All language subtitles for Air.Disasters.S01E03.Behind.Closed.Doors.1080p.SMIT.WEB-DL.AAC2.0.H.264-maldini_track4_[eng]

Narrator: AT THE TIME,
IT WAS THE WORST CRASH

IN AVIATION HISTORY.

Man: IT WAS JUST A SCENE OF
ABSOLUTE, UTTER DEVASTATION.

Narrator: IN 1974,
MORE THAN 300 PEOPLE DIED

WHEN THEIR PLANE
FELL FROM THE SKY.

Reporter: THERE'S BARELY
ANYTHING LEFT HERE

THAT'S RECOGNIZABLE
AS BEING A PART OF AN AIRCRAFT.

Man: WE COULDN'T WALK ANYWHERE
WITHOUT THE DANGER

THAT YOU WERE GOING TO STAND
ON A PART OF A HUMAN BEING.

Narrator: THE KEY TO
UNDERSTANDING THE DISASTER

IS FOUND THOUSANDS
OF MILES AWAY.

AN UNUSUAL PIECE OF EVIDENCE
THAT TELLS THE TROUBLING STORY

OF A CRASH THAT
COULD HAVE BEEN PREVENTED.

Flight attendant:
LADIES AND GENTLEMEN,
WE ARE STARTING OUR APPROACH.

Pilot: WE LOST BOTH ENGINES!

Flight attendant:
PUT THE MASK OVER YOUR NOSE.

EMERGENCY DESCENT.

Pilot: MAYDAY, MAYDAY.

Flight attendant:
BRACE FOR IMPACT!

Controller: I THINK I LOST ONE.

Man: INVESTIGATION STARTING...

Man: HE'S GONNA CRASH!

Narrator: JUNE 12, 1972.

ONE OF THE NEWEST MEMBERS
OF AMERICAN AIRLINES' FLEET

IS IN DETROIT, MICHIGAN.

Co-pilot: JOHN.
Pilot: PAIGE.

Narrator: FLIGHT 96,
A BRAND NEW DC-10,

IS GETTING READY FOR TAKE-OFF.

CAPTAIN BRYCE McCORMICK
AND CO-PILOT PAIGE WHITNEY

HAVE BEEN IN THE PLANE
FOR HOURS.

Bryce McCormick:
SO WHEN WE'RE IN FLIGHT,

WHEN YOU CAN GET A CHANCE,
JUST TO LOOK AT THAT.

Narrator: DETROIT IS JUST
A STOP-OVER ON A FLIGHT

FROM L.A. TO BUFFALO,
AND THEN TO NEW YORK.

McCormick:
YOU READY TO TRY ONE, PAIGE?

Paige Whitney: ALL RIGHT, SIR.

Narrator: McCORMICK HAS FLOWN
THE PLANE OUT FROM CALIFORNIA,

BUT WHITNEY IS GOING TO FLY
THE NEXT LEG.

BOTH MEN WANT AS MUCH TIME
AT THE CONTROLS AS POSSIBLE.

NEITHER ONE OF THEM HAS MORE
THAN 75 HOURS FLYING THE DC-10.

FEW PILOTS HAVE MORE--

THERE SIMPLY AREN'T ENOUGH
OF THE PLANES IN THE AIR.

IN 1972, THE DC-10
HAD JUST BEEN INTRODUCED.

THE PLANE IS THE LATEST ADVANCE
IN PASSENGER JETS.

ITS STYLE AND ITS SIZE SET IT
APART FROM OTHER AIRLINERS.

THE McDONNELL-DOUGLAS
CORPORATION HAS SPENT

MORE THAN A BILLION DOLLARS
DEVELOPING IT.

John Nance: IN THE LATE '60s
THERE WAS A RACE GOING

AMONG THE THREE MAJOR
MANUFACTURERS OF JETLINERS.

McDONNELL-DOUGLAS,
BOEING, AND LOCKHEED,

TO SEE WHO COULD GET
THE FIRST JUMBO OUT.

SO THEY GOT REALLY BUSY
ON GETTING THIS DC-10

INTO PRODUCTION
AS FAST AS THEY COULD.

