All language subtitles for Air.Disasters.S20E16.Survivors.1080p.SMIT.WEB-DL.AAC2.0.H.264-maldini_track3_[eng]

[intense music]

NARRATOR: A DC-9 crash
lands on a highway

in the state of Georgia.

I decided I would
do everything I could

to try to help my chances.

Brace for impact!

Damn it.

NARRATOR: Flight
1404 swerves off

the runway at Denver Airport.

I could see just flames coming
from that right side engine.

NARRATOR: A jumbo jet crashes
onto a hilltop in Guam.

[screaming]

MAN: It's just undescribable.

Get out of this thing
before it burns up.

Absolutely, accidents
are survivable.

Go!

It hit me that I'm
gonna survive this.

NARRATOR: Three
different crashes produce

three tales of survival.

SURVIVOR (VOICEOVER): I could
not believe I was alive.

I just could not believe it.

FLIGHT ATTENDANT:
Ladies and gentlemen,

we are starting our approach.

We lost both engines.

[radio chatter]

MAN: Mayday.

Mayday.

FLIGHT ATTENDANT:
Brace for impact!

[chatter]

MAN: He's gonna crash!

[suspenseful music]

NARRATOR: Huntsville, Alabama.

81 passengers board Southern
Airways flight 242, a DC-9

bound for Atlanta, Georgia.

Captain Bill McKenzie
and First Officer Lyman

Keele have been
shuttling passengers

across the US South all day.

Who's got the landing?

Not me, says the captain.

Ignition, sir.

NARRATOR: First officer
keel will be operating

this leg of the flight.

We had a 13 landing day,
which was a lot of small stops,

you know, about 20 or 30
minute legs in between.

NARRATOR: At 3:54 PM, the DC-9
takes off into heavy rain.

[thunder clap]

The short hop to Atlanta
should take just 25 minutes.

As Southern Airways 242
flies away from Huntsville,

the weather deteriorates.

The weather in the
Southeast in the United States

can be very treacherous.

High humidities, high
temperatures are a prescription

for thunderstorms.

Southern Airways 242, I'm
painting a line of weather

which appears to be moderate to
possibly heavy precipitation,

starting about five miles ahead.

OK.

Yeah, we're in the
rain right now.

It doesn't look much heavier
than what we're in right now,

does it?

It's not a solid
mass, but it appears

to be a little bit heavier
than what you're in right now.

NARRATOR: The pilots
use on-board weather

radar to navigate their course
between two thunderheads.

I believe right
straight ahead.

There.

The next few miles is probably
the best way we can go.

NARRATOR: Suddenly--

[crash]

--hail the size of
baseballs hammers the DC-9.

The hail was probably the
loudest noise I've ever heard.

It sounded like I
was in a metal barrel

with someone
throwing rocks at me.

[thunder clap]

[hail pounding]

The pilots of Southern 242
had to raise their voices

audibly to be heard
above the unholy tattoo

of this hail, which was
buck shotting the airplane.

[intense music]

I don't know how we
get through here, Bill.

I know.

You're just gonna
have to go out.

Yeah, right across that bay.

All clear left,
approximately right now.

I think we can cut across there.

NARRATOR: Then the plane
loses electrical power.

[hail pounding]

After I realized that we
had a disaster in progress

or something was wrong,
I got up and started

briefing my passengers.

Got it back.

Got it back, Bill.

Got it back.

Got it back.

NARRATOR: After 36
seconds in the dark,

electrical power resumes.

Maintain 15,000,
if you understand me.

Maintain 15,000, Southern 242.

NARRATOR: Controllers in
Atlanta instruct the crew

to maintain 15,000 feet.

But the plane has already
dropped 1,000 feet below that.

We're trying to
get it up there.

We just got our
windshield busted.

We'll try to get
it back up to 15.

We're at 14.

[intense music]

DON FOSTER: The engine
was starting to make

sounds like it was quitting.

Left engine won't spool.

Our left engine just cut out.

My god.

The other engine's going too.

Got the other
engine going too.

Southern 242, say again.

Stand by.

[beeping]

We lost both engines.

Both engines are now out.

This DC-9 is a glider, and it's
falling at 56 feet per second.

They're at 14,000 feet.

They don't have a lot of time.

