs aren't working.

The survivors won't last

long in the freezing water.

Flight attendant Kelly Duncan
manages to reach the line.

Flight attendant Kelly Duncan
manages to reach the line.

She was holding on,
and the helicopter

was just flying her in.

was just flying her in.

Joe Stiley
does all he can

to help Nikki and fellow
passenger Priscilla Tirado.

I had Priscilla in a kind
of an arm lock on this side,

and I had Nikki on this side.

and I had Nikki on this side.

But this arm wasn't
working very well.

And then the helicopter began
to pull us away into the water.

And then the helicopter began
to pull us away into the water.

I lost Nikki almost instantly
because this whole arm just

was dysfunctional.

was dysfunctional.

And I had Priscilla under
that arm for about halfway

And I had Priscilla under
that arm for about halfway

across the river, and we started
running into the broken ice.

At some point during that,
I lost my grip on Priscilla

At some point during that,
I lost my grip on Priscilla

and left her laying there
on top of a block of ice.

Joe is
pulled to safety.

Joe is
pulled to safety.

The helicopter drops
Priscilla a life ring,

The helicopter drops
Priscilla a life ring,

but she can't hang on.

That's when it hit
me that this woman was

That's when it hit
me that this woman was

going to drown in front of me.

She was in the open water.

She's being pushed under the
water by the helicopter wash.

She's being pushed under the
water by the helicopter wash.

A bystander
takes action.

He didn't think about
how cold the water was.

He didn't think about
how cold the water was.

Didn't think what
it would do to him.

Lenny Skutnik
saves Priscilla's life.

Nikki is the last survivor
pulled from the water.

78 people have lost their
lives in the tragic accident.

78 people have lost their
lives in the tragic accident.

Within hours, investigators
from the National Transportation

Within hours, investigators
from the National Transportation

Safety Board are on the job.

Other aircraft did depart.

Other aircraft did depart.

Which means that things were
successful in other jetways.

What was wrong with
this particular aircraft

What was wrong with
this particular aircraft

that caused the crash?

Early in
the investigation,

Air Florida's flight
recorders are found.

Air Florida's flight
recorders are found.

The data gives the
team its first clues.

It told us the
altitude and the time.

It told us the
altitude and the time.

And so you knew how long
it rolled down the runway

before it lifted off.

Takeoff was very slow.

Takeoff was very slow.

Flight 90
took 15 seconds longer

than usual to get airborne.

than usual to get airborne.

It's got to be something
about their engine power.

B-1.

B-1.

It didn't climb
in a normal way.

So obviously there was
something wrong with the amount

So obviously there was
something wrong with the amount

of the power.

In 1982,
aircraft data recorders

aren't sophisticated
enough to pinpoint what

aren't sophisticated
enough to pinpoint what

was wrong with the engines.

Oh, this is bad.

Oh, this is bad.

It's probably the
worst storm I've seen.

Investigators now
turn to the cockpit voice

recordings.

recordings.

Can you see your wingtip?

I got a little bit on mine.

I got a little bit on mine.

A little.

This wing's got about a quarter
to a half an inch on it.

All the way.

All the way.

Wheaton and Pettit are heard

discussing the removal of ice
from the aircraft's wings.

discussing the removal of ice
from the aircraft's wings.

They pulled up in back of
another aircraft, a DC-9,

thinking that they
might be able to warm

thinking that they
might be able to warm

up and blow off their aircraft.

The captain
maneuvers his plane

into the exhaust stream
of the plane ahead.

into the exhaust stream
of the plane ahead.

It's an unconventional strategy
to deice without losing

It's an unconventional strategy
to deice without losing

the plane's place in the queue.

But so far, Macidull has heard
nothing that would explain

But so far, Macidull has heard
nothing that would explain

the loss of engine power.

You're throttles.

You're throttles.

OK.

Then he hears
something disturbing.

Oh.

Yeah, look at that thing.

The first officer
thinks there's a problem

The first officer
thinks there's a problem

with the plane's acceleration.

That don't seem right.

Does it?

Does it?

Yes, it is.

There's 80.

But the captain
sees no cause for alarm.

Uh, maybe it is right.

Uh, maybe it is right.

Despite the
first officer's hesitation,

the captain thinks
the engine power

the captain thinks
the engine power

is sufficient for takeoff.

The team must now determine
Flight 90's exact power levels.

The team must now determine
Flight 90's exact power levels.

