1 00:00:01,001 --> 00:00:02,302 3000. 2 00:00:03,570 --> 00:00:05,239 We're not getting any oxygen. 3 00:00:05,272 --> 00:00:07,708 We have the terrain alarm. 4 00:00:07,741 --> 00:00:09,443 We are in an emergency. 5 00:00:24,358 --> 00:00:28,095 We are observing you crossing the 260 of Lima at 31 miles west. 6 00:00:28,128 --> 00:00:29,663 The level is 10 700. 7 00:00:29,696 --> 00:00:31,798 October, 1996, 8 00:00:31,865 --> 00:00:34,034 a state-of-the-art passenger jet 9 00:00:34,067 --> 00:00:37,104 careens out of control for 30 horrific minutes 10 00:00:37,171 --> 00:00:39,907 then crashes into the Pacific Ocean. 11 00:00:42,843 --> 00:00:44,845 I've got it! I've got it! 12 00:00:57,024 --> 00:01:00,761 What could've brought down AeroPeru Flight 603? 13 00:01:08,869 --> 00:01:13,340 The answer to the mystery may be found in the aircraft's black box flight recorder. 14 00:01:13,373 --> 00:01:16,577 A puzzle which investigators must solve. 15 00:01:16,610 --> 00:01:19,746 The story they uncover is how a simple human error 16 00:01:19,813 --> 00:01:23,083 set off a chain of events that ended in tragedy. 17 00:01:29,289 --> 00:01:32,125 Two cents of American money brought down 18 00:01:32,159 --> 00:01:36,129 a 75-million-dollar aircraft and killed 70 people. 19 00:01:36,163 --> 00:01:39,666 This kind of a problem that they faced that night 20 00:01:39,733 --> 00:01:45,138 was... probably one of ten 21 00:01:45,205 --> 00:01:47,207 over the last 20 or 30 years. 22 00:01:47,241 --> 00:01:49,443 You never lose hope immediately. 23 00:01:49,476 --> 00:01:52,913 It takes time for you to get to that point 24 00:01:52,980 --> 00:01:56,617 that you will accept the fact that... 25 00:01:56,650 --> 00:01:59,820 there are no people that got out of there alive. 26 00:02:01,955 --> 00:02:03,790 We're gonna turn over! 27 00:02:14,301 --> 00:02:15,969 Lima, Peru. 28 00:02:16,003 --> 00:02:18,739 Jorge Chavez International Airport. 29 00:02:18,805 --> 00:02:24,411 AeroPeru Flight 603 prepared for takeoff to Santiago Chile. 30 00:02:24,444 --> 00:02:28,048 The plane was a 4-year-old Boeing 757, 31 00:02:28,081 --> 00:02:29,816 a state-of-the-art passenger jet 32 00:02:29,883 --> 00:02:32,819 known for its reliability and safety. 33 00:02:40,961 --> 00:02:45,199 AeroPeru 603 was flown by two of the national airline's 34 00:02:45,232 --> 00:02:49,403 best pilots: Captain Eric Shreiber, 58, 35 00:02:49,469 --> 00:02:53,006 and First Officer, David Fernandez, 42. 36 00:02:58,245 --> 00:03:01,715 61 passengers and nine crew members were aboard. 37 00:03:01,748 --> 00:03:04,484 Most were Chileans on their way home. 38 00:03:04,518 --> 00:03:08,121 Others were Peruvian, British, Italian, Spanish, 39 00:03:08,188 --> 00:03:11,058 one New Zealander and other Latin Americans. 40 00:03:13,861 --> 00:03:16,897 Among them, the brother-in-law and close friend 41 00:03:16,964 --> 00:03:19,700 of Mexico businessman Monus Albert. 42 00:03:21,535 --> 00:03:24,471 Our companies do business in South America. 43 00:03:24,505 --> 00:03:28,942 We export, and every so often, we go to see our clients. 44 00:03:30,010 --> 00:03:34,047 On this trip, Kenny and Abraham 45 00:03:34,114 --> 00:03:37,217 went to see some clients in Peru and Chile. 46 00:03:37,251 --> 00:03:40,087 I had a very good relationship with both of them, 47 00:03:40,120 --> 00:03:42,089 with my brother-in-law, of course. 48 00:03:42,122 --> 00:03:44,424 We were like brothers. I loved the guy. 49 00:03:44,458 --> 00:03:46,226 He married my only sister. 50 00:03:46,260 --> 00:03:49,596 So, we had a great relationship. 51 00:03:56,436 --> 00:03:58,772 Checklists complete, 52 00:03:58,805 --> 00:04:01,275 First Officer Fernandez hailed the tower. 53 00:04:04,178 --> 00:04:08,749 Lima Tower AeroPeru 603. Runway 1-5 ready for takeoff. 54 00:04:08,782 --> 00:04:11,618 AeroPeru 603. Use noise abatement. 55 00:04:11,652 --> 00:04:14,755 Wind calm. Ready for takeoff on runway 1-5. 56 00:04:14,788 --> 00:04:19,059 - 1-5-1-5 transponder. - Flaps 1-5. 57 00:04:19,092 --> 00:04:20,861 Takeoff briefing complete. 58 00:04:20,928 --> 00:04:23,664 The captain makes a joke about their precision. 59 00:04:23,697 --> 00:04:26,233 See how accurate we are? Not even Swiss. 60 00:04:28,535 --> 00:04:29,570 Rolling. 61 00:04:34,074 --> 00:04:37,678 The AeroPeru 757 was among a new generation 62 00:04:37,744 --> 00:04:39,680 of computer-controlled aircraft 63 00:04:39,713 --> 00:04:43,483 in which pilots are trained to rely on a central data system 64 00:04:43,517 --> 00:04:48,355 designed to reduce errors, both mechanical and human. 65 00:04:51,458 --> 00:04:55,095 On takeoff, the 757 performed perfectly. 66 00:04:56,797 --> 00:04:58,332 80 knots. 67 00:04:58,365 --> 00:04:59,466 Check. 68 00:05:02,503 --> 00:05:03,737 V1, rotate. 69 00:05:05,806 --> 00:05:06,940 V2. 70 00:05:16,083 --> 00:05:16,950 Gear up. 71 00:05:18,018 --> 00:05:18,886 Right. 72 00:05:18,919 --> 00:05:20,087 Within moments, 73 00:05:20,120 --> 00:05:22,756 the pilots received a highly unusual reading. 74 00:05:25,425 --> 00:05:27,094 The altimeters are stuck. 75 00:05:27,127 --> 00:05:29,730 The altimeter indicates the height of the aircraft 76 00:05:29,763 --> 00:05:30,998 off the ground. 77 00:05:31,031 --> 00:05:34,401 It reads zero, though they were obviously flying. 78 00:05:34,434 --> 00:05:35,869 The altimeters have stuck. 79 00:05:35,903 --> 00:05:37,704 - Yeah. - All of them. 80 00:05:38,305 --> 00:05:40,374 This is really new. Keep V2 plus 10. 81 00:05:40,407 --> 00:05:43,710 The 757 is equipped with three altimeters: 82 00:05:43,777 --> 00:05:47,848 One for the pilot, one for co-pilot, one back up. 83 00:05:47,881 --> 00:05:50,017 All three were dead. 84 00:05:50,050 --> 00:05:52,986 Then they lost another crucial instrument. 85 00:05:53,020 --> 00:05:54,755 The air speed indicator. 86 00:05:55,355 --> 00:05:57,491 The speed. 87 00:05:57,524 --> 00:05:58,859 - Eh? - The speed. 88 00:05:59,426 --> 00:06:00,794 What's going on? We're not climbing. 89 00:06:00,827 --> 00:06:03,664 - I am climbing, but the speed. - Hold it. 90 00:06:03,697 --> 00:06:05,065 Maintain speed. 91 00:06:06,834 --> 00:06:10,037 AeroPeru 603 left the lights of Lima, 92 00:06:10,103 --> 00:06:12,306 out towards the Pacific Ocean. 93 00:06:14,908 --> 00:06:18,045 With no air speed or altitude instruments, 94 00:06:18,111 --> 00:06:20,781 the pilots were now flying blind. 95 00:06:26,186 --> 00:06:29,356 The air traffic controller in Lima maintained contact 96 00:06:29,423 --> 00:06:32,593 with the plane, noting its altitude and course. 97 00:06:32,626 --> 00:06:36,196 He did not hear when the pilots got a new minor warning, 98 00:06:36,230 --> 00:06:37,698 that they must adjust the rudder, 99 00:06:37,764 --> 00:06:40,000 which steers the aircraft left and right. 100 00:06:40,033 --> 00:06:42,035 ...603. We are descending. 101 00:06:43,770 --> 00:06:46,473 - Rudder Ratio. - That's strange. 102 00:06:46,507 --> 00:06:47,741 Turn to the right. 103 00:06:49,543 --> 00:06:52,746 Alan MacLeod is a veteran Air Canada pilot. 104 00:06:53,647 --> 00:06:57,451 They got a rudder ratio warning which consists 105 00:06:57,518 --> 00:07:00,687 of an amber light that would come flashing on there 106 00:07:00,754 --> 00:07:05,626 with a beeping horn and a message on this engine 107 00:07:05,692 --> 00:07:08,829 crew alerting system saying: Rudder Ratio. 108 00:07:08,862 --> 00:07:12,900 That's just a system that reduces the amount of rudder the airplane 109 00:07:12,966 --> 00:07:15,836 has that can be used as the airplane accelerates 110 00:07:15,903 --> 00:07:17,371 to go faster and faster. 111 00:07:17,404 --> 00:07:20,541 Because it was sensing wrong or improper information, 112 00:07:20,607 --> 00:07:23,977 it sensed a fault, so it gave a warning to the crew. 113 00:07:24,745 --> 00:07:26,947 The erratic warnings were being generated 114 00:07:27,014 --> 00:07:29,116 by the plane's central computer. 115 00:07:29,149 --> 00:07:31,818 But the pilots could not understand why. 116 00:07:34,955 --> 00:07:38,325 Then, the dead altimeters sprung to life. 117 00:07:38,392 --> 00:07:39,726 Climb, climb, climb! 118 00:07:39,760 --> 00:07:41,929 Climb! - I am! 119 00:07:42,529 --> 00:07:44,064 Climb! You're going down, David! 120 00:07:44,097 --> 00:07:45,699 I am up, but the speed. 121 00:07:45,732 --> 00:07:48,602 Yeah, but it's stuck. The trim rudder ratio. 