Get us a vector to
a clear area, Atlanta.

NARRATOR: If Captain McKenzie is
unable to restart the engines,

the crew will be forced to
make an emergency landing.

I wasn't aware of what
was going on around me.

I was so focused
on trying to figure

out a way to save myself.

I knew that sometimes the tail
breaks off in an accident,

and I felt the further back
I could get the better.

NARRATOR: Southern
Airways 242 finally breaks

through the storm clouds.

Get those engines started.

DON FOSTER: I realized I was
in an emergency situation,

and I felt like I
was going to die.

But I decided I would
do everything I could

to try to help my chances.

I had previously collected
some blankets, and pillows,

and had gotten my leather
jacket off the overhead rack.

And I arranged those in to
make a nest as much as I could

for myself.

NARRATOR: Southern
Airways flight

242 has lost too much altitude
to make it to a runway.

The pilots need to
land the plane now.

I'm picking out a clear field.

Bill, you have to
find me a highway.

Let's get the next
clear open field.

No, Bill!

I see a highway
over there, no cars.

NARRATOR: Keele decides
to bring the plane down

onto Georgia State Highway 92.

We're putting
it on the highway.

We're down to nothing.

NARRATOR: The first officer
lines up the aircraft

for the emergency landing.

[intense music]

Flaps.

They're down to 50.

Oh, god, Bill.

I hope we can do it.

There's a car ahead.

I got it.

I got it now.

I got it.

Brace for impact!

[intense music]

It was smooth.

It seemed like it
was gonna work,

and everything was
gonna turn out OK.

And then it immediately
bounced back up in the air

and slammed down.

And before the plane
completely stopped moving,

there was fire blowing
through the cabin.

I felt my face burning,
even though I tried to cover

it with my leather jacket.

[intense music]

[coughing]

Come on, damn it.

[groans]

DON FOSTER: I got
my seat belt loose

after a few tries, and
turned toward the rear

of the airplane.

And I saw a spot of light.

I got up and ran for that light.

[coughing]

[suspenseful music]

[explosions]

I could not believe I was alive.

I just could not believe it.

[intense music]

CATHY LEMOINE COOPER: I
could see a crack of light.

And I thought, I'm going
through that crack of light

come hell or high water.

I'll remember till
the day I die.

Everything was on fire--

trees burning, and
pieces of aircraft.

It was unreal.

I've never seen
anything like it,

and never want to see
anything like that again.

NARRATOR: 72 people,
including pilots Lyman Keele

and Bill McKenzie,
die in the crash

of Southern Airways flight 242.

[siren wailing]

On the highway,
a family of seven

is killed instantly when the
passenger jet hits their car.

Investigators from the National
Transportation Safety Board

arrive within hours
of the accident.

GREG FEITH: The two
primary questions

that needed to be
answered by the board

were what were the
weather conditions,

and what caused both engines
on a two-engine airplane

to flame out.

NARRATOR: Southern Airways
242 has crashed into the town

of New Hope, Georgia.

The captain and first officer
tried to fly through a storm--

one of the worst to hit the
United States in three years.

Once inside it, the
DC-9's BS engines failed.

But turbofan engines are
designed to ingest huge amounts

of rain and even hail.

What caused them
to stop working?

Engine investigator
Al Weaver examines

what's left of the
DC-9's engines for clues.

AL WEAVER: When they
lifted the engines up,

I could hear the tinkling.

And pieces fell out through
the front of the engine

under the floor.

[metal rattling]

I reached over and
picked up those pieces,

and I recognized
them immediately.

NARRATOR: Weaver
discovers that the pieces

that fell from the
engine were broken

blades from the compressor.

Compressors inside
the engine are made

up of dozens of steel blades.

The rapidly spinning
blades force air

into the back of the engine.

The pressurized air combines
with fuel and ignites

in the combustion
chamber, creating thrust.

Weaver notices
that the compressor

blades from flight 242 are
fatigued and badly bent.

AL WEAVER: And we know that
that fatiguing, and the type

of fatigue that we could
observe with our eye,

is caused by the repetitive
surging of the engine,

over and over.

NARRATOR: A surge occurs when
the air flow through an engine

is interrupted.

Pressure builds up
between the compressors.

The engine briefly loses thrust.