Come on.

I've got an idea.

The sound of the engines is
recorded in the background

The sound of the engines is
recorded in the background

on the cockpit voice recorder.

The sound
of Flight 90's engines

should tell Macidull how much
power they were generating.

should tell Macidull how much
power they were generating.

Are you ready to go?

Yeah.

Yeah.

OK.

Forward.

Forward.

They eliminate
the pilots' voices

and isolate the engine sounds.

and isolate the engine sounds.

Jet engines contain
turbines, which

make different sounds
depending on how

make different sounds
depending on how

quickly they're spinning.

When the engine
needs more power,

the turbine spins faster and
the pitch of the sound changes.

the turbine spins faster and
the pitch of the sound changes.

Can you turn that up a bit?

Can you turn that up a bit?

The results are dramatic.

The results are dramatic.

The sound analysis
indicated that the engines

were running at a speed that
would produce about 70% power.

were running at a speed that
would produce about 70% power.

Investigators now know that the Boeing

Investigators now know that the Boeing

737's engines weren't running
at full power during takeoff.

737's engines weren't running
at full power during takeoff.

Why didn't the pilots notice?

The efforts to recover Air
Florida Flight 90 pay off.

The efforts to recover Air
Florida Flight 90 pay off.

Investigators look to a key
piece of wreckage for answers.

Investigators look to a key
piece of wreckage for answers.

They hope the engine
pressure ratio gauge, or EPR,

They hope the engine
pressure ratio gauge, or EPR,

will help explain
why the plane didn't

lift off with full power.

lift off with full power.

The EPR is connected to a sensor
at the front of the engine.

It calculates thrust by
measuring the increasing air

It calculates thrust by
measuring the increasing air

pressure passing through it.

Your throttles.

OK.

OK.

The gauge
tells pilots when they

have enough power to climb.

If it was malfunctioning,
it might have given

If it was malfunctioning,
it might have given

the crew a faulty reading.

The first officer had
doubts about the EPR.

The first officer had
doubts about the EPR.

God, look at that thing.

That don't seem right, does it?

That don't seem right, does it?

But the captain made
the mistake of only focusing

on the aircraft's speed...

Yes, it is.

Yes, it is.

There's 80.

...and
ignoring the irregular

reading on the EPR gauge.

Uh, maybe it is right.

Uh, maybe it is right.

Close examination of the gauge

Close examination of the gauge

reveals something strange.

It can't be right.

The needle is displaying

The needle is displaying

an impossible reading.

They indicated
the engines were

producing more power
than the engines

producing more power
than the engines

were capable of producing.

That was a huge red flag.

It seems
likely that the gauge

It seems
likely that the gauge

was giving a false reading
throughout the short flight.

The pilots were seeing more
power than they were getting.

The pilots were seeing more
power than they were getting.

So what would have caused that?

Did snow and the
bitter cold affect the reading?

Did snow and the
bitter cold affect the reading?

They focus on the
EPR's tiny sensor

at the front of the engine.

at the front of the engine.

If it was coated with
ice, it could have sent

incorrect data to the cockpit.

incorrect data to the cockpit.

I got a hold of
another 737 because I

already suspected the engine
pressure ratio gauges.

already suspected the engine
pressure ratio gauges.

To test
his theory, Macidull

uses tape to simulate ice
covering the engine sensor.

uses tape to simulate ice
covering the engine sensor.

He then recreates
the pilots' actions

on the day of the flight...

on the day of the flight...

OK, start her up.

...and records
the sound of the engines...

Keep throttling up.

...until the engine
gauges matched the target

...until the engine
gauges matched the target

set by Flight 90's crew.

Got it.

Macidull compares
the sound of his test flight

Macidull compares
the sound of his test flight

to engine noise captured
during Flight 90's takeoff.

That's a perfect match.

That's a perfect match.

I concluded that both engines
were blocked with something...

probably ice.

Investigators realize the iced-over sensors

caused pilots to believe they
had enough power to climb.

caused pilots to believe they
had enough power to climb.

As the 737 speeds
along the runway...

As the 737 speeds
along the runway...

You got throttles?

...Pettit
begins pushing

the thrust levers
forward, aiming

the thrust levers
forward, aiming

for the target of 2.04 EPR.

Because the EPR sensors
are blocked with ice,

Because the EPR sensors
are blocked with ice,

the gauge shoots up quickly and
gives the crew a false reading.

