All language subtitles for Mayday.S26E06.Deadly.Cover.Up.1080p.AMZN.WEB-DL.DDP5.1.H.264-Kitsune_track3_[eng]

Just minutes after
taking off from Lima...

We declare an emergency.

...the pilots
of Aeroperú Flight 6-0-3

get mixed messages from
their plane.

I cut the engines but
the speed is increasing.

Having erroneous airspeed
indications now puts

into your brain: "Am I climbing?
Am I not climbing?"

They seek assistance
from the ground.

Can you tell us our altitude, please?

You're at 9,700
feet according to my radar.

But nothing makes
sense.

We're hitting the water.
Pull up!

All 70 people
on board are killed.

Investigators compare
the cockpit voice recording...

We will maintain
10,000 feet.

Set it 10,000 feet.

...with the flight
data recorder...

The Captain doesn't realize
how close they are to the water.

... and suspect
a single faulty sensor

prevented the crew from averting
disaster.

It violates the laws
of physics.

Airplanes just don't do that.

It's nearing 1 a.m.
at Jorge Chavez International
Airport in Lima, Peru.

Thick clouds blanket the sky

as Aeroperú 6-0-3 taxis
to the runway.

The weather in Lima, in Peru,
is a very, very stable

environment, especially
this time of the year.

The captain is
58-year-old Eric Schreiber.

He's highly experienced, having
logged almost

22,000 flight hours.

Aeroperú 6-0-3, authorized
to Santiago,

initial level 29,000 feet
and afterwards on course,

transponder 5-6-0-3.

42-year-old First
Officer David Fernández

has flown nearly 8,000 hours.

Correct,
Lima Tower.

He will be the pilot
flying the aircraft tonight.

Roger.

He's doing double
duty by also operating
the radio.

Lima Tower, Aeroperú 6-0-3,
runway 1-5, ready for takeoff.

Aeroperú 6-0-3, wind calm,
cleared for takeoff runway 1-5.

There are
61 passengers

and 7 flight attendants
on board.

Takeoff at 41 minutes past
midnight, on the dot.

What precision.
Like the Swiss. Let's go.

The crew is extremely
professional.

They accomplished their
checklists and procedures

as what would be expected,
and they were basically

an on-time machine.

Flight 6-0-3 will
fly out to the Pacific Ocean

before heading south
to Santiago.

The aircraft is a four-year-old
Boeing 757-200.

The Boeing
7-5-7 is a long, narrow-bodied

aircraft, twin engine.

It's simple in its design,
simple in its instrumentation,

just a overall comfortable
airplane to fly.

The passengers
settle in

for the three-and-a-half-hour
flight.

In the cockpit...

...the first officer spots
a potential problem.

The altimeters are stuck.

Wind shear.

Wind shear. Wind shear.
Wind shear.

The pilots also get
a wind shear warning.

- Wind shear.
- This is new.

The wind shear is an alert
that we're entering into

an environment of undesirable
winds that could be

highly critical in the safety
of the aircraft.

Those types of winds are just
very uncommon

in that area and were not
forecasted that night at all.

Wind shear.

Flight 6-0-3 climbs
into the thick clouds

above Lima. The pilots lose
sight of the ground.

The speed.

They now discover
another instrument

isn't working.

Yeah, right.

Flying in the clouds
at night, without knowing

how fast they're going or their
height above the ground,

the pilots face a potentially
dangerous situation.

Am I climbing? Am I not
climbing?

Am I near mountainous
terrain, which is very close

to the coastal line of Peru.

Tower, Aeroperú 6-0-3.

Flight 6-0-3 updates
the tower controller.

Aeroperú 6-0-3, Tower,
go ahead.

We have no altimeter
and no airspeed.

Declaring an emergency.

When a pilot declares
an emergency

with air traffic control,
the controller

is going to give that aircraft
priority handling.

Roger. Change frequency
to 1-19.7

for further instruction
from radar control.

Switching to 1-19.7.

Before contacting
of radar control,

the captain takes over from
the first officer.

Okay, I have control.

The captain may decide to take
over the flying role

and tell the first officer
to talk on the radio

and work procedures.

Lima, 6-0-3,
we request vectors for ILS,

runway one five.

The pilots request
directions for a return

to the airport.

Roger, we suggest a right turn
heading 3-3-0.

It was a good call to ask air
traffic control,

give us vectors, we're so busy
up here dealing with

everything else, you can
certainly help us out

if you tell us which direction
to turn and guide us back

towards the airport.

Turn right, heading 3-3-0.