But what caused the surges?

Weaver notices significant
hail damage on both the plane's

engine cowlings.

AL WEAVER: That
led us to suspect

that the existence of
the hail might have

been a significant contributor.

NARRATOR: It's possible
that massive pieces of hail

clogged the bleed valves--

a vital outlet in
the plane's engines.

If the bleed valves
were blocked,

the engine would have
surged repeatedly.

Once the engine
began to surge,

the action that the
pilot should have taken

was to pull the throttles
back to clear the surge.

NARRATOR: Weaver listens to
the cockpit voice recorder.

Maintain 15,000, Southern 242.

NARRATOR: Weaver hears that,
while the engines were surging,

the crew was
instructed to climb.

We're trying to
get it up there.

Advancing the throttles would
only worsen the situation.

NARRATOR: With its
bleed cavities blocked,

pressure built up
inside the engines,

bending the compressor blades
until they broke apart.

Our left engine just cut out.

AL WEAVER: And once the blades
broke in the compressor,

then the engine has no
hope of ever working again.

NARRATOR: Investigators
conclude that hail crippled

the engines of
Southern Airways 242,

forcing an emergency landing--

Brace for impact!

NARRATOR: --during
which 72 people died.

[explosions]

After the crash, I had
a hard time understanding

how I managed to survive.

I felt like I had a
second shot at it.

[coughing]

NARRATOR: With the help
of survivor stories,

the NTSB can recommend
ways to make airliners

safer in an emergency.

JOHN COX: There
is a misperception

that there are very
rarely survivors

out of an airline accident.

Factually, that's not true.

There's about 85% of people
involved in an accident end

up surviving it.

[suspenseful music]

NARRATOR: Continental
Airlines flight 1404

is being prepped
for its departure

from Denver
International Airport.

It will fly two hours
southeast to Houston, Texas.

Captain David Butler
and First Officer Chad

Levang are at the controls.

All right.

Cue up ATIS.

NARRATOR: The pilots check the
current weather conditions.

DISPATCH: Main departure,
runway 34 right.

Wind, 280 degrees, 11 knots.

NARRATOR: The wind is a
moderate 13 mile an hour,

breeze coming out of the west.

In terms of the weather,
there's no indication

this should be anything
other than a routine takeoff.

Among the 110
passengers on board

the Boeing 737 is Mike Wilson.

A flight he took four years ago
turned into a brush with death.

MIKE WILSON: My
father had actually

purchased a new
aircraft, and he invited

me out to off flying with him.

You know, we'd taken off
from a small airstrip

near Galveston Bay in Houston.

Once we got up flying
out over the bay,

we were losing altitude.

As soon as we hit the water, the
plane sank just like a stone.

So I got my harness off and
popped out of the cabin.

And a bunch of boats were out,
just pleasure boats, that day.

So one had been
close by and seen it,

and they were there probably
within a minute of the plane

hitting the water.

And they pulled us out
and took us up to shore.

So it took me a little while to
kind of get back on the horse,

I guess.

I remember one of the
ways that I kind of coped

with it as I told
myself, well, you know,

I've been in a plane crash.

I mean, what's the chances of
being in two plane crashes?

That's just infinitesimal.

Right?

You know, kind of
just convinced myself

that there's just no chance
statistically that I'm going

to be in another plane crash.

[suspenseful music]

Flight attendants, please
be seated for departure.

Continental 1404,
wind 270 at 27.

Turn right heading
020, runway 34

right is cleared for takeoff.

NARRATOR: The wind has picked
up to 27 knots, or a little

over 31-miles-per-hour.

Heading 020, cleared for
takeoff, runway 34 right,

Continental 1404.

[ominous music]

MIKE WILSON: We accelerated
up to takeoff speed.

Everything seemed like
it was going just fine.

[thud]

NARRATOR: Suddenly, the
plane veers hard to the left.

MIKE WILSON: I felt
this sharp left turn.

And that's when things are
definitely going wrong here.

Damn it.

[beeping]

NARRATOR: The 737
careens off the runway

at more than 100 miles an hour.

[beeping]

Reject!

Reject!

MIKE WILSON: Well, the
first thought in my mind

was there's no way this
is happening again.

NARRATOR: The jet hits a steep
ridge and becomes airborne.