Whoa.

Whoa.

Whew.

The Air
Florida pilots attribute

the unusual engine behavior...

the unusual engine behavior...

Really cold here.

Real cold.

...to the
bitterly cold weather.

Seconds after liftoff,
the stick shaker

activates, warning
the pilots that they

activates, warning
the pilots that they

are beginning to stall.

Air speed low.

Air speed low.

Forward.

Forward.

And with
ice on the wings,

it's impossible to recover.

They did apply full power.

But that was only about
five seconds before impact,

But that was only about
five seconds before impact,

and it was too late.

But an important
question lingers.

But an important
question lingers.

Why didn't the plane's
anti-icing system

keep the sensors clear?

keep the sensors clear?

The answer may be
found when the team

turns its attention
to the pilot's

pre-departure preparations.

pre-departure preparations.

EPR all the way to 204.

Set.

Set.

Anti-ice.

Off.

Investigators are surprised.

Ladies and gentlemen,

Ladies and gentlemen,

we've just been cleared
on the runway for takeoff.

Unbelievable.

Flight attendants, please...

One of the worst
snowstorms, and they

have their anti-ice turned off.

have their anti-ice turned off.

The Florida-based
pilots seem to be

following their usual
warm weather routine.

following their usual
warm weather routine.

They weren't in the
cold weather scenario

mindset at that moment.

Investigators wonder
about the crew's cold weather

Investigators wonder
about the crew's cold weather

experience.

They study Captain
Wheaton's records...

They study Captain
Wheaton's records...

Unsatisfactory adherence to regulations.

Checklists usage
pre-flight, unsatisfactory.

Checklists usage
pre-flight, unsatisfactory.

Flight procedures, unsatisfactory.

...and learn he has a
history of errors, especially

...and learn he has a
history of errors, especially

during takeoffs and landings.

The captain's history
of poor decision-making

The captain's history
of poor decision-making

helps to explain
his unconventional

deicing maneuver...

Going to go to your wing now.

Going to go to your wing now.

...using the
exhaust of a plane in front.

What they really did
was get some warm air

What they really did
was get some warm air

on a part of the leading
edge of the wing,

and any snow that
was clinging to it

and any snow that
was clinging to it

ran back as water and refroze.

ran back as water and refroze.

Did they get yours?

Can you see your wingtip?

I got a little bit on mine.

Consequently, they did a lot
more harm to their aircraft,

Consequently, they did a lot
more harm to their aircraft,

Investigators believe
the pilots underestimated

Investigators believe
the pilots underestimated

the dangers they were facing.

Neither pilot was really
used to flying in snow

Neither pilot was really
used to flying in snow

or wintertime conditions.

The captain had,
I think it was,

eight takeoffs in
that kind of weather.

eight takeoffs in
that kind of weather.

The first officer,
who was going to make

the takeoff as the pilot
flying, had two experiences.

the takeoff as the pilot
flying, had two experiences.

They were literally unqualified.

They were literally unqualified.

Investigators have now identified

the factors that led to the
tragic accident in the Potomac

River.

River.

The captain's poor
judgment, combined

with both pilots' inexperience
flying in winter weather,

with both pilots' inexperience
flying in winter weather,

proved deadly.

God, look at that thing.

That don't seem right, does it?

That don't seem right, does it?

The captain should probably
have said, hey, a minute.

Let's abort this takeoff
and let's figure out what's

Let's abort this takeoff
and let's figure out what's

wrong with these engines.

We're going down, Larry!

I know it!

The accident occurred
because of accumulation

of numerous decisions
that were made

by this particular flight crew.

by this particular flight crew.

The Air Florida
disaster was a wake-up call

to the aviation industry.

to the aviation industry.

Northern airports now
have plain deicing

facilities near the runway
for use just prior to takeoff.

facilities near the runway
for use just prior to takeoff.

Pilots and regulators now
better understand the risk

of flying in icy conditions.

of flying in icy conditions.

Even the most
rule-abiding pilots

are powerless to battle
frozen wings if they've

are powerless to battle
frozen wings if they've

received misleading training.

On a frosty winter
afternoon, 26 passengers

are taking Comair Flight 3272?

are taking Comair Flight 3272?

From Cincinnati, Ohio,
to Detroit, Michigan.

From Cincinnati, Ohio,
to Detroit, Michigan.