122 00:07:49,436 --> 00:07:51,171 Climb, climb, climb! 123 00:07:51,238 --> 00:07:52,940 Climb, climb! 124 00:07:54,641 --> 00:07:56,109 Set heading 100. 125 00:07:56,844 --> 00:07:58,278 So now you're... 126 00:07:59,012 --> 00:08:00,881 It's okay on this heading. 127 00:08:00,948 --> 00:08:02,816 Set the climb thrust. 128 00:08:02,850 --> 00:08:04,885 Centre auto pilot in command. 129 00:08:06,854 --> 00:08:10,457 Just as suddenly, the altitude readings return to normal. 130 00:08:10,490 --> 00:08:12,893 The moment of calm would be brief. 131 00:08:20,801 --> 00:08:22,703 Just one minute after takeoff, 132 00:08:22,769 --> 00:08:25,906 Captain Shreiber attempted to engage the autopilot 133 00:08:25,973 --> 00:08:27,841 to give them time to think. 134 00:08:27,908 --> 00:08:30,844 The autopilot requires identical data 135 00:08:30,911 --> 00:08:33,680 from two of the aircraft's three flight control computers. 136 00:08:38,652 --> 00:08:42,456 But Shreiber's instrument readings were so different from those of Fernandez 137 00:08:42,489 --> 00:08:45,058 the autopilot disengaged. 138 00:08:46,827 --> 00:08:48,395 Then another alert. 139 00:08:49,763 --> 00:08:52,733 Mach trim. Mach trim. 140 00:08:52,766 --> 00:08:55,536 Mach trim indicates that the plane is not flying 141 00:08:55,569 --> 00:08:57,171 in a level position. 142 00:08:57,204 --> 00:09:00,474 Yet the 757 seemed to be flying normally. 143 00:09:02,676 --> 00:09:05,546 Let's go to basic instruments. Everything's going to hell. 144 00:09:05,579 --> 00:09:10,484 Mach speed trim is a system that trims the airplane. 145 00:09:10,517 --> 00:09:14,821 It changes the angle of the horizontal stabilizer 146 00:09:14,888 --> 00:09:16,990 in the back end of the airplane 147 00:09:17,057 --> 00:09:20,460 and that has to be changed as the airplane accelerates 148 00:09:20,527 --> 00:09:21,895 to a higher speed. 149 00:09:21,929 --> 00:09:24,097 It was giving false indications, 150 00:09:24,164 --> 00:09:26,733 so they got a warning that they had an over-speed, 151 00:09:26,800 --> 00:09:28,068 which, of course, they didn't. 152 00:09:28,101 --> 00:09:32,206 That warning would consist of, again, a master caution 153 00:09:32,272 --> 00:09:34,942 and a master warning which is a red light 154 00:09:34,975 --> 00:09:39,546 associated with... an aural warning as well. 155 00:09:39,580 --> 00:09:41,715 Despite confusing warnings 156 00:09:41,782 --> 00:09:45,219 and no autopilot, the aircraft was controllable. 157 00:09:45,252 --> 00:09:50,224 If necessary, Shreiber could've kept the plane aloft for hours, 158 00:09:50,290 --> 00:09:53,060 but he decided to land. 159 00:09:53,093 --> 00:09:56,063 He instructed his first officer to declare an emergency. 160 00:09:56,096 --> 00:09:57,598 We are in an emergency. 161 00:09:57,631 --> 00:09:59,266 AeroPeru 603, Lima. 162 00:09:59,299 --> 00:10:01,034 We are declaring an emergency. 163 00:10:01,068 --> 00:10:02,503 We have no basic instruments, 164 00:10:02,569 --> 00:10:04,805 no altimeter, no air speed indicator. 165 00:10:04,838 --> 00:10:06,139 Declaring an emergency. 166 00:10:06,173 --> 00:10:07,407 Received. Altitude? 167 00:10:07,441 --> 00:10:08,742 We don't have. 168 00:10:08,775 --> 00:10:11,578 We're up to 1000 feet. 169 00:10:11,612 --> 00:10:13,680 Approximately 1700. 170 00:10:13,714 --> 00:10:16,783 603, confirm if possible if you can change your frequency 171 00:10:16,850 --> 00:10:19,887 to 119.7 to make sure you can receive radar instructions. 172 00:10:19,920 --> 00:10:22,089 Just 40 miles from Lima, 173 00:10:22,122 --> 00:10:26,493 the pilots of AeroPeru flight 603 now made their first attempt 174 00:10:26,560 --> 00:10:28,362 at an emergency landing. 175 00:10:34,935 --> 00:10:36,703 Puzzled by their problems, 176 00:10:36,770 --> 00:10:39,940 they began to suspect that the AeroPero ground crew 177 00:10:40,007 --> 00:10:42,242 had tampered with the aircraft. 178 00:10:52,419 --> 00:10:55,556 We change to 1-1-9 point seven. 179 00:10:55,622 --> 00:10:59,626 Auto-throttle, it disconnected by itself. 180 00:10:59,660 --> 00:11:01,895 maintenance moves everything. 181 00:11:01,962 --> 00:11:03,597 What have they done? 182 00:11:04,831 --> 00:11:06,767 I'll take the controls now. 183 00:11:06,834 --> 00:11:08,669 Okay, you have control. 184 00:11:08,702 --> 00:11:11,305 The pilots did not know that their suspicions 185 00:11:11,371 --> 00:11:12,973 were close to the truth. 186 00:11:22,182 --> 00:11:25,052 But there was not time to speculate further. 187 00:11:31,625 --> 00:11:35,596 - Lima, 603. - AeroPero 603, Lima. 188 00:11:35,629 --> 00:11:38,332 We request vectors for ILS, runway 1-5. 189 00:11:38,365 --> 00:11:40,968 They sought the runway with the help of the guidance transmitter 190 00:11:41,001 --> 00:11:44,705 called the Instrument Landing System, or ILS. 191 00:11:44,738 --> 00:11:47,674 The ILS provides information on their course 192 00:11:47,741 --> 00:11:51,512 while altitude information comes from the aircraft's transponder. 193 00:11:53,647 --> 00:11:56,083 Affirmative. Maintain present altitude. 194 00:11:56,116 --> 00:11:57,951 What level do we have? 195 00:11:57,985 --> 00:12:00,787 We have 4000 feet. Can you confirm for us? 196 00:12:00,821 --> 00:12:02,856 Correct. Maintain 4000. 197 00:12:02,890 --> 00:12:05,325 Shreiber and Fernandez had ever experienced 198 00:12:05,392 --> 00:12:07,361 nor been trained for this emergency. 199 00:12:07,394 --> 00:12:09,563 Auto-throttle disconnect. 200 00:12:10,330 --> 00:12:12,032 Really, we don't have any control. 201 00:12:12,065 --> 00:12:15,502 We don't have... any control, not even the basics. 202 00:12:15,536 --> 00:12:18,105 Let's see. Check everything. 203 00:12:18,138 --> 00:12:19,940 The airplane was controllable, 204 00:12:20,007 --> 00:12:23,610 but you first have to diagnose what is wrong. 205 00:12:23,644 --> 00:12:26,046 It's very easy with 20/20 hindsight, 206 00:12:26,113 --> 00:12:29,917 sitting here in a chair on a nice sunny day to say, 207 00:12:29,983 --> 00:12:31,618 "This is what he should've done." 208 00:12:31,652 --> 00:12:35,856 But in the cold dark night, 209 00:12:35,923 --> 00:12:39,693 with bells and whistles going off, it's very difficult 210 00:12:39,760 --> 00:12:43,964 to analyze conflicting information that you're getting. 211 00:12:44,765 --> 00:12:49,703 This kind of a problem that they faced that night was... 212 00:12:51,171 --> 00:12:55,642 ...probably one of 10 over the last 20 or 30 years 213 00:12:55,709 --> 00:12:57,778 that has been similar to this. 214 00:13:04,251 --> 00:13:06,220 Over the dark Pacific Ocean, 215 00:13:06,286 --> 00:13:10,324 the pilots could not determine altitude nor speed by sight. 216 00:13:10,357 --> 00:13:13,293 They requested that the tower help guide them in. 217 00:13:13,360 --> 00:13:16,396 - Responding. - Air speed is zero. 218 00:13:16,430 --> 00:13:18,265 All speeds. Right. 219 00:13:19,166 --> 00:13:20,734 Can you give us the air speed please, 220 00:13:20,801 --> 00:13:22,302 if you have us on the radar? 221 00:13:22,336 --> 00:13:25,038 Yes. Affirmative. As of 10 seconds, 222 00:13:25,072 --> 00:13:27,307 it seems that you're climbing at level 6000 223 00:13:27,374 --> 00:13:30,978 at 22 miles south on heading 1-9-5. 224 00:13:31,011 --> 00:13:33,747 The air traffic controller's computers calculated 225 00:13:33,814 --> 00:13:36,250 a correct air speed by measuring the plane's 226 00:13:36,316 --> 00:13:37,985 movement over the ground. 227 00:13:39,486 --> 00:13:40,787 Okay. We have that. 228 00:13:40,821 --> 00:13:42,422 We're on heading 190 229 00:13:42,489 --> 00:13:44,725 and we have 7000 feet on the altimeter. 230 00:13:44,758 --> 00:13:47,027 Yes, correct. You are now reaching 7000. 231 00:13:47,060 --> 00:13:50,364 But neither the pilots nor the air traffic controller 232 00:13:50,397 --> 00:13:54,168 knew that the altitude indicated on the scope was incorrect. 233 00:13:54,201 --> 00:13:57,037 It was coming from the plane's erratic computer. 234 00:13:59,940 --> 00:14:04,845 The traffic controller would try to help the pilot, 235 00:14:04,912 --> 00:14:07,681 but he was receiving the wrong information on altitude. 236 00:14:07,714 --> 00:14:11,618 He was receiving the wrong indication from the captain's altimeter. 