[beeping]

It felt like we
just went off a cliff.

[screaming]

[groans]

We dropped 50 feet or so.

When we hit the
bottom, that's when

things got much, much worse.

This can't be happening.

NARRATOR: Flight 1404
is out of control.

115 lives are in
imminent danger.

NARRATOR: At Denver
International Airport--

Reject!

Reject!

NARRATOR: --Continental
Airlines flight 1404 finally

stops 700 feet from the runway.

Fire engulfs the
plane's right engine.

[screaming]

MIKE WILSON: The cabin was
starting to fill with smoke.

I looked over at the
left hand overwing exit

and it was already open.

Get out of this thing
before it burns up.

Come on.

NARRATOR: Passengers have
only seconds to escape.

Come on.

MIKE WILSON: I carefully
made it down the wing,

got off onto the
ground, and then turned.

And I immediately started
walking up the hill.

[sirens wailing]

It hit me that, oh,
I'm gonna survive this.

[sirens wailing]

NARRATOR: Firefighters
reach the 737.

Fortunately, the leaking fuel
has flowed down the slope,

away from the burning airplane
and the escaping passengers.

Despite sliding off
the runway and crossing

a taxiway and service road,
all 110 passengers and 5 crew

are alive.

MIKE WILSON: It
was amazing to me

that we all walked
away the way we did.

NARRATOR: Investigators from the
National Transportation Safety

Board arrive at the crash site.

They need to figure
out why flight

1404 went off the runway.

It had gone off at
a very high speed,

went over these other roadways.

It was mostly intact.

The fuselage was burned
along most of the right side,

and some pretty
significant impact damage

as it went across the infield.

NARRATOR: Investigators listened
to the cockpit voice recorder.

DISPATCH (ON RECORDING):
Continental 1404, Denver tower.

Runway, 34 right.

Position hold.

DAVID BUTLER (ON RECORDING):
Position hold, 34 right.

Continental 1404.

NARRATOR: The conversation
in the cockpit

is entirely routine,
as the pilots

complete their checklists
while taxiing to the runway.

DAVID BUTLER (ON
RECORDING): Looks like you

got some wind out there.

NARRATOR: And then something
grabs their attention.

Look at them clouds moving.

The pilots were
looking up at the clouds

and reporting how these
low clouds at 4,000 feet

were moving, like, at 50 knots.

NARRATOR: But no reports
mentioned airport.

winds exceeding 27 knots.

So the captain
proceeded as planned.

This airplane should be able
to handle those kind of winds.

[thud]

A 737 500 can handle
crosswinds up to 33 knots.

But if the gusts are stronger--

It might have been enough to
blow the plane of the runway.

NARRATOR: Investigators
look into how

winds are measured
and reported at Denver

International Airport.

They start with the Automated
Terminal Information Service

or ATIS.

So what were they being
told about the winds?

Um, ATIS told them 11 knots.

AUTOMATED VOICE: Wind
280 degrees, 11 knots.

Well, where did
that speed come from?

This weather
tower, right here.

That is miles from the runway.

NARRATOR: In addition
to ATIS, there

are also dozens of
wind shear sensors

scattered around the airfield.

Controllers use their data to
provide pilots with localized

wind information.

Continental 1404,
wind at 270 at 27.

The controller gave them
a wind speed of 27 knots.

Where does that
rating come from?

This sensor here, at the
departure end of 34 right.

It averages out wind speeds,
sends 'em out every 10 seconds.

NARRATOR: That means the pilots
weren't getting the speed

of every individual gust--

only the average of several.

The average was
27 knots, not enough

to blow a 737 off a runway.

Bet there's a heck
of a gust in there.

NARRATOR: Did the
airport censors miss

a far stronger gust of wind--

perhaps one coming down from
the nearby Rocky Mountains?

Wind patterns created
by the Rockies

can produce strong gusts
called mountain waves.

Did a ferocious
mountain wave blow

flight 1404 off the runway?

DON EICK: So we started looking
at the upper air conditions,

and we determined
that mountain wave

conditions with some strong
downslope winds were occurring.

NARRATOR: Experts from the
National Center for Atmospheric

Research create a computer
model of the winds

at the exact moment the
plane left the runway.

Using this model, we came
into surprising findings.