It's a short, one-hour trip
on board an Embraer-120,

a Brazilian-made turboprop.

a Brazilian-made turboprop.

First Officer Kenneth Reese
and Captain Dan Carlson

are on the third leg of the day.

are on the third leg of the day.

The first officer
is at the controls.

Out at Detroit, we're
looking at 239 radio.

Out at Detroit, we're
looking at 239 radio.

Heading 030 to join
the arrival, Comair 3272.

Heading 030 to join
the arrival, Comair 3272.

For now, the crew
has the plane on autopilot.

As they descend from 19,000
feet toward their destination...

As they descend from 19,000
feet toward their destination...

Just some bumps.

...they hit some
unexpected turbulence

...they hit some
unexpected turbulence

15 minutes before their
scheduled arrival.

Let's run the descent check.

Ice protection.

Windshield, props, standard 7.

Windshield, props, standard 7.

Pressurization.

Comair 3272, now
turn left, heading 090.

Comair 3272, now
turn left, heading 090.

Heading 0-niner-0,
Comair 3272.

Heading 0-niner-0,
Comair 3272.

The pilots
make their final turn,

and the plane banks left.

It looks like your
low-speed indicator.

Yeah, I see it.

Yeah, I see it.

Power.

Thanks.

For some reason, the
aircraft doesn't gain speed.

For some reason, the
aircraft doesn't gain speed.

The autopilot disconnects.

The autopilot disconnects.

Then the plane rolls
steeply to the left.

Then the plane rolls
steeply to the left.

We're in a dive.

We're in a dive.

We're in a dive.

Huh!

Oh, God!

No!

No!

You never give up.

You do what you got to
do to try to make it.

Oh, God!

No!

Comair Flight 3272
has crashed into a field

Comair Flight 3272
has crashed into a field

22 miles from the
Detroit Airport.

All 26 passengers and three
crew members are dead.

All 26 passengers and three
crew members are dead.

By morning, a team from the
National Transportation Safety

Board, or NTSB, begins
recovering pieces

Board, or NTSB, begins
recovering pieces

of wreckage for analysis.

What a mess.

Richard Rodriguez
leads the investigation.

The team gets a lucky break
when the flight recorders are

recovered in good condition.

recovered in good condition.

Let's get those
both packed up.

They hope
the devices will help

They hope
the devices will help

them unravel the mystery of
how a routine flight ended

in disaster.

OK, we all ready?

A first glance
at the flight data

A first glance
at the flight data

is enough to give
Rodriguez a solid lead.

4,000 feet, and it
falls from the sky.

4,000 feet, and it
falls from the sky.

The aircraft's sudden plunge

could be the result of icing.

could be the result of icing.

This occurs when a buildup
of ice on the plane's wings

leads to an aerodynamic stall.

leads to an aerodynamic stall.

Ice reshapes the wing surface.

So these aerodynamic
surfaces aren't doing

So these aerodynamic
surfaces aren't doing

what they're supposed to do.

If frozen wings
caused the plane to stall,

If frozen wings
caused the plane to stall,

the team wonders why
no other aircraft

was affected by the weather.

was affected by the weather.

None of the other
airplanes that

were on approach to Detroit
experienced any problems.

So we needed to
look hard about what

So we needed to
look hard about what

was unique about this airplane.

Come on!

Get out of here, for God's sake!

We're in a dive.

We're in a dive.

Oh!

Oh!

Ah!

What was so
different about Flight 3272

that weather made it
fall out of the sky?

that weather made it
fall out of the sky?

Investigators need
to learn all they can

about the weather conditions
faced by the pilots of Comair

Flight 3272.

Flight 3272.

OK, let's pull up
the weather data.

The weather data began to paint
a picture of an airplane that

was on approach, flying
in what were considered

was on approach, flying
in what were considered

light icing conditions.

According to Detroit
air traffic controllers,

According to Detroit
air traffic controllers,

other aircraft reported
icing conditions.

Strangely, the
Comair pilots didn't.

Strangely, the
Comair pilots didn't.

Comair 3272, just a little
turbulence, but that's all.

Comair 3272, just a little
turbulence, but that's all.

It definitely flew
through icing conditions.

It definitely flew
through icing conditions.

The Embraer-180 has
both anti-icing and deicing

systems for
winter-weather flying.

systems for
winter-weather flying.

Let's play it.

Something doesn't add up.

Let's
run the descent check.

They turn to the cockpit

voice recorder for answers.