237 00:14:11,652 --> 00:14:15,055 The reason the air traffic control system 238 00:14:15,088 --> 00:14:20,127 was transmitting improper altitude readout information to the airplane 239 00:14:20,194 --> 00:14:24,431 was because the airplane's altimeter, 240 00:14:24,498 --> 00:14:26,934 through the air data computer, 241 00:14:27,000 --> 00:14:31,138 would send the indicated altitude 242 00:14:31,205 --> 00:14:32,539 that the airplane was experiencing 243 00:14:32,573 --> 00:14:36,443 down to the radar unit, and of course, it was incorrect 244 00:14:36,510 --> 00:14:40,013 and they would read it off their readout down in 245 00:14:40,080 --> 00:14:42,683 the air traffic control center and transmit it back 246 00:14:42,749 --> 00:14:44,251 to the pilots, and of course, it was incorrect 247 00:14:44,318 --> 00:14:47,054 because they were getting incorrect information to begin with. 248 00:14:47,087 --> 00:14:51,325 Investigators would later discover the AeroPeru 603 249 00:14:51,391 --> 00:14:53,260 was drifting downward, 250 00:14:53,327 --> 00:14:57,197 while the altimeter showed them at a near constant 10000 feet. 251 00:14:58,065 --> 00:15:00,567 The passengers were as yet unaware of the drama 252 00:15:00,634 --> 00:15:02,135 unfolding in the cockpit. 253 00:15:07,574 --> 00:15:10,344 Avoid large or abrupt radar inputs. 254 00:15:10,410 --> 00:15:13,113 If normal left hydraulic systems pressure available... 255 00:15:13,180 --> 00:15:16,650 Now, Captain Shreiber ordered Fernandez to scan the flight manual 256 00:15:16,717 --> 00:15:19,586 for some explanation of the warnings. 257 00:15:21,755 --> 00:15:24,725 Yes, crosswinds. Do not attempt an auto-land. 258 00:15:27,127 --> 00:15:30,364 In Lima, the air traffic controller continued to guide 259 00:15:30,430 --> 00:15:33,634 AerpPeru 603 back to the ground. 260 00:15:36,570 --> 00:15:40,374 AeroPeru 603, we are observing you now at level 9200. 261 00:15:40,407 --> 00:15:43,544 What is your heading now? - We're heading level 2-0-5. 262 00:15:43,577 --> 00:15:46,580 Affirmative. You are turning slowly to the right, correct? 263 00:15:46,613 --> 00:15:49,983 No, we are maintaining course to stay away from the coast. 264 00:15:51,118 --> 00:15:53,520 With incorrect altitude information being transmitted 265 00:15:53,587 --> 00:15:55,489 from the aircraft to the tower, 266 00:15:55,556 --> 00:15:59,126 they did not realize that the plane was descending. 267 00:16:02,029 --> 00:16:04,231 Your distance is 30 miles. 268 00:16:04,264 --> 00:16:05,632 Do you want a heading to proceed 269 00:16:05,699 --> 00:16:07,334 to the localizer, correct?- Correct. 270 00:16:07,367 --> 00:16:10,604 We're going to suggest course north 3-6-0. 271 00:16:10,637 --> 00:16:14,641 3-6-0. We have problems here reading the instruments. 272 00:16:14,675 --> 00:16:17,077 You're going to have to help me with altitudes 273 00:16:17,144 --> 00:16:19,012 and air speeds if it is possible. 274 00:16:19,046 --> 00:16:20,747 Okay. Received. 275 00:16:20,781 --> 00:16:22,349 Let's go. 276 00:16:22,382 --> 00:16:23,650 The approach is set. 277 00:16:25,519 --> 00:16:28,889 The 757's computers send critical warnings. 278 00:16:28,922 --> 00:16:31,625 Information that the pilots were trained to obey, 279 00:16:31,692 --> 00:16:33,260 but could not trust. 280 00:16:36,396 --> 00:16:39,199 Let's try to make a descent on this heading. 281 00:16:39,233 --> 00:16:40,767 It's climbing. 282 00:16:40,801 --> 00:16:43,537 The air speed plummeted to below stall speed, 283 00:16:43,570 --> 00:16:45,138 and then raced up again. 284 00:16:47,608 --> 00:16:50,010 Let's go down to 10 000 feet. 285 00:16:50,811 --> 00:16:53,013 Why does the speed go away so fast? 286 00:16:53,046 --> 00:16:54,882 Could it be the real speed? 287 00:16:54,915 --> 00:16:56,450 That's what worries me. 288 00:16:56,483 --> 00:16:58,418 No. I don't think so. 289 00:16:58,452 --> 00:17:01,088 Can you verify our speed please? 290 00:17:01,121 --> 00:17:03,023 320 is indicated. 291 00:17:03,056 --> 00:17:04,825 We have 350. 292 00:17:04,892 --> 00:17:06,393 The engines are on idle, 293 00:17:06,460 --> 00:17:08,562 but we keep accelerating and accelerating. 294 00:17:08,595 --> 00:17:10,063 Okay. Received. 295 00:17:10,097 --> 00:17:12,633 Nerves were now stretched tight. 296 00:17:12,666 --> 00:17:14,735 You can imagine the pilots, they're flying there. 297 00:17:14,768 --> 00:17:17,037 They don't have a true indication of the speed. 298 00:17:17,070 --> 00:17:19,239 They're obviously trying to fly the airplane 299 00:17:19,306 --> 00:17:21,642 and changing the attitude up and down, 300 00:17:21,708 --> 00:17:24,311 that in itself will change an indication of air speed, 301 00:17:24,378 --> 00:17:26,180 although it was incorrect. 302 00:17:27,714 --> 00:17:29,483 Both pilots were really confused. 303 00:17:29,516 --> 00:17:30,918 They didn't know what to do. 304 00:17:30,951 --> 00:17:33,120 They didn't know how to act 305 00:17:33,187 --> 00:17:37,324 and they did unhuman efforts to save the aircraft. 306 00:17:37,357 --> 00:17:41,161 But, I mean, they were really... 307 00:17:42,196 --> 00:17:47,501 ...tired of all the work and all the confusion and all the alarms. 308 00:17:48,235 --> 00:17:51,238 Fernandez suggested that they try the speed brakes 309 00:17:51,305 --> 00:17:53,874 used to rapidly slow the aircraft. 310 00:17:54,508 --> 00:17:55,943 Extend the speed brakes. 311 00:17:58,345 --> 00:18:00,681 For a moment, it appeared to be working. 312 00:18:00,714 --> 00:18:02,950 Then, another warning. 313 00:18:03,584 --> 00:18:06,019 All three indicators are fine on speed. 314 00:18:06,053 --> 00:18:07,254 Fine on... 315 00:18:08,021 --> 00:18:08,922 Over speed. 316 00:18:08,956 --> 00:18:10,524 Overspeed means the plane 317 00:18:10,591 --> 00:18:12,059 is flying too fast. 318 00:18:12,092 --> 00:18:14,027 The pilots didn't believe it. 319 00:18:14,094 --> 00:18:15,662 But if it was right, 320 00:18:15,729 --> 00:18:18,765 the 757 could be torn apart. 321 00:18:19,433 --> 00:18:21,335 They were forced to make a decision, 322 00:18:21,401 --> 00:18:23,570 to speed up or slow down. 323 00:18:23,604 --> 00:18:27,107 If they got it wrong, 70 people would die. 324 00:18:32,946 --> 00:18:35,782 15 minutes had passed since takeoff, 325 00:18:35,816 --> 00:18:39,152 then the computerized brain of AeroPeru 603 326 00:18:39,219 --> 00:18:42,322 sent another burst of contradictory warnings. 327 00:18:43,891 --> 00:18:45,192 Rudder ratio. 328 00:18:45,225 --> 00:18:47,160 It can't be. Nothing's disconnecting. 329 00:18:47,194 --> 00:18:49,396 All engine instruments are okay. 330 00:18:50,831 --> 00:18:52,566 What can our real speed be? 331 00:18:53,567 --> 00:18:56,837 Lima tower provided their only chance of survival. 332 00:18:58,305 --> 00:19:00,674 We are observing you crossing the 260 of Lima 333 00:19:00,741 --> 00:19:03,644 at 31 miles west, level is 10 700, 334 00:19:03,710 --> 00:19:06,680 velocity is approximately 280 over the ground. 335 00:19:06,713 --> 00:19:08,048 Perfect. 336 00:19:08,081 --> 00:19:10,851 The controller's altitude reading was incorrect. 337 00:19:10,918 --> 00:19:15,055 Junk information being generated by the 757's computers 338 00:19:15,122 --> 00:19:17,024 and radioed to the tower. 339 00:19:18,425 --> 00:19:20,260 Over speed. 340 00:19:20,294 --> 00:19:24,698 The brakes were on, but now, another over-speed warning. 341 00:19:25,933 --> 00:19:27,334 Then, the stall warning sounded. 342 00:19:28,268 --> 00:19:29,603 Let's descend. 343 00:19:29,636 --> 00:19:31,371 We can't be over speed. 344 00:19:31,405 --> 00:19:33,006 We're still flying. 345 00:19:33,040 --> 00:19:35,943 They get a stall warning that the airplane 346 00:19:35,976 --> 00:19:38,312 is falling out of the sky 347 00:19:38,378 --> 00:19:40,647 at the same time they got an over-speed warning. 348 00:19:40,681 --> 00:19:45,519 It's impossible to have two contradictory alarms. 349 00:19:45,552 --> 00:19:49,456 Either you're stalling or either you're having over-speed. 350 00:19:49,489 --> 00:19:52,492 So, that created more confusion. 351 00:19:52,526 --> 00:19:56,864 Really, this problem has never happened before. 352 00:19:56,897 --> 00:19:58,565 It was a new emergency. 353 00:19:59,900 --> 00:20:02,703 In aviation, you always figure: 354 00:20:02,769 --> 00:20:04,137 What's going to kill me? 355 00:20:04,171 --> 00:20:05,973 What is the critical thing? 