Impressive.

And it did show strong
winds reaching the surface.

Some of these winds
were over 40 knots--

all associated with
mountain wave conditions.

NARRATOR: None of
the airport sensors

reported strong wind gusts,
just averages every 10 seconds.

Well, the pilots
wouldn't have known.

NARRATOR: Shouldn't
an experienced pilot

like Captain Butler
have been able to keep

the plane under control?

How far outside the
range of normal experience

is this for airline pilots?

And in order to
answer that question,

we had to actually
get operational data.

Hey, Bill, you're
not gonna believe this.

NARRATOR: Investigators
learn that the vast majority

of pilots have never had to
deal with this situation.

Out of 250,000 takeoffs
in the 737, only four

were hit with crosswinds
stronger than 30 knots

or close to 35 miles per hour.

The pilots on flight 1404 faced
gusts in excess of 40 knots

or a little over
46 miles per hour.

WILLIAM BRAMBLE: The odds that
a pilot is going to encounter

that kind of crosswind--

it's not even
guaranteed that they

will encounter it in their
career as an airline pilot.

Damn it!

[beeping]

NARRATOR: Despite the
extremely rare crosswind--

[explosion]

--everyone on board Continental
flight 1404 survived the crash.

[sirens wailing]

Investigators recommend new
Federal Aviation Administration

guidelines requiring
air traffic controllers

to provide wind data to
pilots from multiple sources.

The crew made a
prudent decision,

once they realized that
they were losing control

of the airplane, to take the
necessary steps to ensure

the best outcome
for the passengers.

Yes, it's off the runway.

But they're survivors, and
that's the important part.

NARRATOR: 11 years before all
these passengers escaped death,

passengers on a
Korean Airlines flight

suffered a very different fate.

[screaming]

Hello!

[coughing] Help!

NARRATOR: Korean Airlines
flight 801 is on its way to Guam

from Seoul, South Korea.

The 42-year-old Captain Park
Yong-chul is at the controls.

A former Korean Air Force
pilot, Park has been flying

747s for more than six years.

There are 254 passengers
and crew on board tonight.

Barry Small is returning
to Guam from New Zealand.

BARRY SMALL: The flight
was totally normal.

We had our meals, and
it was just a totally

normal flight in every way.

I took my shoes off, just
to relax a little bit

and feel more comfortable.

NARRATOR: As the
plane nears Guam,

clouds and rain
obscure the approach.

Captain, ground
condition is no good.

It's raining a lot.

[ominous music]

NARRATOR: Finally, Captain
Park sees his destination.

It's Guam.

Good.

NARRATOR: But there's
a technical problem

at the airport.

Korean Air 801, cleared for
ILS runway 6, left approach.

Glideslope, unusable.

NARRATOR: Air traffic
control tells the crew

that the airport's
glide slope equipment,

which would normally guide
planes to the runway,

is not working.

[suspenseful music]

But then something odd happens
during the landing sequence.

AUTOMATED VOICE: Glide slope.

Glide slope.

Is the glide slope working?

Yes.

Yes, it's working.

Why is it working?

NARRATOR: It's a
confusing development.

60 check, gear down.

Check.

Approaching 1,400.

Flaps, 30.

Flaps, 30.

Look carefully.

NARRATOR: The pilots expect to
see the airport any second now.

Set 562.

NARRATOR: Though the
runway's still not in sight,

they proceed with
their approach.

Isn't the glide slope working?

AUTOMATED VOICE: 500.

NARRATOR: The ground proximity
warning system alerts the crew

there at just 500 feet.

But they still can't
see the runway.

Wiper on.

BARRY SMALL: I'd done this
flight many, many times before.

And when I estimated we were
about 30 seconds from landing,

I bent down to put my shoes on.

200.

NARRATOR: The plane is now
200ft above the ground.

Let's make a missed approach.

Not in sight.

Not in sight.

Missed approach.

Go around.

Go around.

Pull up.

AUTOMATED VOICE: 100.

50.

40.

[screaming]

NARRATOR: The 747, carrying 254
people, hits the ground hard.

[screaming]

BARRY SMALL: The aircraft
was starting to break apart.

There was just bottles, bags--

everything you could
imagine was coming out.