Ice protection.

Ice protection.

The pilots are required to go
through an approach checklist.

One of the items is the
various anti-icing facilities

One of the items is the
various anti-icing facilities

that they have on the aircraft.

The anti-icing protection

The anti-icing protection

uses electricity to heat the
windshield and propellers.

But the wings have
a different system.

But the wings have
a different system.

They rely on mechanical
devices, called deicing boots.

They rely on mechanical
devices, called deicing boots.

Made of rubber, the boots
are part of the leading

edge of the wings.

When activated, they
inflate, expand,

When activated, they
inflate, expand,

and crack off accumulated ice.

The ice is just hard
enough that it cracks,

The ice is just hard
enough that it cracks,

and the air stream
blows it away.

Pressurization.

Pressurization.

It's reset
for our landing in Detroit.

Rodriguez listens,
waiting for the pilots

to activate the deicing boots.

to activate the deicing boots.

Landing lights.

Landing lights on.

Cross-read.

Cross-read.

Cross-read is off.

That completes that.

That completes that.

He makes a
stunning discovery.

There was no
discussion to indicate

that they were concerned
about icing on the aircraft.

that they were concerned
about icing on the aircraft.

Investigators check dispatch

records to determine
if the crew was briefed

records to determine
if the crew was briefed

on the weather conditions.

The flight had
received their papers

for dispatch, which included
warnings about icing

for dispatch, which included
warnings about icing

in the Detroit area.

There could be
some ice in our path.

There could be
some ice in our path.

They knew they were
going to hit ice,

but they never popped the boots.

but they never popped the boots.

NTSB investigators wonder

why pilots with plenty of
winter flying experience

why pilots with plenty of
winter flying experience

never activated
the deicing boots.

The captain was known as
a by-the-book type of pilot.

The captain was known as
a by-the-book type of pilot.

They contact other
Comair pilots for information.

They contact other
Comair pilots for information.

So if ice is just beginning
to form on your wing,

what would you do?

You'd wait.

You'd wait?

OK.

OK.

We were getting
feedback that they'd

wait until 1/4 to
1/2 inch of ice

wait until 1/4 to
1/2 inch of ice

had accumulated before they'd
activate the deice boots.

And why would you wait?

Bridging.

Bridging.

When deice boots
were first invented,

they inflated at a
very slow pressure,

and stayed inflated for a while.

and stayed inflated for a while.

And pilots became
concerned that ice

might form over the
inflated shape of the boot...

might form over the
inflated shape of the boot...

a phenomenon known as bridging.

But bridging
on deicing boots

hasn't posed a risk to modern
airlines for many years.

hasn't posed a risk to modern
airlines for many years.

The deice boots
on this airplane

inflate rapidly, in
less than a second,

inflate rapidly, in
less than a second,

would break off any amount
of ice that was accumulated,

and deflate again right
away with vacuum suction.

and deflate again right
away with vacuum suction.

So deice boot
bridging was not going

to happen on this airplane.

to happen on this airplane.

All right.

Let's take a look at the manuals
these guys are following.

Investigators need to
find out what guidance the crew

Investigators need to
find out what guidance the crew

received to deal with icing.

They compare Comair's
manual to that

They compare Comair's
manual to that

of the manufacturer, Embraer.

That leads to a
surprising discovery.

That leads to a
surprising discovery.

The Comair manual
tells him to wait.

The Comair manual
advises pilots to wait

The Comair manual
advises pilots to wait

until half an inch of
ice forms before deicing,

while the Embraer manual
says something different.

while the Embraer manual
says something different.

Activate boots at the
first sign of icing.

The team must
find out why the pilots were

The team must
find out why the pilots were

given conflicting instructions.

They soon uncover a revision
to the Embraer flight manual.

They soon uncover a revision
to the Embraer flight manual.

It clearly explained the
need to deice quickly.

So why didn't the Comair
pilots follow that procedure?

So why didn't the Comair
pilots follow that procedure?

There could be
some ice in our path.

Oh, what a shock.

Ice in January.

Ice in January.

Investigators learned that the FAA

Investigators learned that the FAA

approved the Embraer revision.

But it overlooked the
critical next step...

instructing the airlines
to adopt the change.

instructing the airlines
to adopt the change.

Why not make it mandatory?

It's a no-brainer.

It's a no-brainer.