A heading of 3-3-0
will take the plane north

to a position where it can then
make the turn back to Lima.

But two-and-a-half
minutes later...

Aeroperú 6-0-3, you're showing
level 9,200,

uh, what is your heading now?

...the radar
controller notices

that Flight 6-0-3 hasn't turned
back towards the airport.

Heading 2-0-5, we're
heading away from the shore.

Affirmative.

We will maintain 10,000
feet. Set it 10,000 feet.

The Captain decides
to fly further out to sea

before returning to Lima.

They go out over the ocean,
which is one of the best

decisions to possibly do.

They don't now have to worry
about other aircraft

and the Andes Mountains.

In the cabin,
passengers are unaware

of what's happening
in the cockpit.

Safely away from shore...

According to the radar,
you are crossing radial 2-3-0

from Lima, distance
west- southwest is 37 miles...

Flight 6-0-3 finally
starts turning north

to begin the approach to Lima
and needs to begin its descent

to the airport.

I'll try to descend
with the power cut.

He was going to descend
at idle thrust,

which is a good way to descend.
It's nice and steady

in a 757 and keeps the airspeed
under good control.

I cut the engines but
the speed is increasing.

Even with power
to the engines cut,

the airspeed indicators show
that the plane is accelerating.

Can you tell us
the speed please?

I have 3-20.

We have 3-50.

They'll need to use
a different strategy to descend.

Getting to the lower altitude,
hopefully getting into

some clearer areas to see
the coastal line,

could give them more comfort
for a safe landing.

Take the speed brakes out.

That is another great way
of slowing the aircraft

and getting better control
of the airspeed.

But deploying
the speed brakes

has the opposite effect.

Overspeed.

A new warning
tells them

they're flying far too fast.

The airplane is above
its maximum allowable airspeed.

It's in danger of breaking apart

if they don't do something
right now.

But I have the speed brakes
out and all power is cut.

This can't be right.

What more possibly can
be confusing

and going wrong right now.

Seconds later,
they get a contradictory warning

that the plane's flying
far too slow.

The stick shaker indicates
to pilots that if the airplane

gets any slower, it's going
to be in a stall condition.

Are they going too
fast or too slow?

The pilots must decide which
alarm to react to.

We're stalling.

The Captain decides
to increase the speed

by pitching the nose down,
silencing the stall warning.

But they're not out
of danger yet.

With conflicting warnings and
no reliable airspeed

or altitude readings, the pilots
of Flight 6-0-3

urgently need help.

Is there any plane that can
take off to rescue us?

Yes, we'll
coordinate immediately.

At this point, it was
a totally out of the box thought

by the first officer to ask
for this type of assistance,

which would have given them
a visual reference right next

to them with altitude, airspeed,
also communications.

And we have somebody alongside
of us holding our hand

to the airport.

The plane is now
50 miles from Lima's airport.

Aeroperú 6-0-3, you are
heading 2-7-0, 10,000 feet.

While they wait
for a rescue plane,

the captain attempts to join
the approach path
to the runway.

I'll try
to intercept the ILS

and then descend.

Lima, Aeroperú 6-0-3, we will
try to intercept the ILS.

Roger Aeroperú
6-0-3.

They think they're flying
at a nice safe altitude.

And they think that they pretty
much have airspeed
under control.

They probably thought they were
in a pretty darn good position.

Soon after,
the radar controller provides

an update on the escort flight.

Aeroperú 6-0-3.

There is a 7-0-7 about
to take off.

It is starting to move now.

It seems to be flying well.

Can you tell us our altitude
please?

You're at 9,700 feet
according to my radar.

Terrain. Too low.
Terrain.

9,700 feet?

But we're getting a terrain
warning.

Pull up! Pull up
if it's telling you to pull up.

We're hitting the water.
Pull up!

We're rolling over!

Pull up.

29 minutes after
taking off, Flight 6-0-3

crashes into the Pacific Ocean,
48 miles from Lima, Peru.

Within hours, a navy aircraft
discovers debris

from Flight 6-0-3.

The accident
occurred at night

and the wave conditions were
very high.

So the first few ships that went
out to look for the wreckage

really struggled to find it.

Heavy fog also
hampers recovery efforts.

By the end
of the first day,

the bodies of only 13 of the 70
people on board are recovered.

There are no signs
of survivors.

Those who haven't been found
are believed to be inside

the fuselage on the seabed.

It's up to air crash
investigators from Peru's

Accident Investigation Board
to find out why a plane,

last observed flying nearly
10,000 feet above the sea,

suddenly crashed into it.