AND ONE OF THE THINGS
THAT THEY COULD NOT SUFFER

WERE MANY DELAYS BASED ON
SOME PROBLEM WITH THE DESIGN.

Narrator:
AMERICAN AIRLINES FLIGHT 96

IS JUST THE FIFTH
DC-10 EVER BUILT.

CYDYA SMITH HAS
JUST BEEN TRAINED

TO BE THE CHIEF FLIGHT ATTENDANT
ON THE DC-10.

Cydya Smith: I WAS EXCITED,

BECAUSE IT WAS ONE OF
THE FIRST JUMBOS THAT WE HAD,

AND I WAS GOING TO HAVE THE
OPPORTUNITY TO FLY NUMBER ONE,

WHICH IS WHAT I'D ALWAYS
WANTED TO DO ON A BIG JET.

McCormick: OKAY, YOU GOT IT?

Whitney: OKAY.

McCormick: HAND ON THE WHEEL.

Whitney: I GOTCHA.

McCormick: V-ONE.

ROTATE.

Narrator:
JUST AFTER 7:00 IN THE EVENING,

FLIGHT 96 LIFTS OFF
FROM THE DETROIT AIRPORT.

JUST MINUTES AFTER TAKEOFF,
THE PLANE IS RISING

EASILY THROUGH 11,000 FEET
OVER WINDSOR, CANADA.

[DING]

Smith: I WAS SITTING IN MY SEAT,

AND THE CAPTAIN HAD TURNED OFF
THE "FASTEN SEAT BELT" SIGN,

AND I WAS MAKING MY WAY
TO THE GALLEY.

AND I HAD TO GO
SORT OF DOWNHILL,

BECAUSE WE WERE CLIMBING,

TO GO TO THE GALLEY
TO TURN ON THE COFFEE.

WHEN I PUNCHED THE COFFEE
AND I MOVED OVER TO ONE SIDE,

THAT'S WHEN IT HAPPENED.

I REMEMBER FALLING OVER,

BECAUSE THE PLANE WAS GOING,
WAS LIKE THIS,

BUT ALL OF A SUDDEN,
IT JUST WENT LIKE THIS.

I SAW CEILING COMPARTMENTS FALL,

AND I SAW THINGS COMING OUT
OF POCKETS AND EVERYTHING,

AND I THOUGHT TO MYSELF,
OH, BOY.

IT FELT LIKE
THE LAST DAY OF MY LIFE.

Whitney: WE'VE HIT SOMETHING!

WE'VE LOST AN ENGINE HERE!

Narrator: IN THE COCKPIT
THE CREW IS FIGHTING

FOR CONTROL OF THEIR JET.

THE THROTTLES WHICH CONTROL
THE THREE ENGINES

THE PLANE LOSES ALMOST
ALL OF ITS THRUST.

THE HUGE JET BEGINS
SLOWING DOWN.

Loretta Kaminsky: THE PLANE
IMMEDIATELY TOOK A HUGE DROP.

AND THE NEXT THING THAT HAPPENED
WAS I WAS HIT IN THE FACE

WITH A PIECE OF THE PLANE.

[ALARM BEEPING]

McCormick: LET ME HAVE IT.

Narrator: McCORMICK TAKES OVER
CONTROL OF THE PLANE.

HE AND WHITNEY
WRESTLE THE JET LEVEL...

BUT FLIGHT 96
HAS BEEN BADLY DAMAGED.

Whitney: HAVE WE GOT HYDRAULICS?

McCormick: NO,
I'VE GOT FULL RUDDER HERE.

Narrator:
THE RUDDER ON THE TAIL,

WHICH CONTROLS THE DIRECTION OF
THE JET, IS JAMMED TO THE RIGHT.

THAT'S FORCING THE PLANE
TO SWING DRAMATICALLY

IN THAT DIRECTION.

WHILE McCORMICK FIGHTS
TO TURN HIS DAMAGED PLANE

BACK TO DETROIT, CYDYA SMITH
IS SHOCKED TO SEE A GAPING HOLE

IN THE FLOOR OF
THE MAIN PASSENGER CABIN.