356 00:20:06,039 --> 00:20:08,909 Let's take care of that first, and then... 357 00:20:10,410 --> 00:20:14,815 ...we'll take care of the lesser issues later on. 358 00:20:15,682 --> 00:20:18,852 When you get a stall warning 359 00:20:18,886 --> 00:20:21,989 or when you get an over-speed indication, 360 00:20:22,055 --> 00:20:24,658 you need to pay attention to those immediately. 361 00:20:24,725 --> 00:20:27,094 In this case, they were getting both a stall warning 362 00:20:27,160 --> 00:20:29,563 and an over-speed. Well, which is right? 363 00:20:29,596 --> 00:20:31,865 First Officer David Fernandez 364 00:20:31,899 --> 00:20:35,035 finally realized that the odds were against a safe landing. 365 00:20:35,068 --> 00:20:40,007 We request, is there any plane that can take off and rescue us? 366 00:20:40,040 --> 00:20:42,109 Acknowledged. Rescue has been alerted. 367 00:20:42,876 --> 00:20:45,679 Any plane in the area to guide us? 368 00:20:45,712 --> 00:20:48,115 An AeroPeru that may be in the area. 369 00:20:48,148 --> 00:20:50,517 Anybody. - Don't say anything like that. 370 00:20:50,551 --> 00:20:53,187 Yes, because right now we are in a stall. 371 00:20:53,220 --> 00:20:56,156 The stick shaker vibrated violently, 372 00:20:56,223 --> 00:20:59,426 indicating that the 757 was going too slow 373 00:20:59,493 --> 00:21:01,428 and could fall from the sky. 374 00:21:01,461 --> 00:21:04,464 AeroPeru 603, we have a 707 that is leaving for... 375 00:21:04,498 --> 00:21:06,066 We will advise him. 376 00:21:06,099 --> 00:21:07,701 We are not in a stall. 377 00:21:07,734 --> 00:21:09,002 It's a false alarm. 378 00:21:09,036 --> 00:21:12,472 Shreiber's air speed indicator read 350 knots, 379 00:21:12,539 --> 00:21:14,441 well above stall speed. 380 00:21:15,475 --> 00:21:18,445 No, we have stick shaker, it has to be. 381 00:21:18,478 --> 00:21:20,013 But even with speed brakes and everything, 382 00:21:20,080 --> 00:21:22,082 we're maintaining 9500 feet. 383 00:21:22,115 --> 00:21:24,218 Why aren't we getting the same reading? 384 00:21:24,251 --> 00:21:28,555 When the airplane is slowed up to a point in the air 385 00:21:28,622 --> 00:21:32,793 that it can no longer sustain itself in flight, it stalls. 386 00:21:32,826 --> 00:21:34,895 The wings stall or stop flying. 387 00:21:34,928 --> 00:21:37,631 There's a warning system built into the airplane 388 00:21:37,698 --> 00:21:39,967 that tells the pilots when that's happening, 389 00:21:40,033 --> 00:21:42,970 that's known as a stick shaker along with a voice warning, 390 00:21:43,036 --> 00:21:44,705 which we just heard. 391 00:21:44,738 --> 00:21:47,875 When the stick shaker goes off because the airplane has slowed down too much, 392 00:21:47,941 --> 00:21:50,677 you get a warning like this where the control column 393 00:21:50,744 --> 00:21:53,580 is shaking and vibrating along with the voice warning 394 00:21:53,647 --> 00:21:55,682 saying the airplane is stalling. 395 00:21:55,749 --> 00:21:57,885 And of course, the pilots would go into the aircraft 396 00:21:57,951 --> 00:22:00,187 stall recovery procedure at that point. 397 00:22:02,055 --> 00:22:04,324 In the battle between man and machine, 398 00:22:04,391 --> 00:22:07,027 the deranged 757 was winning. 399 00:22:07,060 --> 00:22:11,665 The pilots now had no sense of where they were or how high. 400 00:22:11,698 --> 00:22:13,934 They had gradually been descending, 401 00:22:14,001 --> 00:22:17,404 and were now just 1000 feet over the sea. 402 00:22:21,208 --> 00:22:24,912 Lima tower, misguided by AeroPeru 603's 403 00:22:24,978 --> 00:22:27,781 incorrect transponder, reassured the pilots 404 00:22:27,848 --> 00:22:29,950 that they were at 10 000 feet. 405 00:22:30,017 --> 00:22:33,620 AeroPeru 603, you are now flying on course 1-2-0. 406 00:22:33,687 --> 00:22:35,389 We observe you to be at level 10 000. 407 00:22:35,455 --> 00:22:38,025 Your speed is approximately 2-2-0, 408 00:22:38,058 --> 00:22:40,427 and at a distance from Lima of 33 miles to the north-west. 409 00:22:40,460 --> 00:22:44,131 The 707 will be ready in 15 minutes to fly west to help you. 410 00:22:44,164 --> 00:22:47,501 The pilots had to abandon their attempt at landing. 411 00:22:47,534 --> 00:22:49,837 The best hope now is that another aircraft 412 00:22:49,903 --> 00:22:53,707 could get airborne and guide the 757 back to the airport. 413 00:22:54,741 --> 00:22:58,278 To have another aircraft come alongside and formate 414 00:22:58,345 --> 00:23:02,082 or you formate on it would have been one way 415 00:23:02,149 --> 00:23:04,785 of recovering from this abnormal situation. 416 00:23:04,818 --> 00:23:09,156 However, we must remember that the flight 417 00:23:09,223 --> 00:23:12,559 was at night in darkness. The pilots may or may not 418 00:23:12,626 --> 00:23:14,528 have had any formation flying training. 419 00:23:14,561 --> 00:23:16,163 But that would have been one way 420 00:23:16,230 --> 00:23:19,132 to resolve the problem quite well, actually. 421 00:23:24,571 --> 00:23:26,073 Too low, terrain. 422 00:23:26,106 --> 00:23:27,708 - What's happening? - Too low, terrain? 423 00:23:27,741 --> 00:23:30,511 Now the pilots receive the most terrifying warning of all. 424 00:23:30,544 --> 00:23:33,046 It is called the ground proximity alarm, 425 00:23:33,113 --> 00:23:36,083 meaning a collision with the earth is imminent. 426 00:23:36,116 --> 00:23:39,386 Still, the tower told them they were at 10 000 feet. 427 00:23:40,854 --> 00:23:44,358 We have the terrain alarm and we're supposed to be at 10 000 feet? 428 00:23:44,391 --> 00:23:46,827 According to the monitor, you have 105. 429 00:23:46,860 --> 00:23:48,328 Too low, terrain. 430 00:23:49,363 --> 00:23:51,198 Too low, terrain. 431 00:23:51,231 --> 00:23:54,668 There is not checklist for if you have these 432 00:23:54,735 --> 00:23:57,504 seven or eight warnings going off, 433 00:23:57,538 --> 00:23:59,840 which they did and they couldn't shut them off. 434 00:23:59,873 --> 00:24:03,810 It's a very rattling experience. 435 00:24:03,844 --> 00:24:06,013 I could play that tape for you and you'd hear those things: 436 00:24:06,079 --> 00:24:09,016 "Whoop, whoop, pull up, terrain, terrain." 437 00:24:09,049 --> 00:24:10,884 And all of these things going off 438 00:24:10,951 --> 00:24:12,619 and the stick shaker. 439 00:24:13,353 --> 00:24:14,254 It... 440 00:24:15,088 --> 00:24:18,358 It's a very unnerving environment. 441 00:24:18,392 --> 00:24:21,495 All the computers are going crazy here. 442 00:24:21,528 --> 00:24:23,697 Shreiber turned the aircraft towards the sea, 443 00:24:23,764 --> 00:24:27,401 away from a possible collision with a mountain or skyscraper. 444 00:24:28,302 --> 00:24:30,204 Too low, terrain. 445 00:24:30,237 --> 00:24:32,039 Too low, terrain. 446 00:24:32,673 --> 00:24:36,743 Despite the erroneous warnings, the terrain alarm was correct. 447 00:24:36,777 --> 00:24:39,012 There's a system on board the aircraft called 448 00:24:39,079 --> 00:24:40,814 the ground proximity warning system 449 00:24:40,881 --> 00:24:45,485 and it senses the rate of descent of the airplane. 450 00:24:45,519 --> 00:24:48,689 The irony of the situation was that they were getting warnings 451 00:24:48,755 --> 00:24:51,758 from that, saying, "Too low, terrain, terrain, too low." 452 00:24:51,825 --> 00:24:55,729 That probably, in all probability, was a true warning. 453 00:24:55,762 --> 00:24:58,432 But because they had been subjected to so many warnings, 454 00:24:58,498 --> 00:25:02,636 and on-going false warnings and horns, bells and whistles, 455 00:25:02,703 --> 00:25:05,706 they didn't really, I don't think, 456 00:25:05,772 --> 00:25:08,542 react to that too seriously. 457 00:25:08,575 --> 00:25:12,513 The air traffic controller noted AeroPeru's new course 458 00:25:12,579 --> 00:25:14,081 away from Lima. 459 00:25:15,015 --> 00:25:17,017 AeroPeru 603. 460 00:25:19,152 --> 00:25:20,687 I don't understand you! 461 00:25:20,754 --> 00:25:23,156 We observe you turning to the left, circling to the west. 462 00:25:23,190 --> 00:25:26,059 Affirmative. We are heading 2-5-0. 463 00:25:26,126 --> 00:25:29,563 But we are going out towards sea because of the low-terrain alarm. 464 00:25:29,596 --> 00:25:32,132 The tower confirmed that the 757 465 00:25:32,199 --> 00:25:33,800 had turned away from the airport, 466 00:25:33,867 --> 00:25:35,969 out toward the open Pacific. 