We have the military radar.

With the underwater
wreckage still beyond reach,

investigators get their first
lead from the Peruvian
military.

Any coastal nation will have
military radar

that's constantly scanning
for any approaching aircraft.

So by querying the Peruvian
military radar,

we were able to get some data
about the altitude

and position
of the accident flight.

So after taking off,
they follow the approved flight

plan over the ocean, and then
they start heading north.

Yeah, they're, they're headed
back towards Lima.

Um-hm.

The flight climbs to 13,000
feet, and then

it starts to descend.

And now, in the last seven
minutes, the flight

has a series of erratic climbs
and descents before it crashes.

It appears they lost control.

It becomes just a rollercoaster
ride of altitudes

because they don't have control.

What could have
caused the pilots

to lose control?

When you start putting
an investigation together,

you start putting the what-ifs
on the table.

What if this failed, what
if that failed,

what if this went wrong, what
if the crew made a mistake?

Pre-takeoff seems okay.

Investigators
scrutinize the communications

between air traffic control
and the pilots.

Look at this. The crew
reported problems with airspeed

and altitude readings only two
and-a-half minutes

into the flight.

Tower, Aeroperú
6-0-3.

Aeroperú 6-0-3,
Tower, go ahead.

We have no altimeters
and no airspeed.

Faulty air data.

It sounds like an issue
with the pitot-static system.

The pitot-static
system uses tubes and sensors

mounted on the plane which
measure air pressure

to calculate airspeed
and altitude.

Well, wasn't there a recent
crash involving

the pitot-static system?

Yeah. Birgenair Flight 3-0-1.

Only eight months
earlier, another Boeing 757

crashed soon after taking off
from Puerto Plata

in the Dominican Republic.

The cause was a blocked
pitot tube.

Some investigators were
wondering if we had a similar

situation to what we had
in Birgenair.

It wasn't entirely the same,
but it still involved

blockage or covering parts
of the pitot-static system.

Well, maybe that's what
happened here.

Nearly two weeks
since Aeroperú Flight 6-0-3

crashed into the ocean,
a US Navy ship helps

the Peruvian Navy to track
the pings from the Boeing 757's

two black boxes.

The wreckage is finally located
at a depth of 680 feet.

Using remotely operated
vehicles, investigators

finally get their first view
of the wreckage site.

The wreckage looks very
concentrated.

The plane was intact
when it hit the water.

The fact that
all the major pieces

of the airplane are in one
concentrated area

really gives the investigators
a much clearer picture

of how the airplane came down.

So they either came down
in a flat spin

or it came down nose first

which is a very unusual
accident.

There.

The black boxes are
also located.

It's very, very critical
to get both recorders.

First, you want to know how
the airplane was behaving,

and then secondly what was going
on in the cockpit

between the crew members
of the airplane.

They are packed
in sea water

and sent to Washington where
the NTSB,

the National Transportation
Safety Board, will process

their invaluable data.

That's it, keep moving
that way.

The team also
searches for evidence

of some kind of blockage
of the pitot tubes

and static ports.

There! Keep going.

They focus
on a section

of the left fuselage where
the static ports are located.

Okay, now move in...

That's it.

The static ports were blocked.

They can see that
the ports are covered.

When we saw that those static
ports were covered,

it was case closed,
drop the curtains.

We knew exactly what happened
in this accident.

How did such
a critical device

which determines airspeed and
altitude get covered up

and blocked?

Make sure you tag everything.

Investigators survey
the recovered wreckage

of Aeroperú Flight 6-0-3 to find
out what is covering

the static ports.

Look at that.

It looks like silver tape.

Same colour as the fuselage...

Pliers.

Why were the ports
covered with tape, and by whom?

It wasn't our job to assign
blame or liability,

but we wanted to understand
the procedure to make sure

that important step of removing
the tape would never

get overlooked again.

So, let's check the last
log entry.

Okay.

Investigators check
maintenance records

to understand why the ports
were taped over.

Interesting.
Hey, a bird strike.

During the plane's
last landing before

the accident, the right engine
was struck by birds.

They replaced two turbine
blades, the hydraulic pump

was repaired, and they polished
the "lower front" of the 757.

Exactly where the static ports
are located.

Did maintenance
personnel follow

the correct procedures
for polishing the 757?

When you're performing work
on the airplane,

such as polishing it, or washing
it, it's important

not to get any debris into
the ports,

because when you takeoff,
temperatures go down,

they may freeze in place, which
could cause severe

instrument problems
to the airplane.