Smith: PEOPLE WERE ASKING ME,
YOU KNOW, WHAT TO DO,

AND I KNEW THAT I DIDN'T KNOW
WHAT TO TELL THEM.

Narrator:
THE CREW BRINGS UP POWER
TO THE ENGINES ON THE WINGS.

BUT THE THIRD ENGINE ON THE TAIL
STUBBORNLY REFUSES TO RESPOND.

McCormick: CENTER, THIS IS
AMERICAN AIRLINES FLIGHT 96.

WE GOT AN EMERGENCY.

Controller: AMERICAN 96, ROGER,
TYPE OF EMERGENCY?

McCormick:
WE'VE GOT A JAMMED RUDDER.

WE NEED TO GET DOWN
AND MAKE AN APPROACH.

Narrator: ALONG WITH HIS ENGINE
AND HIS RUDDER,

McCORMICK IS ALSO HAVING TROUBLE
CONTROLLING THE ELEVATORS

ON THE TAIL OF THE PLANE.

THEY HELP HIM MOVE
THE MASSIVE PLANE UP AND DOWN.

THEY'RE SLOW TO RESPOND,
BUT HE CAN MOVE THEM.

THE SITUATION ISN'T
COMPLETELY HOPELESS.

Whitney:
I THINK IT'S GOING TO FLY!

Controller: AMERICAN 96,
TURN FURTHER RIGHT,

HEADING WILL BE 200...

Narrator: WITHOUT COMPLETE
CONTROL OF THE ELEVATORS,

AND WITH A RUDDER
THAT'S FROZEN TO THE RIGHT,

McCORMICK HAS TO USE HIS ENGINES
TO TURN THE PLANE.

BY INCREASING THE THRUST
ON ONE SIDE OF THE PLANE,

HE CAN CHANGE DIRECTION.

BUT IT WON'T BE FAST.

McCormick: I HAVE NO
RUDDER CONTROL WHATSOEVER,

SO OUR TURNS ARE GOING TO HAVE
TO BE VERY SLOW AND CAUTIOUS.

Narrator: ALL OF THE PASSENGERS
MOVE AS FAR AWAY

FROM THE HOLE IN THE BACK
AS POSSIBLE.

Smith: CAPTAIN, THERE'S A HOLE
IN THE BACK OF THE PLANE!

McCormick: A HOLE?

Smith: YES, SIR.
WHAT DO YOU WANT US TO DO?

McCormick: GET EVERYONE READY
FOR AN EMERGENCY LANDING.

Narrator: BRYCE McCORMICK'S
DC-10 IS BADLY DAMAGED.

THE LIVES OF EVERYONE ON BOARD
NOW DEPEND ENTIRELY

ON HIS ABILITY TO LAND A PLANE
THAT CAN BARELY FLY.

Narrator: IN AN INSTANT, A SHORT
FLIGHT FROM DETROIT TO BUFFALO

TURNS INTO
THE MOST CHALLENGING FLIGHT

OF CAPTAIN BRYCE McCORMICK'S
CAREER.

HE'S DOWN AN ENGINE,
AND HE CAN'T MOVE HIS RUDDER.

AS HE HEADS BACK TO DETROIT,

McCORMICK BEGINS
TO SLOW HIS PLANE DOWN

SO IT CAN LAND SAFELY.

BUT WHEN HE DOES,

HIS PLANE BEGINS FALLING
DANGEROUSLY FAST--

1,600 FEET A MINUTE.

AT THIS RATE, McCORMICK WILL
CRASH WELL SHORT OF THE RUNWAY.

HE INCREASES POWER TO
HIS ENGINES TO SLOW HIS FALL.

Whitney: SINK RATE 700.

Narrator: McCORMICK HAS
SLOWED THE PLANE'S DESCENT

TO 700 FEET PER MINUTE.

BUT TO DO THAT HE'S HAD TO
INCREASE HIS FORWARD AIRSPEED,

WHICH MEANS HE'LL BE LANDING
FAR FASTER THAN USUAL.

FOR THE FIRST TIME SINCE
THE BEGINNING OF THE CRISIS,

McCORMICK TALKS
TO THE PASSENGERS.