While the FAA had a
great deal of information,

they never did officially
sanction a standard

they never did officially
sanction a standard

that should be adhered to.

Investigators now know what led to Comair

flight 3272's fatal crash.

flight 3272's fatal crash.

Just before landing, the pilots
entered icing conditions.

Just before landing, the pilots
entered icing conditions.

Ice protection.

But the captain waited
to activate the deicing boots.

But the captain waited
to activate the deicing boots.

Props, standard 7.

Per the instructions
in the flight manual,

Per the instructions
in the flight manual,

they were waiting until a
significant amount of ice

had accumulated.

Comair 3272, reduce speed 150.

Comair 3272, reduce speed 150.

The controller then
instructed them to reduce speed

The controller then
instructed them to reduce speed

as they approached the airport.

Speed 150, Comair 3272.

As the plane
slowed, the drag from the ice

As the plane
slowed, the drag from the ice

on the wings increased.

To make matters worse, the
plane was on autopilot.

To make matters worse, the
plane was on autopilot.

When the autopilot
is on, the pilot

can't feel what's
happening until he

can't feel what's
happening until he

starts to see something
on the instrument gauges.

starts to see something
on the instrument gauges.

Looks like your
Low Speed Indicator.

Yeah, I see it.

Power.

Power.

Thanks.

But that
action comes too late.

The left wing had
already lost lift.

The left wing had
already lost lift.

The aircraft rolled
rapidly to the left.

They went from about 45 degrees
angle of bank to the left

They went from about 45 degrees
angle of bank to the left

to 140 degrees.

to 140 degrees.

Which is basically inverted.

We're in a dive!

We're in a dive!

We're in a dive!

When that nose pitched
straight into the ground,

their fate was sealed.

their fate was sealed.

No!

No!

No!

The NTSB faults the
Federal Aviation Administration

The NTSB faults the
Federal Aviation Administration

for failing to establish
adequate standards for flights

in icing conditions.

in icing conditions.

Ultimately, we didn't
believe that the FAA put forth

Ultimately, we didn't
believe that the FAA put forth

the right leadership to help
dispel the myth of deice boot

bridging.

bridging.

They recommend
that all pilots be instructed

to activate the
boots the moment they

encounter icing conditions.

encounter icing conditions.

Our mission is to find
the cause of an accident,

make recommendations
that will prevent

make recommendations
that will prevent

it from ever happening again.

And when several
mistakes in the cockpit

add up to frozen wings,
a flight spirals out

add up to frozen wings,
a flight spirals out

of control above the remote
steppes of Patagonia.

On a cold night in Argentina...

Positive rate.

Positive rate.

...Sol
Flight 5428 is headed

from Neuquen to the
port city of Comodoro

Rivadavia on the coast.

Rivadavia on the coast.

Tonight, Captain Juan
Raffo is piloting

Tonight, Captain Juan
Raffo is piloting

a Swedish-made
Saab-340 turboprop.

Adriano Bolatti is
his first officer.

Engage autopilot.

Engage autopilot.

The aircraft begins
to climb to a cruising altitude

of 19,000 feet.

of 19,000 feet.

Buenos Aires, Sol Flight 5428,
reporting waypoint in Copa.

Buenos Aires, Sol Flight 5428,
reporting waypoint in Copa.

We are climbing through
flight level 50 for 190.

ATC Buenos Aires, received.

ATC Buenos Aires, received.

It looks like we're
picking up some ice.

Nothing to worry about.

We were expecting
some light icing.

It should be better
when we get to 19,000.

It should be better
when we get to 19,000.

At that
higher altitude,

water droplets freeze
solid before they

can cling to the aircraft.

can cling to the aircraft.

But as they climb, the
icing conditions worsen.

But as they climb, the
icing conditions worsen.

Captain Raffo decides
to change the plan.

OK, let's get it down to where
it's warmer to melt it off.

Roger.

Sol Flight 5428, requesting
descent to flight level 140.

Sol Flight 5428, requesting
descent to flight level 140.

Sol 5428, you are cleared to 140.

Sol 5428, you are cleared to 140.

As Sol 5428
descends to a lower altitude...

As Sol 5428
descends to a lower altitude...

All finished?

...the flight
continues without incident.

...the flight
continues without incident.

Feel that?

Feel that?

The propeller is vibrating.

But then
everything changes.

But then
everything changes.

Put them on max.

Roger.

Oh, hell!

What's wrong?

I don't know.