According to the maintenance
manual, they're supposed to

cover the static ports.

But whoever polished the plane
covered the static ports

with tape and didn't remove it.

So why wasn't
the tape removed

after the area was polished?

If you
look at the maintenance process

on an airplane, and cleaning
or polishing

an airplane is maintenance

there's multiple steps, multiple
people and multiple looks.

The whole purpose of that
is to make sure

that nothing is missed.

Were the static ports
inspected as part

of Flight 6-0-3's line check?

It was a crazy night.

Investigators
interview the Line Mechanic

to determine if the static ports
were inspected

after the work was done.

The line chief usually does
it, but he was sick.

So I did it.

So, I guess you didn't
see the tape then?

Aluminum tape is pretty
common. And if you take it

and just spread it over those
ports, it blends in perfectly.

And it makes it very easy
for somebody to miss it.

Was he adequately trained?

I would say the answer
to that is no.

Did you see either pilot
do a pre-flight check?

Yes, the Captain.

Do you know
if he checked them?

I couldn't tell you.

If I add a new person
on my crew, I would tell them

to watch the captain, see what
he's doing,

and it becomes routine
for mechanics to watch

what the flight crew does.

Okay. Thank you for your time.

There's
at least one, if not two,
line checks

that are done by the supervisors
of the line maintenance.

And then, one of the crew
members would do a walk-around,

as they are obligated
to do, always.

So there are several levels
where things

should have been detected
but weren't in this flight.

So, both the Line Mechanic
and the pilot missed it.

Investigators now
know that,

despite all the safety checks
that were meant

to be performed, no one spotted
the silver tape

covering the static ports.

So, we know what caused
the faulty airspeeds

and altitudes. But faulty air
data alone doesn't cause

a plane to crash.

So, what did?

arrator): Investigators turn
to the cockpit voice recorder

from Aeroperú Flight 6-0-3...

- Here you go.
- Thank you.

...to determine how
the pilots dealt with

faulty airspeed
and altitude data.

Pick it up from the take-off.

Gear up.

Right, V-two plus ten.
- Mm-mmh.

The plane is barely
off the ground

when the pilots identify
the first problem.

The altimeters are stuck.

The captain's
altimeter, the first officer's

altimeter, the standby
altimeter, all three sources

were different
and they were all wrong.

Keep V-two plus ten,
v-two plus ten.

It's quickly
followed by a second issue.

The speed.

The airspeed
is also stuck.

Yeah, right.

Hold on.

They were only at 200 feet
above the ground,

and they already knew that
they had problems

with altitude and airspeed.

In three
different places in the cockpit,

they're seeing unreliable
airspeed and altitude.

According to the FDR,
they're still climbing.

Let's see how they handle
that faulty data.

What's going on?

We're not climbing.

I'm climbing.

Investigators hear
the captain continue to rely

on the faulty data
on his altimeter...

Climb. Climb. Climb.

I am climbing.

...despite what
the first officer tells him.

The captain is looking
at his altimeter and saying

what he sees right in front
of him.

It's very hard to ignore
this false data.

The airspeed and altitude
readings are like a magnet

drawing your eye and attention
again and again.

- Climb. Climb.
- I am climbing.

So, in these
initial moments of the climb,

it seems like the first officer
was more in touch

with what the airplane
was really doing.

What else do the pilots
do to handle the situation?

Keep playing.

Let's go to basic
instruments.

But within a minute,
the captain stops focusing

on the faulty instruments.

He decides to use the pitch
and power procedure

and that's good.

Very quickly on,
the captain says,

"basic instruments", but I
believe he means

the pitch and power procedure.

The "pitch and
power" procedure requires

reducing the pitch angle
of the aircraft

to two degrees nose up and
the throttles to 55%.

This should result in level
flight.

By flying with set pitch
and power and ignoring

the unreliable airspeed and
altitude gives the crew time

to sort out what's going on
and think through

what might be causing
the unreliable indications.

Then they declare
the emergency.

Pick it up after that.

Let's see if they did
the procedure properly.

(Captain: Switching to 1-19.7.

Auto-throttle has
disconnected.

But instead
of checking his attitude

indicator and engine gauges...

Let's see. Read that.

...the captain
focuses on the Crew
Alerting Screen

which is displaying
more alerts.

Rudder ratio and Mach
speed trim.

The rudder ratio
and Mach speed trim warnings

were just the result
of the unreliable airspeed

and altitude indications
in the cockpit.