[screaming]

DISPATCH: Korean Air
801, heavy tower.

How do you hear?

Korean 801, heavy tower--

NARRATOR: Everyone in
the cockpit is dead.

[groans] Hello!

[coughing] Help!

[intense music]

NARRATOR: Some of the
passengers survived the impact.

But can they now endure
the inferno that follows?

NARRATOR: On Nimitz
Hill, in Guam,

fire sweeps through the
wreckage of Korean Airlines 801.

BARRY SMALL: The fire
started in the front,

and proceeded from the front
to them back towards me.

NARRATOR: A badly injured
Berry Small stumbles

toward an opening in the cabin.

BARRY SMALL: There was about a
6 foot drop down to the ground.

It was the only part
that wasn't burning.

[yells]

[yells]

The fire burnt my arms.

And my watch got that hot
that was melting into my--

into my flesh.

NARRATOR: Small's
right leg is broken.

[groaning]

And I managed to
crossed with my elbows.

NARRATOR: Many more
passengers are trapped inside.

[groaning]

NARRATOR: The plane has crashed
into thick forest, 3 miles

from the airport.

It takes rescuers almost
an hour to reach the site.

A first responder finds
Barry Small nearby.

[breathing heavily]

BARRY SMALL: He gave
me his fire jacket,

and put it under my
head to comfort me.

[groans]

NARRATOR: Of all those on
board, only 26 survive.

[somber music]

At dawn, the full extent
of the damage is apparent.

The 747 has slid
down a steep hill

and broken up into large pieces.

Since Guam is an
American territory,

the responsibility for
investigating the crash

falls to the National
Transportation Safety Board.

Lead investigator
Greg Feith discovers

large sections of the plane
almost completely intact.

GREG FEITH: The airplane landed
relatively under control.

That is, that the
pilot basically

landed the airplane into the
trees and into that terrain.

Unfortunately, it was 3
miles from the airport.

NARRATOR: If the flight
was under control,

why did it crash before
reaching the airport?

Korean Air 801, cleared for
ILS, runway 6, left approach.

Glide slope, unusable.

NARRATOR: The crew was
told that the airport's

glide slope was not working.

It meant that the captain had to
navigate the approach unaided.

Flaps, 30.

GREG FEITH: It is now up to
the pilot to fly an established

procedure called a step down,
where he starts at an altitude

of, say, 2,000 feet.

When he gets to a particular
point located by what they call

DME, or distance
measuring equipment,

he then starts a descent to
another prescribed altitude.

NARRATOR: If the crew
was following the step

down procedure, its flight path
would resemble a set of stairs.

But instead, after
the first step,

the plane descends steadily.

GREG FEITH: If you don't
hit those step downs,

you run the risk of flying into
an obstruction or high terrain.

NARRATOR: Feith and his team
analyzed the cockpit voice

recorder, hoping to
better understand

what happened in the cockpit.

[sighs] I'm really sleepy.

GREG FEITH: Well, one of the key
elements that we ain't fogged

was that the flight crew
appeared to be tired.

They make us classic
guys work to the maximum.

GREG FEITH: And this
was a chartered flight,

so it would have put
them on what we call

backside of the clock flying.

That is, they wouldn't be
normally flying during the day.

They are now flying at night.

And, typically, your
body says you should be

asleep when it's dark outside.

NARRATOR: Feith focuses on
the captain's discussion

concerning the glide slope.

PARK YONG-CHUL (ON RECORDING):
Is the glide slope working?

Yes.

Yes, it's working.

Why is it working?

NARRATOR: Feith
doesn't understand

why Park's glide
slope display appear

to be receiving a signal,
since the transmitter at Guam

was out of service.

It turns out that
there's a potential flaw

in the glide slope system.

Glide slope receivers can
respond to non-glide slope

signals, particularly
when the intended

glide slope signal is absent.

If there are spurious
signals on the channel,

they can cause
intermittent movements

of the glide slope needle.

AUTOMATED VOICE: Glide slope.

Set, 560 feet.

NARRATOR: Investigators
build a troubling picture

of a tired and confused
captain trying to land

at night in a rainstorm.

It became very
apparent, listening

to the cockpit voice recorder,
that in fact he got fixated.

NARRATOR: But that's still
not enough to explain

why the plane crashed.