467 00:25:36,036 --> 00:25:38,705 Yes, affirmative. We observe you at 42 miles 468 00:25:38,772 --> 00:25:41,508 flying to the west. Course 2-5-0. 469 00:25:41,575 --> 00:25:43,210 We are over water, aren't we? 470 00:25:43,277 --> 00:25:44,912 Affirmative. Over the water. 471 00:25:44,978 --> 00:25:46,947 You are 42 miles to the west. 472 00:25:46,980 --> 00:25:49,449 Now in darkness and heavy haze, 473 00:25:49,516 --> 00:25:52,452 the pilots had another problem with their speed. 474 00:25:54,321 --> 00:25:55,956 Are we going down now? 475 00:25:55,989 --> 00:25:58,358 We have 370 knots. 476 00:25:58,392 --> 00:26:00,027 Are we descending now? 477 00:26:00,060 --> 00:26:01,528 We're showing the same speed. 478 00:26:01,562 --> 00:26:03,697 You have 200 knots speed approximately. 479 00:26:04,698 --> 00:26:06,533 Speed 200 knots? 480 00:26:06,567 --> 00:26:09,469 220 ground speed reducing speed slightly. 481 00:26:09,536 --> 00:26:11,071 The pilots were stunned. 482 00:26:11,104 --> 00:26:15,142 200 knots was precariously close to a stall speed. 483 00:26:15,175 --> 00:26:17,110 Damn, we're going to stall right now! 484 00:26:19,746 --> 00:26:21,348 Let's go up. Let's see. 485 00:26:21,381 --> 00:26:22,583 Let's go up here. 486 00:26:22,616 --> 00:26:25,085 The two men struggle with the deadly situation. 487 00:26:25,118 --> 00:26:27,921 A computer that warns them of flying too fast, 488 00:26:27,988 --> 00:26:31,158 too slow and too low, all at once. 489 00:26:42,302 --> 00:26:45,539 Shreiber now decided to risk a second attempt at landing, 490 00:26:45,572 --> 00:26:48,008 seeking the signal known as the ILS 491 00:26:48,075 --> 00:26:50,410 to guide the aircraft to the runway. 492 00:26:51,278 --> 00:26:53,347 I want to try to intercept the ILS. 493 00:26:53,380 --> 00:26:54,748 I'm trying to descend. 494 00:26:56,250 --> 00:26:58,619 Lima AeroPeru 603, 495 00:26:58,685 --> 00:27:00,888 we will try to intercept the ILS, 496 00:27:00,954 --> 00:27:02,689 let us know if we are in. 497 00:27:03,991 --> 00:27:06,126 Received, AeroPeru 603, 498 00:27:06,159 --> 00:27:08,328 you show now level 9700. 499 00:27:08,362 --> 00:27:10,297 The instruments seemed to be working. 500 00:27:10,330 --> 00:27:12,566 For a moment, there was a glimmer of hope. 501 00:27:12,599 --> 00:27:15,702 - This one's right. - This one's okay too. 502 00:27:15,736 --> 00:27:18,005 The air traffic controller attempted to raise 503 00:27:18,071 --> 00:27:20,107 the pilots' spirits with good news. 504 00:27:20,140 --> 00:27:21,975 Stand by to verify speed. 505 00:27:22,009 --> 00:27:24,711 The 707 is about to take off. It is on taxi. 506 00:27:24,745 --> 00:27:26,046 Confirm our speed. 507 00:27:26,079 --> 00:27:27,514 It is very important. 508 00:27:27,548 --> 00:27:30,817 We do not have any speed indications onboard. 509 00:27:30,851 --> 00:27:32,486 Understood. You're starting to turn 510 00:27:32,519 --> 00:27:34,488 and we observe your ground speed at 270. 511 00:27:34,521 --> 00:27:37,424 Stay there, Eric. 270 is okay. 512 00:27:38,425 --> 00:27:40,561 They now knew their speed, 513 00:27:40,594 --> 00:27:43,030 but altitude remained fatally wrong. 514 00:27:45,732 --> 00:27:47,868 Altitude is 9700. 515 00:27:47,935 --> 00:27:51,405 Your speed is 240 knots. Ground speed on the monitor. 516 00:27:51,438 --> 00:27:53,240 How can we be flying at this speed 517 00:27:53,307 --> 00:27:55,475 if we're descending with engines on idle? 518 00:27:56,810 --> 00:27:58,645 Give me the altitude, please. 519 00:27:58,679 --> 00:28:00,547 Yes, you are maintaining 9700 520 00:28:00,614 --> 00:28:02,049 according to the scope, sir. 521 00:28:02,082 --> 00:28:04,785 9700?(tower): Yes, correct. 522 00:28:04,818 --> 00:28:06,286 What is your indicated altitude? 523 00:28:06,320 --> 00:28:07,855 Do you have any visual reference? 524 00:28:07,888 --> 00:28:11,558 9700, but it's indicating "too low, terrain". 525 00:28:11,592 --> 00:28:15,062 Are you sure you have us on the radar at 50 miles? 526 00:28:15,095 --> 00:28:18,131 Hey, look! With 370, we have-- 527 00:28:18,165 --> 00:28:20,767 370 of what? We lowered gear. 528 00:28:23,403 --> 00:28:25,539 AeroPeru 603, Lima. 529 00:28:25,572 --> 00:28:27,407 What do we do with the gear? 530 00:28:27,441 --> 00:28:29,676 Suddenly, they realized the awful truth. 531 00:28:31,712 --> 00:28:33,380 We're hitting water. 532 00:28:33,413 --> 00:28:34,381 Pull it up! 533 00:28:34,414 --> 00:28:36,149 Climb, climb, AeroPeru 603. 534 00:28:36,183 --> 00:28:37,484 If you need to, pull up. 535 00:28:37,518 --> 00:28:41,388 For 20 seconds, the pilots struggled for altitude. 536 00:28:47,794 --> 00:28:49,563 I've got it. I've got it. 537 00:28:50,664 --> 00:28:52,533 We're going to turn over. 538 00:28:59,406 --> 00:29:01,842 AeroPeru 603, Lima. 539 00:29:06,880 --> 00:29:09,750 AeroPeru 603, Lima. 540 00:29:25,132 --> 00:29:28,735 The next morning, Mexico businessman Monus Albert 541 00:29:28,802 --> 00:29:31,705 learned that an AeroPeru flight had crashed. 542 00:29:32,806 --> 00:29:35,776 Five minutes after takeoff, the crew informed the tower 543 00:29:35,843 --> 00:29:37,244 that they were having an emergency 544 00:29:37,277 --> 00:29:39,680 and they were requested to return to Lima. 545 00:29:39,713 --> 00:29:42,850 During the process, contact with the aircraft was lost 546 00:29:42,916 --> 00:29:45,752 at 01:10, with the latest position of the aircraft 547 00:29:45,819 --> 00:29:48,222 being 50 miles north of the city of Lima. 548 00:29:48,255 --> 00:29:50,224 About 6 o'clock in the morning I got up 549 00:29:50,290 --> 00:29:52,025 and turned on the news channel 550 00:29:52,092 --> 00:29:55,996 and I heard there was a crash, an airplane crash 551 00:29:56,063 --> 00:30:01,168 of AeroPeru, but the news mentioned New York to Lima. 552 00:30:01,201 --> 00:30:04,004 Rescue operations are underway by authorities. 553 00:30:04,037 --> 00:30:07,241 The aircraft was carrying 61 passengers and 9 crew members. 554 00:30:07,274 --> 00:30:12,045 His brother-in-law and his business partner were on AeroPeru 603. 555 00:30:13,280 --> 00:30:17,017 So I went to the shower and didn't pay a lot of attention, 556 00:30:17,050 --> 00:30:19,820 but when I came out, they corrected the news 557 00:30:19,853 --> 00:30:23,123 and they said, "From Lima to Santiago." 558 00:30:23,156 --> 00:30:27,327 And I knew on that plane Kenny and Abraham were flying. 559 00:30:28,428 --> 00:30:31,965 The news was very vague, so they mentioned there might be 560 00:30:32,032 --> 00:30:36,036 some survivors and they mentioned that the plane 561 00:30:36,069 --> 00:30:39,072 crashed into the Pacific Ocean 562 00:30:39,139 --> 00:30:43,777 and they didn't have a lot of news and the crash was at night. 563 00:30:43,810 --> 00:30:48,515 In my mind, I thought the plane sort of landed on water 564 00:30:48,582 --> 00:30:50,684 and most of the people got out. 565 00:30:52,386 --> 00:30:54,855 Guido Fernandez had just been appointed 566 00:30:54,922 --> 00:30:56,990 Peru's accident investigator. 567 00:30:57,024 --> 00:30:59,393 AeroPeru was his first case. 568 00:30:59,426 --> 00:31:03,530 The co-pilot, David Fernandez, was his nephew. 569 00:31:03,564 --> 00:31:07,801 I was in bed. It was about 4:30 in the morning 570 00:31:07,868 --> 00:31:11,405 and... they called me. 571 00:31:12,005 --> 00:31:17,945 "Your... nephew is lost in an airplane." 572 00:31:17,978 --> 00:31:19,746 They asked me, "How do you feel 573 00:31:19,813 --> 00:31:21,281 that your nephew was the co-pilot?" 574 00:31:21,315 --> 00:31:22,883 "My gosh, I feel very bad, 575 00:31:22,950 --> 00:31:25,252 but I'm a professional and I have to do a job. 576 00:31:25,285 --> 00:31:30,123 I have to comply and complete my duty." 577 00:31:30,157 --> 00:31:32,259 So, that's what I did. 578 00:31:34,828 --> 00:31:38,232 Fernandez rushed to the crash site in a Navy helicopter. 579 00:31:38,265 --> 00:31:40,868 It was clear there were no survivors. 580 00:31:41,802 --> 00:31:44,671 Nine bodies were floating in the debris. 581 00:31:44,738 --> 00:31:48,041 The rest sank with the 757. 582 00:31:58,151 --> 00:32:01,855 Fernandez met with the air traffic controller at Lima tower. 583 00:32:01,889 --> 00:32:03,924 His account was baffling. 