Pull back!

Pull back!

Pull back!

I'm trying!

I'm trying!

Come on!

Come on!

Come on!

Mayday!
Mayday!

Mayday!
Mayday!

Mayday!

Sol Flight 5428!
Mayday!

Mayday!

Mayday!

It won't come up.

It won't come up.

The turboprop
crashes in a remote region

of Patagonia.

There are no survivors.

22 fatalities.

22 fatalities.

My God.

Augusto De Santis is
coordinating the various teams

Augusto De Santis is
coordinating the various teams

from Argentina's Civil Aviation
Accident Investigation Board.

Catalog every piece,
no matter how small.

Catalog every piece,
no matter how small.

While some members
of the team remain on the site,

While some members
of the team remain on the site,

De Santis studies the
weather conditions

on the night of the crash.

This is the flight path
from Neuquen to Comodoro.

This is the flight path
from Neuquen to Comodoro.

Look what's waiting
for them here.

Look what's waiting
for them here.

They flew right into
this cold front.

The information showed
that there was severe icing.

The information showed
that there was severe icing.

Was ice a
factor in the accident?

Was ice a
factor in the accident?

Investigators focus on the
plane's deicing systems.

All that survived
are the valves.

All that survived
are the valves.

The valves are a key
component of the deicing boots.

Their main function
is to control the flow

of pressurized air that inflates
the boots on the plane's wings.

of pressurized air that inflates
the boots on the plane's wings.

We isolated the
anti-ice valve, and we

analyzed what was left of it.

analyzed what was left of it.

The tests reveal
that pressurized air

was passing to the valves.

was passing to the valves.

Take a look.

No failures.

The team must look
elsewhere for new leads.

The team must look
elsewhere for new leads.

So there was no doubt that
the systems were being operated

So there was no doubt that
the systems were being operated

and that they were working.

They turn to
the flight data recording.

They turn to
the flight data recording.

OK, look here.

Their airspeed dropped to
129 knots, then 126 knots.

Their airspeed dropped to
129 knots, then 126 knots.

They were in ice.

They should be speeding
up, not slowing down.

They should be speeding
up, not slowing down.

When climbing in
icing conditions,

the minimum speed is 160 knots.

the minimum speed is 160 knots.

They were 30 knots below that.

They lost so much
speed, they stalled.

They lost so much
speed, they stalled.

The speed was progressively
decreasing, which harmed

the aircraft aerodynamically...

Oh, hell!

...and took it to a final
stall and loss of control.

...and took it to a final
stall and loss of control.

You pick up ice, you
should increase your speed.

You pick up ice, you
should increase your speed.

Pretty basic.

Why didn't these guys do that?

Why didn't these guys do that?

The team
wonders why pilots would

make such a fundamental error.

They hope the flight data
will provide more clues.

They hope the flight data
will provide more clues.

Let's check their
autopilot settings.

Did the pilots use the
correct setting for the weather

Did the pilots use the
correct setting for the weather

conditions they faced?

It was set to vertical
speed after they leveled off.

It was set to vertical
speed after they leveled off.

Vertical speed is
an autopilot setting that

controls the rate of climb.

controls the rate of climb.

But to get through
ice faster, the pilot

should have selected the
setting that maintains speed.

should have selected the
setting that maintains speed.

That's their mistake.

Vertical climb
not only slows the plane,

Vertical climb
not only slows the plane,

it also pitches the nose upward.

It's going to expose the
whole underside of the wing,

It's going to expose the
whole underside of the wing,

and you're just going to
pack on ice even faster.

What's worse,
the Saab turboprop

isn't equipped with anti-ice
protection on its underside.

isn't equipped with anti-ice
protection on its underside.

This ice buildup adds
weight on different parts

This ice buildup adds
weight on different parts

of the aircraft, which
makes it less controllable.

It becomes a major effort for
the crew, or the autopilot,

It becomes a major effort for
the crew, or the autopilot,

to control the aircraft.

The question is, why
did the pilots let this happen?

The question is, why
did the pilots let this happen?

Airspeed 140 knots.

Airspeed 140 knots.

Check.

Investigators hope the
cockpit voice recorder of Sol

Investigators hope the
cockpit voice recorder of Sol

Flight 5428 will help explain
how the pilots responded

Flight 5428 will help explain
how the pilots responded

to the buildup of ice.

Flaps up.

Flaps up.

Engage autopilot.