There are other
instruments pilots

can use to help them land.

Go around to the side.

Missed approach.

Go around.

NARRATOR: For
investigator Greg Feith,

the biggest question
about Korean Air 801

remains unanswered.

How did an experienced
pilot crash his plane

3 miles short of the airport?

Feith uncovers a gap in
the critical information

the crew had to work with.

GREG FEITH: We found that the
Korean Airlines flight crew had

all of their training
based on airports

with approaches where
the DME was always

co-located at the airport.

NARRATOR: DME, the distance
measuring equipment,

are electronic beacons
that tell pilots where they

are in relation to the airport.

Often, the final beacon is
found at the foot of the runway.

But that was not
the case in Guam.

The airport was actually
3 miles further on.

Go around to the side.

Missed approach.

Go around.

We think that, based
on fatigue and some

of their training, that in fact,
when the flight crew crashed

the airplane, when the
counter got to zero,

they thought the
airport should be there.

AUTOMATED VOICE: 100.

NARRATOR: When they realized
something was wrong,

it was already too late.

[screaming]

Three incredible
tales of survival

suggest three different
strategies for surviving.

Just before landing,
Barry Small leaned

forward to put on his shoes.

BARRY SMALL: I went
to touch my shoes.

We hit the ground,
and I was accidentally

in the perfect crash position
by some sort of miracle.

My right leg went forward
and crashed into the bar

in front of the seat and broke.

And my left leg was
saved by my carry bag

stopping my leg going
forward to hit that bar.

NARRATOR: Still able to
walk on his one good leg,

Small managed to get to safety.

On Southern Airways flight
242, Don Foster survived

by protecting his body.

GREG FEITH: He put a leather
jacket over his head,

and used a pillow as a
buffer between the seat

in front of him and his face.

That probably saved his
life from the standpoint

that it minimized any injuries
he would have suffered.

NARRATOR: On Continental
1404, Mike Wilson kept calm.

Come on.
Past

MIKE WILSON: Every was
remaining, I have to say,

remarkably calm.

And so the line moved
relatively quickly.

People were getting out
that left overwing exit.

NARRATOR: By listening
to survivor stories

over the years, investigators
and the industry

have learned how passengers
can better protect

themselves during an emergency.

[sirens wailing]

BARBARA DUNN: Most
of our accidents

take place during
takeoff or landing,

and they are unprepared.

You don't know it's
going to happen.

Often passengers bury themselves
in a newspaper or a book.

Some of them would go to sleep.

And that's when you need to
have your wits about you.

You need to have a rough
idea of how many feet

it is to your nearest exit
and to an alternate exit,

and how you're
going to get there

if the cabin is full of smoke.

[bell dings]

MARY SCHIAVO: On takeoff
and landing, not only should

your feet be on the floor,
your feet in your shoes,

and you paying attention.

But if you put your
legs slightly back,

that avoids you being
injured by your own legs.

And there are a
lot of studies that

show that injuries happen when
your legs fly up and hit you.

So just tuck your legs
just a little bit back,

and that adds another
measure of safety.

NARRATOR: For every flight,
passengers should carefully

choose on-board clothing.

Something that's made
out of polyester, or nylon,

or a synthetic fabric
of some description--

when it gets hot, it melts.

It sticks to my skin.

But if I'm wearing cotton,
or wool, or a natural fiber,

my chances of getting
burned are far less.

NARRATOR: In the unlikely
event of an emergency landing,

passengers need
to know and assume

the proper brace position.

Brace for Impact!

NARRATOR: Most airlines suggest
passengers sit as far back

in their seats as possible--

knees together, feet
flat on the floor,

bend their bodies forward,
backs of their heads

resting against
the seat in front,

arms holding their lower legs or
resting on top of their heads.

Your body is going
to be thrown forward.

So if you can get yourself
into that position beforehand,

the amount of movement back and
forth is going to be reduced.

And the level of
injury will be less.

You also need to do
your seat belt up so

tight that it's uncomfortable.

Because that's the
only thing that's

going to keep you in
your seat and keep

you restrained properly.

MARY SCHIAVO: And
those kinds of things

are now embedded in aviation
safety recommendations.

And so we learn, as time goes
on, what helps you survive

and what are the
survivability factors.