McCormick: LADIES AND GENTLEMEN,
THIS IS YOUR CAPTAIN SPEAKING.

WE'VE HAD A SMALL PROBLEM, BUT
THE PLANE IS UNDER CONTROL NOW,

AND WE'RE HEADING
BACK TO DETROIT

FOR AN EMERGENCY LANDING.

Kaminsky:
BRYCE McCORMICK WAS AS CALM

AS IF HE WERE WELCOMING YOU
ON THE PLANE.

Narrator: AS THE PLANE
NEARS THE AIRPORT,

FLIGHT ATTENDANTS ASK PASSENGERS
TO REMOVE THEIR SHOES

AND ANY SHARP PIECES OF JEWELRY.

LESS THAN HALF AN HOUR AFTER
LEAVING, THE BADLY DAMAGED DC-10

STRUGGLES BACK
TO THE DETROIT AIRPORT.

Kaminsky: THE FEW MINUTES THAT
IT TOOK TO GET BACK TO DETROIT

WERE THE LONGEST MINUTES
THAT I WILL EVER REMEMBER

SPENDING ON AN AIRPLANE.

BECAUSE WE WERE SURE THAT
WE WERE NOT GOING TO SURVIVE.

Narrator: CAPTAIN
BRYCE McCORMICK NOW NEEDS

TO GIVE THE JET EVEN MORE POWER
TO PUSH THE NOSE UP FOR LANDING.

HIS PLANE IS STILL DRIFTING
TO THE RIGHT AND TRAVELING FAST.

McCormick: I HAVE NO RUDDER TO
STRAIGHTEN IT OUT WHEN IT HITS!

Narrator: THE DC-10
WITH 67 PEOPLE ABOARD

ROARS TOWARD THE RUNWAY
AT OVER 185 MILES AN HOUR.

Smith: BRACE!

Kaminsky: THE LANDING WAS
THE MOST FRIGHTENING PART

OF THE ENTIRE FLIGHT.

Narrator: WHEN THE PLANE
HITS THE GROUND,

IT BEGINS VEERING HARD
TO THE RIGHT.

Smith: ONCE THE PLANE LANDED,

IT SEEMED LIKE WE JUST
WENT ON FOREVER.

I MEAN, IT WAS JUST FOREVER.

Narrator: ONE SET OF LANDING
GEAR WHEELS RUNS OFF THE RUNWAY

AND THROUGH THE GRASS.

AFTER A HARROWING TOUCHDOWN,

THE PLANE EVENTUALLY
COMES TO A STOP

LESS THAN 1,000 FEET
FROM THE END OF THE RUNWAY.

Whitney: OKAY.

ENGINES OFF AT YOUR DISCRETION.

McCormick: SHUT 'EM DOWN.

Kaminsky:
EVERY WOMAN WANTED TO HUG HIM.

AND HE WAS JUST AMAZING, BECAUSE
IT WAS JUST AT THAT MOMENT

THAT WE ALL REALIZED THAT
WE WERE ALIVE BECAUSE OF HIM.

THAT HE, LITERALLY,
HAD SAVED OUR LIVES.

Nance: IF YOU TAKE A LOOK
AT SOMETHING LIKE THIS,

AND YOU SAY "WELL, THERE'S GOOD
FLYING AND THERE'S BAD FLYING,"

THIS IS BEYOND GOOD.
THIS IS SUPERLATIVE.

THIS IS USING EVERY INSTINCT
YOU HAVE AS AN AIRMAN

AND ALL OF THE,
ALL THE CAPABILITIES YOU HAVE

TO STAY CALM ENOUGH
TO GET THE SITUATION ASSESSED.

Narrator:
WITH THE PLANE ON THE GROUND,

THE CREW HAS
ITS FIRST OPPORTUNITY

TO INSPECT THE DAMAGE.

Smith: THE CAPTAIN AND I WALKED
BACK, WHEN EVERYBODY WAS OFF,

WE WALKED BACK TO THE BACK.

AND WE JUST LOOKED UP
AND SAW THIS HOLE.

IT WAS JUST SO WEIRD.