584 00:32:03,957 --> 00:32:06,727 Well, the controller really didn't know, 585 00:32:06,793 --> 00:32:08,829 he was just trying to help. 586 00:32:08,862 --> 00:32:12,466 So, he did all he could to help them, 587 00:32:12,499 --> 00:32:17,938 but unfortunately for him, it was a new emergency too. 588 00:32:23,744 --> 00:32:26,914 Fernandez put thoughts of his nephew out of his mind. 589 00:32:26,947 --> 00:32:29,750 His job was to retrieve the aircraft's flight data 590 00:32:29,816 --> 00:32:32,853 and voice recorders to determine what happened. 591 00:32:32,886 --> 00:32:34,388 He needed help. 592 00:32:43,163 --> 00:32:45,966 Fernandez contacted the National Transportation Safety Board 593 00:32:46,033 --> 00:32:47,568 in Washington DC, 594 00:32:47,634 --> 00:32:51,205 the world's leading agency for air accident investigation. 595 00:32:53,073 --> 00:32:54,775 They had found the aircraft. 596 00:32:54,808 --> 00:32:57,611 It was pretty well documented by radar. 597 00:32:57,644 --> 00:33:01,348 The Navy, the Peruvian Navy had... 598 00:33:01,415 --> 00:33:06,787 gotten a fix on the flotsam and the wreckage in the ocean 599 00:33:06,820 --> 00:33:11,258 and the only thing left to do 600 00:33:11,291 --> 00:33:13,627 was find it on the bottom of the ocean, 601 00:33:13,694 --> 00:33:16,196 which they did not have the facilities for. 602 00:33:20,133 --> 00:33:23,403 Rodriguez flew to Lima to join Guido Fernandez 603 00:33:23,437 --> 00:33:25,205 in his effort to find answers. 604 00:33:28,442 --> 00:33:31,245 I found out that his nephew was the first officer. 605 00:33:31,278 --> 00:33:35,449 I suggested that perhaps they should consider removing 606 00:33:35,516 --> 00:33:37,851 Captain Fernandez from the investigation 607 00:33:37,918 --> 00:33:40,821 because of emotional involvement and what have you. 608 00:33:40,854 --> 00:33:44,091 The American investigator's concerns soon vanished. 609 00:33:45,058 --> 00:33:46,760 He was very objective. 610 00:33:46,793 --> 00:33:48,695 I would say, an excellent investigator 611 00:33:48,762 --> 00:33:51,865 considering that it was not a distant nephew, 612 00:33:51,899 --> 00:33:54,568 I mean, it was his very close relative. 613 00:33:54,601 --> 00:33:58,772 He... He did an outstanding job. 614 00:34:01,175 --> 00:34:03,677 The black box in the Boeing 757 615 00:34:03,744 --> 00:34:07,915 can emit a locator beacon for 30 days before batteries run dead. 616 00:34:10,784 --> 00:34:14,721 The US Navy provided underwater remote-operated vehicles 617 00:34:14,788 --> 00:34:16,390 to survey the debris field, 618 00:34:16,423 --> 00:34:18,492 seeking the black boxes. 619 00:34:22,062 --> 00:34:26,133 The wreckage confirmed that the plane went down in one piece. 620 00:34:29,870 --> 00:34:32,873 I've done in-flight break ups that were spread 621 00:34:32,940 --> 00:34:37,411 over 15, 16 miles and maybe a mile and a half wide, 622 00:34:37,477 --> 00:34:39,446 which tells you instantly that, 623 00:34:39,513 --> 00:34:42,916 what you know of looking at the wreckage, 624 00:34:42,950 --> 00:34:44,885 that this thing didn't hit in one piece. 625 00:34:44,918 --> 00:34:48,121 It clearly was disintegrating as it was crashing. 626 00:34:48,155 --> 00:34:51,792 But in this case, it was a fairly tight debris field. 627 00:34:52,926 --> 00:34:55,495 So, obviously, it hit at high speed 628 00:34:55,562 --> 00:35:00,601 and was a fairly closely-knit wreckage pattern. 629 00:35:01,635 --> 00:35:05,272 The data recorders were retrieved from the 757. 630 00:35:05,339 --> 00:35:08,408 Brought to the surface, the boxes were placed in coolers 631 00:35:08,442 --> 00:35:11,278 full of fresh water to keep them from oxidizing. 632 00:35:12,913 --> 00:35:14,515 They were taken back to Washington 633 00:35:14,581 --> 00:35:16,750 for analysis at the NTSB. 634 00:35:21,955 --> 00:35:25,993 The cockpit recorder could offer the evidence investigators sought. 635 00:35:26,026 --> 00:35:29,730 Every word spoken by pilots Shreiber and Fernandez, 636 00:35:29,796 --> 00:35:34,101 and every unnerving alarm was recorded on audiotape. 637 00:35:37,938 --> 00:35:42,609 The recorded voices were faint, sometimes hard to make out, 638 00:35:42,676 --> 00:35:44,578 but the chaos in the cockpit 639 00:35:44,645 --> 00:35:46,880 rang through with chilling clarity. 640 00:35:47,848 --> 00:35:49,349 Too low, terrain. 641 00:35:58,125 --> 00:36:03,096 The tape was digitized into a computer, filtered and enhanced. 642 00:36:10,237 --> 00:36:13,473 Now, investigators had the clue they'd been looking for. 643 00:36:26,887 --> 00:36:30,490 It was clear to us that they were really 644 00:36:30,557 --> 00:36:34,194 experiencing a problem with air speed and altitude. 645 00:36:34,228 --> 00:36:38,565 And... the air speed and altitude indications 646 00:36:38,632 --> 00:36:42,169 in the aircraft are strictly a function of what we call 647 00:36:42,236 --> 00:36:43,704 the piedostatic system. 648 00:36:44,905 --> 00:36:49,843 The piedostatic system if found on all aircraft, large or small. 649 00:36:49,877 --> 00:36:52,579 External ports measure outside air pressure 650 00:36:52,646 --> 00:36:55,749 to provide data on altitude and speed. 651 00:36:55,816 --> 00:36:57,618 If these ports are blocked, 652 00:36:57,684 --> 00:37:00,254 the plane's computers receive false data 653 00:37:00,320 --> 00:37:02,890 and generate false warnings. 654 00:37:03,824 --> 00:37:07,327 But why these ports would be blocked was a mystery. 655 00:37:07,394 --> 00:37:11,031 Robot vehicles searched for the missing piece of the puzzle. 656 00:37:13,534 --> 00:37:16,470 What they found stunned investigators. 657 00:37:16,503 --> 00:37:18,572 Captain Shreiber's static port 658 00:37:18,639 --> 00:37:21,475 was completely blocked with tape. 659 00:37:21,508 --> 00:37:24,411 Investigators now learned what happened. 660 00:37:26,446 --> 00:37:29,983 Just before AeroPeru 603 lifted off from Lima, 661 00:37:30,050 --> 00:37:32,853 maintenance workers cleaned the aircraft. 662 00:37:32,886 --> 00:37:36,623 A worker covered the static ports with tape to protect them. 663 00:37:36,657 --> 00:37:38,659 This is standard procedure. 664 00:37:38,692 --> 00:37:41,195 But he forgot to remove the tape. 665 00:37:41,228 --> 00:37:45,599 It was a small oversight, with catastrophic results. 666 00:37:49,002 --> 00:37:50,904 The taping was never removed, 667 00:37:50,938 --> 00:37:54,441 and when the airplane departed and started to fly, 668 00:37:54,508 --> 00:37:57,644 nothing but trapped static sea level air pressure 669 00:37:57,678 --> 00:37:59,980 was sensed by those instruments. 670 00:38:00,013 --> 00:38:03,050 As a matter of fact, the airplane was climbing up to thinner air 671 00:38:03,116 --> 00:38:06,887 and the information presented on the instruments 672 00:38:06,954 --> 00:38:09,423 and to the air data computer was false, 673 00:38:09,489 --> 00:38:14,561 which generated just totally non-normal readings. 674 00:38:14,595 --> 00:38:18,131 The inspector who was supposed to quality check his work 675 00:38:18,198 --> 00:38:21,535 did not do it, and the supervisor 676 00:38:21,602 --> 00:38:24,571 out on the line that night was not there, 677 00:38:24,638 --> 00:38:26,673 he was sick and there was a... 678 00:38:26,740 --> 00:38:30,110 a regular mechanic who was filling that role 679 00:38:30,143 --> 00:38:31,678 and he did not see it. 680 00:38:32,546 --> 00:38:34,147 And the captain or the pilot... 681 00:38:34,181 --> 00:38:36,583 In this case, the captain did the pre-flight. 682 00:38:36,617 --> 00:38:40,320 They do a walk-around looking for just that kind of thing, 683 00:38:40,387 --> 00:38:42,523 the captain did the pre-flight that night 684 00:38:42,589 --> 00:38:44,324 and he did not detect it either. 685 00:38:44,358 --> 00:38:48,962 A little piece of paper with glue caused an accident. 686 00:38:50,330 --> 00:38:54,768 But the paper and the glue are not to blame. 687 00:38:54,801 --> 00:38:56,537 Humans are to blame, 688 00:38:56,603 --> 00:39:00,407 because humans used that tape in the wrong place 689 00:39:00,474 --> 00:39:02,409 for the wrong purpose. 690 00:39:03,677 --> 00:39:07,981 Another accident, shockingly similar to AeroPeru 603, 691 00:39:08,048 --> 00:39:12,252 had happened just eight months earlier to another 757. 692 00:39:14,655 --> 00:39:18,759 In February 1996, 189 people died 693 00:39:18,825 --> 00:39:20,961 when a German charter called Bergen Air 694 00:39:21,028 --> 00:39:23,230 crashed five miles after takeoff, 695 00:39:23,297 --> 00:39:25,832 from Puerto Plata, Dominican Republic. 