They shouldn't have been
the primary focus of the crew.

They're getting distracted
by false alerts.

They ignore their pitch
and power procedure.

We're flying without
speed.

Soon after...

The speed
is zero.

All airspeed indicators at zero.

Investigators
hear the pilots

turning their attention back
to the erroneous airspeed

and altitude readings.

The tape on the static ports
meant that the airspeed

and altitude were always wrong
and they were always changing

as the airplane climbed
and descended.

We will maintain 10,000 feet.
Set it 10,000 feet.

But at no point
did they disregard

the unreliable airspeed
and altitude.

They looked at them constantly.

12,000 feet.

The crew never
switched their mindset to just

using pitch and power.

They climb for seven
more minutes.

But if they were
climbing, how did the crew

end up hitting the ocean?

They can't keep
climbing forever.

We have
problems reading
our instruments.

Investigators
continue listening

to the cockpit voice recorder
of Aeroperú Flight 6-0-3

to determine how the crew
carried out

the return to Lima
with faulty instrument data.

Set the approach
please.

I did. I did.

Then let's go.

The captain, he knew he had
to... to get down

to Lima airport.

I'll try to descend with
the power cut.

And the way
to do that

was to reduce the power.

No sooner do
the pilots cut the power

than they face another problem.

The speed
is increasing.

Why is the speed so high?

Is it the real speed?

That's what
worries me. I don't think so.

They think they're speeding
up when they can only

be slowing down.

The pilots don't
know whether to believe

the faulty airspeed indicator
that's showing

they're going too fast
after having pulled

their thrust levers
back to idle.

That'd be totally confusing
for the captain.

He'd be saying, this can't be
happening. It's impossible.

It violates the laws of physics
of aircraft.

But the Captain's
thought process is overtaken

by what happens next.

Overspeed.

The faulty airspeed data
is now triggering

the overspeed warning.

An overspeed warning gets
your attention very quickly.

And you want to react to it.

But this is the time when
he should have been questioning

whether that was correct.

The First Officer
makes a split-second decision.

Take the speed brakes out.

But now, with the power cut
and the speed brakes out...

It slows the plane down
to the point of stalling.

The erroneous
overspeed data leads the pilots

to reduce their speed, which
puts their plane into a stall.

The crew
instinctively lowered

the nose and increased
their actual airspeed.

Those are the steps that will
keep you

from stalling the airplane.

Responding to the stall
warning was the right move.

But after that...

...they head further out to sea
instead of towards Lima.

Why would they do that?

Shortly after
the stall warning ends...

Too low. Terrain.

...a new warning
tells them they are dangerously
close to terrain.

Too low.
Terrain. Too low. Terrain.

The captain doesn't realize
how close

they are to the water.
Too low. Terrain.

On the 757, a radio
altimeter measures the plane's

altitude when below 2,500 feet
and sounds

the Ground Proximity Warning
when the plane drops

too close to the terrain.

The ground proximity warning
system is separate

from the pitot-static system.
It was telling them the truth.

Too low. Terrain.

Too low, terrain.

And now we've induced
a terrifying alert

of: "I'm about to hit
a mountain."

The pilots thought
they were near a mountain

when they were actually
approaching the surface

of the ocean.

Too low, terrain.

Let's go left.

Too low, terrain.

Radar shows you're turning
left, you are heading
to the west.

Affirmative.
We are heading 2-5-0.

We're heading out to sea because
we have a low terrain warning.

Too low, terrain.

He knew that the water,
the ocean, is to the left.

And that's going
to be my safe environment.

Sink rate. Sink rate.

No sooner
do they deal with

the terrain warning than
the pilots are confronted

by an alert telling them
they are descending too
rapidly.

Sink rate. Sink rate.

Let's climb. Let's go up.

Too low. Terrain.

Now, going up was the right
call. They were descending

at 3,000 feet per minute.

They climbed to 4,000 feet
and they stay there for...

...approximately one minute.

So what led
to the final plunge into
the sea?

Let's go back
to Lima.

I'll try to intercept
the ILS and then descend.

After 25 harrowing
minutes, the captain initiates

a turn back to Lima.

Lima, Aeroperú 6-0-3, we will
try to intercept the ILS.

Can you tell us our altitude?

Is our altitude 9,700 feet?

Roger, Aeroperú 6-0-3, you're
showing level at 9,700.

Too low. Terrain.

But when the terrain
warning activates,

investigators know the plane
was below 2,500 feet.

They both had
the wrong altitude.

Investigators
discover the controller

was also providing Flight 6-0-3

with incorrect altitude
information.