It looks like we're
picking up some ice.

It looks like we're
picking up some ice.

There it is.

Nothing to worry about.

We were expecting
some light icing.

We were expecting
some light icing.

I don't know, Juan.

It might be more
than we thought.

They were aware that
there was ice buildup

and that it was progressing.

and that it was progressing.

It should be
better when we get to 19,000.

They're just focused on
getting above the bad weather.

They're just focused on
getting above the bad weather.

The pilot's
strategy was to climb

above icing conditions.

above icing conditions.

They can't.

They're carrying too much
ice to climb any higher.

Once it became apparent
that they were picking up ice

Once it became apparent
that they were picking up ice

quickly and they
were unable to climb,

they make a decision
to descend and find

they make a decision
to descend and find

an altitude where
the temperature is

such that that ice would melt.

I don't think that
helped very much.

I don't think that
helped very much.

Ice is hitting everywhere.

It's OK.

We're going to stay at
this altitude for now.

We're going to stay at
this altitude for now.

We'll keep
deicing until we get there.

The pilots can't
rely entirely on deicing.

They also need to
push the throttles

They also need to
push the throttles

forward to increase power.

While they were aware
of the ice buildup

While they were aware
of the ice buildup

and how things were
progressing, they

and how things were
progressing, they

were not taking strong measures
to change the situation.

You feel that?

You feel that?

The propeller is vibrating.

The first sign of stalling.

Oh, it's because there's too
much ice on the propellers.

Put them on max.

Roger.

Propellers?

Propellers?

They're misreading the
signals from the plane.

What was actually happening
was a structural vibration

of the entire aircraft.

of the entire aircraft.

The aircraft was
virtually dying.

It was at a speed
threshold where

It was at a speed
threshold where

the next thing was
the loss of control

due to the loss of lift.

As the
plane begins to stall,

Captain Raffo makes
a dangerous call.

Captain Raffo makes
a dangerous call.

Pull back!

Pull back!

Pull back!

They're trying
to level the plane.

Unbelievable.

They're making the
stall even worse.

It's a
shocking revelation.

It's a
shocking revelation.

The pilots are doing the
opposite of what needs to be

done to prevent a catastrophe.

Mayday!
Mayday!

Mayday!

Sol Flight 5428!
Mayday!

Mayday!
Mayday!

Investigators now
know why Sol 5428 crashed.

Investigators now
know why Sol 5428 crashed.

A wrong autopilot setting
here, a misread of the plane's

A wrong autopilot setting
here, a misread of the plane's

vibrations here, and
when they finally stall,

they try to pull the nose
up to level off instead

they try to pull the nose
up to level off instead

of trying to gain speed.

What kind of training
did these guys get?

What kind of training
did these guys get?

When investigators examine

the pilots' training
records, they

make a surprising discovery.

make a surprising discovery.

No training is done on what
to do once the ice buildup has

advanced and how to get out of
that situation by increasing

advanced and how to get out of
that situation by increasing

speed.

It's the last
piece of the puzzle

It's the last
piece of the puzzle

explaining the fatal crash.

It should be better
when we get to 19,000.

It should be better
when we get to 19,000.

Investigators
conclude that the airline's lack

of proper training
resulted in the pilots

not only selecting the
wrong autopilot settings...

not only selecting the
wrong autopilot settings...

I can put it on vertical.

OK.

The sooner, the better.

The sooner, the better.

Roger.

...but also
failing to increase

speed in icing conditions.

speed in icing conditions.

Oh, hell!

What's wrong?

I don't know!

What began
as ice on the wings

What began
as ice on the wings

resulted in a mismanaged...

Pull back!

Pull back!

...and ultimately
unrecoverable stall.

...and ultimately
unrecoverable stall.

The problem was that
the actions they took

were not effective
enough in order

were not effective
enough in order

to mitigate the situation.

Pull up!
Pull up!

Pull up!

No!

No!

No!

In their final
report, investigators recommend

sweeping changes
to commercial pilot

sweeping changes
to commercial pilot

training for icy conditions.

Icing has been with us
since Lindbergh, who iced up

as he went across the Atlantic.

as he went across the Atlantic.

And it will continue to be
with us even in the future.

Three different
cases of frozen wings

all leading to tragic outcomes.

But the insight gained
from these accidents led

But the insight gained
from these accidents led

to improved flight
safety in winter

conditions across the globe.

conditions across the globe.