696 00:39:27,701 --> 00:39:30,838 The NTSB assisted in the investigation. 697 00:39:33,574 --> 00:39:36,443 A survey of the wreckage revealed that one piedotube, 698 00:39:36,510 --> 00:39:40,681 the other critical part of the piedostatic system, was blocked. 699 00:39:45,085 --> 00:39:47,254 As with AeroPeru 603, 700 00:39:47,287 --> 00:39:49,656 night was the pilot's worst enemy. 701 00:39:49,690 --> 00:39:52,693 The Bergen Air pilot flipped the plane upside down 702 00:39:52,759 --> 00:39:54,828 before crashing into the sea. 703 00:40:07,174 --> 00:40:10,444 The Bergen accident nearly pointed out already 704 00:40:10,477 --> 00:40:13,046 that a crew will get confused 705 00:40:13,113 --> 00:40:17,417 by these cryptic advisories... 706 00:40:17,484 --> 00:40:19,553 Rudder ratio, mach trim... 707 00:40:19,620 --> 00:40:21,822 And not getting a clear indication 708 00:40:21,889 --> 00:40:23,857 what the underlying problem is, 709 00:40:23,924 --> 00:40:25,759 which is a problem with the air data computer 710 00:40:25,826 --> 00:40:27,327 or anything which comes behind it. 711 00:40:27,394 --> 00:40:29,730 The piedotupe or the static port. 712 00:40:29,763 --> 00:40:32,466 These were effects which were well-known by the manufacturer, 713 00:40:32,533 --> 00:40:33,967 and so, it happened again. 714 00:40:35,669 --> 00:40:38,138 Three months after the Bergen Air crash, 715 00:40:38,205 --> 00:40:40,941 bulletins were issued to all airline carriers 716 00:40:41,008 --> 00:40:43,143 about the piedostatic problems, 717 00:40:43,210 --> 00:40:47,114 but AeroPeru had not yet implemented the changes. 718 00:40:50,150 --> 00:40:53,487 The bulletins and the, let's call it, the fruits 719 00:40:53,554 --> 00:40:57,591 of the Dominican Republic investigation of Bergen Air 720 00:40:57,658 --> 00:41:02,796 had not yet reached AeroPeru at the time this accident occurred. 721 00:41:02,829 --> 00:41:06,633 The Peruvian government very correctly 722 00:41:06,700 --> 00:41:10,137 made a point of that in their report on the accident 723 00:41:10,204 --> 00:41:12,806 saying that they should have given more impetus 724 00:41:12,873 --> 00:41:14,408 to those recommendations 725 00:41:14,441 --> 00:41:17,177 to get them out to the industry quicker. 726 00:41:18,846 --> 00:41:22,082 Well, it's very unfortunate, but it comes back to the... 727 00:41:22,115 --> 00:41:26,486 fact that communication in aviation, uh... 728 00:41:26,520 --> 00:41:28,689 is sometimes deficient. 729 00:41:29,857 --> 00:41:33,794 There is not that high level of exchange 730 00:41:33,827 --> 00:41:35,629 of information between different operators, 731 00:41:35,696 --> 00:41:37,364 as they're all competitors. 732 00:41:37,397 --> 00:41:39,600 They do not exchange certain information 733 00:41:39,666 --> 00:41:42,569 and specifically not the one which is safety-related. 734 00:41:42,603 --> 00:41:46,440 And that's definitely the case in the AeroPeru accident. 735 00:41:47,674 --> 00:41:51,178 9700! But it's indicating "too low terrain". 736 00:41:51,211 --> 00:41:54,982 Even if Shreiber and Fernandez had known about Bergen Air, 737 00:41:55,015 --> 00:41:56,817 it may not have helped them survive, 738 00:41:56,884 --> 00:41:59,453 given the high pressure of their situation. 739 00:42:00,988 --> 00:42:03,590 It's easy to sit here in the 757 cockpit 740 00:42:03,657 --> 00:42:06,126 and play the Monday morning quarterback, 741 00:42:06,193 --> 00:42:10,564 having heard the bells and the over-speed warnings 742 00:42:10,631 --> 00:42:13,734 the ground proximity warning, the stall warning... 743 00:42:13,767 --> 00:42:16,236 It's very easy to do that and sit here 744 00:42:16,303 --> 00:42:19,806 and say what I would have done being an experienced pilot. 745 00:42:19,840 --> 00:42:22,543 But to put yourself into the position of those two pilots 746 00:42:22,609 --> 00:42:26,313 that night, they were in an extremely difficult situation 747 00:42:26,380 --> 00:42:31,518 to fly that airplane and recover from that experience. 748 00:42:34,054 --> 00:42:37,925 Two weeks after the crash, Monus Albert joins dozens 749 00:42:37,958 --> 00:42:40,327 of grieving families, seeking the remains 750 00:42:40,394 --> 00:42:42,563 of his brother-in-law and friend. 751 00:42:42,596 --> 00:42:46,300 He finally identified them in a Lima morgue. 752 00:42:48,569 --> 00:42:51,672 I wanted to find them. I really wanted to find them. 753 00:42:51,738 --> 00:42:55,676 And one part of me didn't want to find them 754 00:42:55,742 --> 00:42:59,112 because there was this fantasy that if I don't find them 755 00:42:59,179 --> 00:43:03,517 maybe they're in an island with a drink 756 00:43:03,584 --> 00:43:06,119 and looking at some girls dancing. 757 00:43:07,721 --> 00:43:13,393 I can close the chapter, I can go and have them buried 758 00:43:13,460 --> 00:43:17,030 and there will be a place for the family to go and... 759 00:43:18,131 --> 00:43:21,101 put some flowers once in a while and say, 760 00:43:21,168 --> 00:43:25,839 "Okay, my brother-in-law is here or my dad is here or my husband is here." 761 00:43:26,840 --> 00:43:29,142 Now that investigators had the answer 762 00:43:29,176 --> 00:43:32,880 to the mysterious loss of AeroPeru 603, 763 00:43:32,946 --> 00:43:35,015 the lawsuits began. 764 00:43:42,556 --> 00:43:45,559 In November 1996, a Miami lawyer 765 00:43:45,626 --> 00:43:48,896 took on the case on behalf of 41 passengers and crew, 766 00:43:48,962 --> 00:43:51,498 arguing that the manufacturer, Boeing, 767 00:43:51,565 --> 00:43:53,667 was liable for the accident. 768 00:43:57,871 --> 00:44:01,408 Boeing has to foresee the misuse of their product. 769 00:44:01,441 --> 00:44:03,610 In other words, a manufacturer of a product 770 00:44:03,677 --> 00:44:07,314 is legally liable for the foreseeable misuse of their product, 771 00:44:07,347 --> 00:44:08,882 if it can be corrected. 772 00:44:09,550 --> 00:44:11,151 In other words, Boeing builds the airplane 773 00:44:11,218 --> 00:44:13,287 with a potential hazard in it. 774 00:44:13,320 --> 00:44:16,924 That hazard is that in order to clean the airplane 775 00:44:16,957 --> 00:44:18,392 you have to cover the static port, 776 00:44:18,458 --> 00:44:21,528 and if you don't take it off, the airplane can crash. 777 00:44:21,562 --> 00:44:23,297 I wanted them back. 778 00:44:23,330 --> 00:44:25,999 Since I couldn't get them back, 779 00:44:26,033 --> 00:44:30,904 at least I wanted the wives of the victims to be compensated. 780 00:44:30,938 --> 00:44:34,074 How much is that worth? I don't know, I didn't know. 781 00:44:34,107 --> 00:44:37,444 Abraham had three daughters, and now... 782 00:44:37,511 --> 00:44:39,246 they don't have a father. 783 00:44:40,214 --> 00:44:42,916 So, what is the compensation? 784 00:44:42,983 --> 00:44:48,322 The best compensation is if it can be done is get them back. 785 00:44:48,355 --> 00:44:51,124 Give them life back again, 786 00:44:51,191 --> 00:44:54,394 but because that is not possible... 787 00:44:55,829 --> 00:45:01,668 ...then the other possibility is to get a monetary compensation, 788 00:45:01,735 --> 00:45:05,372 and then you fight for the best compensation you can get. 789 00:45:05,405 --> 00:45:10,611 Boeing argued that AeroPeru was at fault, not its 757. 790 00:45:10,644 --> 00:45:13,780 An AeroPeru worker taped the static port, 791 00:45:13,847 --> 00:45:16,350 which is marked with clear warnings. 792 00:45:17,084 --> 00:45:19,720 Boeing also blamed Captain Eric Shreiber. 793 00:45:19,753 --> 00:45:22,523 It was his job to visually inspect the aircraft 794 00:45:22,589 --> 00:45:24,291 before taking off. 795 00:45:24,858 --> 00:45:27,594 But investigator Richard Rodriguez can understand 796 00:45:27,661 --> 00:45:30,797 how Shreiber overlooked the tape on the static port. 797 00:45:32,366 --> 00:45:34,701 One of the reasons is it's very high. 798 00:45:34,735 --> 00:45:37,938 It's about maybe 15, 17 feet up in the air, 799 00:45:37,971 --> 00:45:40,073 and at night with a flashlight, 800 00:45:40,140 --> 00:45:41,675 and this happened to be duct tape, 801 00:45:41,742 --> 00:45:43,177 which you're not supposed to use, 802 00:45:43,243 --> 00:45:45,646 they specified the tape and it was duct tape, 803 00:45:45,712 --> 00:45:49,416 which is silver, so it would not distinguish itself 804 00:45:49,483 --> 00:45:53,020 against the background of the fuselage of the aircraft. 