The assumption was
the controllers can tell us

our altitude but the flaw
in that is that that altitude

is actually being sent
to the controller from

the aircraft itself.

If the information on board
the aircraft is incorrect

then the information that's
being sent to the radar

is also going to be incorrect.

Investigators speak
to the controller to understand

why he relayed the faulty
readings back to Flight 6-0-3.

So it looks like
you were providing the crew

with altitude data.

Yes. They said they didn't
have any altimeters,

so I told them what I was seeing
on my radar screen.

Were you using SSR in Mode C?

Yes. That's right.

Your radar's altitude

is coming from the plane's
transponder.

When
the controller confirmed

the altitudes for the pilots,

I think it gave them a false
sense of hope that at least

one of our problems has been
solved, the altitude problem,

when, in fact, that was
tragically incorrect.

But even with
the faulty altitude readings,

could the pilots still
have landed their plane safely?

Pick it up during
their final descent.

To determine
if the pilots had any other

options to save their plane,
investigators listen

to the final moments of Aeroperú
Flight 6-0-3.

It seems to be
flying well.

Can you tell us our altitude?

You're at 9,700
feet, according to my radar.

Too low. Terrain.

9,700 feet? But we're getting
a terrain warning.

Too low, terrain.

The crew can't
understand the conflicting
information.

But there was a way
for the pilots to determine

their actual altitude and save
the plane.

If they had checked their
radio altimeter,

they would have realized
how close they are to crashing.

Too low, terrain.
Too low. Terrain.

When the ground proximity
warning system activated

in the cockpit, the crew could
have referred to

the radio altimeter and that
would have given them

the truth data about how high
they were above the ground.

Too low. Terrain.
Too low. Terrain.

But they never check
their radio altimeter.

Pull up. Too low.
Terrain. Pull up.

Pull up, pull up
if it's telling you to pull up!

Terrain.

We're hitting the water!

When an aircraft has
its wing touch the water

in a bank attitude,
the situation is hopeless.

- Pull up!
- I am.

Pull up. Terrain.
Terrain. Pull up. Terrain.

Terrain. Terrain. Pull up.
Terrain.

The pilots try
to get the plane back in the air

but the plane banks left
and falls back towards the sea.

We're rolling over!

Pull up. Terrain.
Pull up.

They really had no idea
how low they were.

And all those alarms false
or real,

just made matters worse.

The situation in the cockpit
was so confusing.

It was hard
for either crew member

to understand which cautions and
warnings were true and important

and there didn't seem to be
a good balance

between the two crew members
in sorting that out.

For investigators,

there's one final unanswered
question.

Were the pilots properly
prepared to handle

an emergency like this?

They examine
the Quick Reference Handbook

which provides guidance
in emergency situations,

as well as Aeroperú's training
procedures.

Well, there's nothing here.

Anything in the training
procedures?

Not one single word on how
to handle erroneous air data.

The lack of training worked
against them.

A big takeaway from
this accident was that

flight crews need to be better
trained to get to pitch

and power in the event
of unreliable airspeed

and altitude.

Investigators needed
only two months to solve

the mystery of Flight 6-0-3.

They now know that blocked
static ports...

The altimeters are stuck.

...created faulty
air data readings...

Overspeed.

And those faulty
readings created

so much confusion
in the cockpit...

But I have the speed brakes
out and all the power is cut.

That can't be right.

... that
the overwhelmed crew was unable

to separate the false alarms
from the true ones.

They really needed to develop
a laser focus

on just flying the airplane
but they never got there.

Terrain. Terrain.
Pull up.

The captain's
failure to react

to the ground proximity
warnings in time...

Pull up!

Pull up if it's telling you
to pull up!

- Terrain. Terrain.
- We're hitting the water.

Pull up. Pull up!

Terrain. Terrain.
Pull up.

...contributed
to the death of 70 people.

There's nothing highly
technical about tape,

but boy did it start a chain
of events.

The investigation's
report outlines

a number of recommendations.
But chief among them

is for more training to ensure
crews know how to deal

with inaccurate air data
and implementing the use

of "eye-catching" static port
covers while a plane

is being maintained.

Remember, it's
the simple things that cause

problems, and we need to keep
that in everybody's mind.

Attention to detail, if you
perform that detail,

whatever it is, you're not going
to get problems.

This accident
was one of the pillars

of safety procedures.
Our training changed.

Our preflight procedures
changed. Our attention

to details changed. And it still
lives to this day.

Subtitling: difuze