Narrator: THERE'S NO INDICATION
THAT THE JET HIT SOMETHING

AS THE PILOTS FIRST THOUGHT.

WHAT HAS CAUSED SUCH DAMAGE
TO THE AIRLINER?

Kaminsky:
THE HOLE WAS SO ENORMOUS,

THAT IF ANYONE HAD BEEN SITTING
IN THE SEATS THAT WERE THERE,

THEY WOULD HAVE BEEN
SUCKED OUT IMMEDIATELY.

AT THAT POINT THEY STILL FELT
IT MIGHT HAVE BEEN A BOMB.

Narrator: BUT WHILE THE INCIDENT
HAD HAPPENED

WITH EXPLOSIVE SUDDENNESS, NO
INDICATION OF A BOMB IS FOUND.

AS INVESTIGATORS
BEGIN THEIR WORK,

THEY DISCOVER THAT
NOT ALL OF A DC-10

IS AT THE DETROIT AIRPORT.

A COFFIN THAT THE PLANE WAS
CARRYING IN ITS CARGO HOLD

IS DISCOVERED 18 MILES AWAY
FROM THE DETROIT AIRPORT,

NEAR WINDSOR, CANADA.

INVESTIGATORS ALSO FIND
THE PLANE'S REAR CARGO DOOR.

Gerrit Walhout: DOORS ARE NOT
SUPPOSED TO FALL OFF AIRPLANES.

ESPECIALLY SINCE IT WAS
A RATHER NEW AIRPLANE,

YOU WOULD NOT EXPECT SOMETHING
LIKE THAT TO HAPPEN.

Narrator: WHEN THEY EXAMINE
THE CARGO AREA OF THE PLANE,

THEY DISCOVER THAT
THE VERY DESIGN OF THE DOOR

MAKES IT A POTENTIAL WEAK SPOT.

MOST DOORS ON A JET OPEN INWARD.

IN FACT, THE DOOR
IS SLIGHTLY LARGER

THAN THE FRAME IT FITS INTO.

AS THE PRESSURE BUILDS INSIDE
A JET, THIS TYPE OF PLUG DOOR

IS ACTUALLY FORCED INTO
THE FRAME OF THE AIRCRAFT.

THE DESIGN MAKES THE DOOR
EXTREMELY SAFE.

BUT McDONNELL-DOUGLAS DESIGNED
THE CARGO DOOR ON THE DC-10

TO OPEN OUTWARD.

THAT DECISION WAS MADE

TO INCREASE THE AMOUNT
OF STORAGE SPACE ON THE PLANE.

WHEN IT'S CLOSED, HOOKS ON THE
DC-10's DOOR GRAB HOLD OF A BAR

ON THE PLANE'S DOORFRAME.

TO MAKE SURE IT'S CLOSED,
BAGGAGE HANDLERS PUSH DOWN

ON A LEVER WHICH DRIVES
LOCKING PINS THROUGH THE HOOKS,

WHICH HOLD THEM IN PLACE.

[CAMERA CLICKS]

WHEN INVESTIGATORS EXAMINE
THE CARGO AREA OF THE PLANE,

THEY DON'T FIND ANY STRUCTURAL
DAMAGE AROUND THE DOOR.

WHEN THEY STUDY THE LOCKS
ON THE CARGO DOOR ITSELF,

THEY FIND THAT THE LATCHES
ARE NOT COMPLETELY CLOSED.

AND THE PINS THAT ARE SUPPOSED
TO MAKE SURE THE DOOR IS LOCKED,

ARE NOT IN THEIR
LOCKED POSITION.

Walhout: WHEN WE INTERROGATED
THE CARGO HANDLER

THAT CLOSED THE DOOR,
IT BECAME IMMEDIATELY APPARENT

THAT HE USED EXCESSIVE FORCE
TO CLOSE THE DOOR.

AND IN FACT, HE SAID
HE HAD TO USE HIS KNEE

TO GET THE DOOR HANDLE
TO GO FLUSH.

Narrator: INVESTIGATORS MAKE
A FRIGHTENING DISCOVERY.

IT'S POSSIBLE TO CLOSE THE LEVER
ON THE OUTSIDE OF THE DOOR

EVEN IF THE HOOKS
AND LOCKING PINS

ARE NOT IN THE CLOSED POSITION.