805 00:45:53,053 --> 00:45:55,656 So basically, three or four people 806 00:45:55,722 --> 00:45:58,959 failed to detect the tape on the aircraft, 807 00:45:59,026 --> 00:46:00,928 prior to departure. 808 00:46:01,595 --> 00:46:03,897 As the search for blame continued, 809 00:46:03,964 --> 00:46:07,968 the worker who taped the port was jailed for his negligence. 810 00:46:08,001 --> 00:46:11,004 Lawyers, they... 811 00:46:11,038 --> 00:46:12,973 Lawyers, you know, sometimes, 812 00:46:13,040 --> 00:46:16,410 they confuse the matters and they... 813 00:46:19,012 --> 00:46:21,815 ...send a guy and ask people questions. 814 00:46:21,882 --> 00:46:26,153 And these questions... The one that stuck the tape was a painter, 815 00:46:26,220 --> 00:46:29,423 the lowest-cultured 816 00:46:29,489 --> 00:46:32,192 and the one that knew less 817 00:46:32,259 --> 00:46:34,161 about what could happen, 818 00:46:34,228 --> 00:46:38,098 and the judge resolved 819 00:46:38,165 --> 00:46:43,136 that he was the one responsible and he was in jail. 820 00:46:45,105 --> 00:46:48,141 You don't lose the airplane because a maintenance man 821 00:46:48,175 --> 00:46:51,578 making two dollars an hour down in Peru makes a mistake. 822 00:46:51,612 --> 00:46:53,280 It's foreseeable that that kind of a person 823 00:46:53,347 --> 00:46:54,948 is going to make a mistake. 824 00:46:54,982 --> 00:46:57,351 That's human nature, that they're going to make a mistake 825 00:46:57,417 --> 00:46:59,620 and you build your system so you don't lose 826 00:46:59,686 --> 00:47:01,054 your 50-million-dollar airplane 827 00:47:01,121 --> 00:47:03,390 because a maintenance guy makes a simple mistake. 828 00:47:04,625 --> 00:47:07,794 Schreiber and Fernandez were also scrutinized. 829 00:47:07,828 --> 00:47:09,763 Veteran pilot Alan McLeod 830 00:47:09,830 --> 00:47:11,598 believes that in their situation, 831 00:47:11,632 --> 00:47:14,268 he would not have attempted to land. 832 00:47:14,301 --> 00:47:16,937 He would have continued to fly for as long as he could, 833 00:47:17,004 --> 00:47:19,540 with the plane angled upwards slightly 834 00:47:19,573 --> 00:47:22,109 and the speed set just above cruise. 835 00:47:24,344 --> 00:47:27,881 Experience has shown that if you don't fly the airplane 836 00:47:27,948 --> 00:47:30,384 when you are experiencing an abnormal situation, 837 00:47:30,450 --> 00:47:33,554 and they certainly were, you must fly the airplane, 838 00:47:33,620 --> 00:47:35,122 just concentrate on flying the airplane 839 00:47:35,189 --> 00:47:38,258 and get the airplane under control, first and foremost. 840 00:47:38,292 --> 00:47:39,660 Are we going down now? 841 00:47:39,693 --> 00:47:41,562 We have 370 knots. 842 00:47:41,595 --> 00:47:44,264 If you don't do that, the airplane's going to bite you 843 00:47:44,331 --> 00:47:48,001 and you're going to end up in more serious situations. 844 00:47:48,035 --> 00:47:51,004 So, I would fly the airplane, make sure I was able 845 00:47:51,038 --> 00:47:54,842 to fly it safely, if only by using the attitude direction indicator 846 00:47:54,908 --> 00:47:58,312 and normal power settings that I was familiar with, 847 00:47:58,378 --> 00:48:01,682 and eventually work my way back and get it on the ground. 848 00:48:02,983 --> 00:48:05,485 Pilots called it "flying by numbers", 849 00:48:05,552 --> 00:48:08,655 relying not on computers, but on basic aviation 850 00:48:08,722 --> 00:48:10,624 and human instinct. 851 00:48:10,691 --> 00:48:13,894 It always becomes a problem when pilots are reduced 852 00:48:13,961 --> 00:48:15,896 to be push-buttonists. 853 00:48:15,929 --> 00:48:20,901 The man-machine interface has to work, and has to work 854 00:48:20,968 --> 00:48:25,439 as humans are to operate these airplanes. 855 00:48:25,506 --> 00:48:27,908 They have to be designed 856 00:48:27,975 --> 00:48:30,377 appropriately for the use of a human being. 857 00:48:31,445 --> 00:48:33,881 Of course, you can put in all digits and numbers, 858 00:48:33,947 --> 00:48:37,317 and computer gimmicks, and you can... 859 00:48:37,384 --> 00:48:40,554 But still, it's man who has to operate and survey it. 860 00:48:40,621 --> 00:48:44,291 And I believe, a human being should be in charge. 861 00:48:44,324 --> 00:48:47,427 In 1999, Boeing and AeroPeru 862 00:48:47,494 --> 00:48:50,197 decided to settle the lawsuits out of court. 863 00:48:50,230 --> 00:48:54,067 Families and loved ones received an exceptional settlement 864 00:48:54,101 --> 00:48:57,037 averaging a million dollars US per victim. 865 00:48:57,070 --> 00:48:59,806 The damages were high because of the terrible way 866 00:48:59,873 --> 00:49:03,177 the passengers and crew on AeroPeru died. 867 00:49:03,210 --> 00:49:06,613 We were able to show that a lot of the people were alive. 868 00:49:06,647 --> 00:49:08,649 In a crash like this, a lot of the people 869 00:49:08,715 --> 00:49:11,618 would survive the crash, and then died of drowning. 870 00:49:13,420 --> 00:49:15,589 There was no question in our minds that the people 871 00:49:15,656 --> 00:49:20,294 suffered terrible terror and pain when this happened to them. 872 00:49:20,327 --> 00:49:23,864 They were horrified, they were awake, they knew what happened. 873 00:49:23,897 --> 00:49:27,201 The disaster helped sink AeroPeru. 874 00:49:27,234 --> 00:49:30,270 Combined with increased competition and rising debt, 875 00:49:30,337 --> 00:49:34,508 the national airline went bankrupt in 1999. 876 00:49:36,243 --> 00:49:39,346 Boeing increased training on piedostatic problems 877 00:49:39,413 --> 00:49:43,717 and issued new regulations about unapproved static port covers. 878 00:49:43,750 --> 00:49:47,821 Since 1996, there has not been another piedostatic failure 879 00:49:47,888 --> 00:49:50,791 like the one on AeroPeru 603. 880 00:49:52,893 --> 00:49:54,561 The designers of these products, 881 00:49:54,628 --> 00:49:56,663 the manufacturers of the products, 882 00:49:56,730 --> 00:50:01,268 I know that they have take safety into account. 883 00:50:01,301 --> 00:50:03,136 They have to, of course, they do that 884 00:50:03,170 --> 00:50:05,239 because they know it's the right thing to do, 885 00:50:05,305 --> 00:50:07,107 but they also know that if they don't do it, 886 00:50:07,174 --> 00:50:10,410 there's going to be somebody watching them that's going to investigate it, 887 00:50:10,477 --> 00:50:12,679 that's going to find out why it happened, 888 00:50:12,746 --> 00:50:14,014 and that they're going to be accountable 889 00:50:14,081 --> 00:50:15,682 for what they do wrong, 890 00:50:15,749 --> 00:50:18,619 and if they don't take into consideration safety, 891 00:50:18,685 --> 00:50:20,020 they're going to have to pay for it. 892 00:50:20,621 --> 00:50:25,559 Well, it... The accidents made the aviation industry aware 893 00:50:25,592 --> 00:50:27,694 that something simple like a piedotube 894 00:50:27,761 --> 00:50:30,898 or a static port, can cause a major incident 895 00:50:30,931 --> 00:50:32,733 or even an accident. 896 00:50:32,799 --> 00:50:35,002 And even... 897 00:50:36,136 --> 00:50:40,340 airline pilots were reminded that... 898 00:50:42,042 --> 00:50:46,313 this is a vital basic thing and it may happen 899 00:50:46,380 --> 00:50:50,450 and this is way to prevent it from turning into a catastrophe. 900 00:50:51,118 --> 00:50:52,686 The case was settled. 901 00:50:52,719 --> 00:50:55,889 The industry repented and moved on. 902 00:50:55,923 --> 00:50:58,625 Such is the world of commercial aviation. 903 00:50:58,659 --> 00:51:01,428 But it was little consolation for those whose lives 904 00:51:01,495 --> 00:51:05,365 were scarred forever by an insignificant piece of tape. 905 00:51:05,399 --> 00:51:08,502 Suddenly, saying that guy doesn't exist anymore, 906 00:51:08,535 --> 00:51:12,272 it's very hard... to swallow. 907 00:51:12,306 --> 00:51:15,676 It's very hard to understand 908 00:51:15,742 --> 00:51:20,347 and it took me a long time... 909 00:51:20,414 --> 00:51:22,049 to accept. 910 00:51:22,082 --> 00:51:24,017 So, the memory's still there. 911 00:51:24,051 --> 00:51:26,286 It'll be there for a long time. 912 00:51:26,320 --> 00:51:29,022 I'm not going to let go. I don't want to let go. 913 00:51:30,924 --> 00:51:33,126 difuze