PAUL EDDY IS A JOURNALIST

WHO INVESTIGATED
THE HISTORY OF THE DC-10.

Paul Eddy: WHAT WINDSOR SHOWED
IS THAT YOU COULD ACTUALLY

PULL THE HANDLE IN ORDER
TO BUCKLE THE TOP FIXTURE,

SO THAT THE HANDLE
WENT HOME PROPERLY,

BUT THE LOCKING PINS HAD NOT
GONE THROUGH THE SPOOLS.

Narrator: THIS MEANS
THAT BAGGAGE HANDLERS

CAN BELIEVE THE DOOR IS LOCKED
WHEN IT'S NOT.

NOT ONLY CAN THE OUTSIDE LEVER
BE CLOSED

WITHOUT THE LOCKS
BEING FULLY ENGAGED--

THERE'S NO WAY FOR THE CREW
OF THE PLANE TO KNOW.

THE FAULTY LOCKING PINS

WILL STILL TURN OFF
THE WARNING LIGHT,

EVEN THOUGH THEY AREN'T
IN THE CORRECT POSITION.

THE DOOR WAS
A TICKING TIME BOMB.

AS PASSENGER JETS CLIMB,

THE DIFFERENCE BETWEEN
THE PRESSURE INSIDE THE PLANE

AND THE PRESSURE
OUTSIDE THE PLANE GROWS.

IF A DOOR ISN'T PROPERLY SHUT,

IT WILL BLOW OUT
WITH EXPLOSIVE FORCE.

THE PROBLEM ON
THE AMERICAN AIRLINES FLIGHT

BEGAN AS THE PLANE
PASSED 11,000 FEET.

WHEN THE DOOR BLEW,

THE COFFIN IN THE CARGO HOLD
WAS SUCKED OUT.

WHEN THE AIR PRESSURE INSIDE
THE PLANE WAS RELEASED,

ANYTHING THAT WASN'T
FIRMLY ATTACHED

WAS PULLED OUT OF THE AIRCRAFT.

Nance:
IT'S A REALLY STARTLING THING
IF YOU'RE NOT EXPECTING IT.

WHAT YOU'VE GOT IS A LOT OF AIR

STUFFED INSIDE
THIS PRESSURE VESSEL

THAT NOW WANTS TO GET OUT.

AND THE BIGGER THE AIRPLANE IS,

THE MORE POWERFUL THE HURRICANE
OF AIR LEAVING THE AIRPLANE IS

DURING THAT PERIOD OF TIME.

Narrator: BY ITSELF,
EXPLOSIVE DECOMPRESSION

DOES NOT MAKE A PLANE UNFLYABLE.

SO WHY HAD CAPTAIN McCORMICK
EXPERIENCED SUCH DIFFICULTIES

CONTROLLING HIS JET?

INVESTIGATORS TAKE A CLOSER LOOK

AT THE BACK OF
THE PLANE'S CABIN--

AND LEARN THAT
THE VERY DESIGN OF THE DC-10

MAKES IT VULNERABLE.

WHEN THE CARGO DOOR BLEW OFF,

THERE WAS SO MUCH PRESSURE
ON THE FLOOR OF THE CABIN

THAT IT COLLAPSED INTO
THE CARGO COMPARTMENT BELOW.

WHEN IT DID,
THE FLOOR RIPPED INTO

SOME OF THE PLANE'S
CRITICAL CONTROL SYSTEMS.

Nance: WHEN IT COLLAPSED
THE FLOOR,

IT TOOK THE CABLES THAT CONTROL
NUMBER TWO ENGINE,

AND IT TOOK MOST OF THE CABLES,
OR IMPEDED MOST OF THE CABLES

THAT HAD TO DO WITH
THE FLIGHT CONTROLS IN THE BACK.

Whitney:
I THINK IT'S GOING TO FLY.

Narrator: IT LEFT McCORMICK
JUST ENOUGH CONTROL

TO KEEP HIS PLANE LEVEL.

THE REMARKABLE FLYING
OF BRYCE McCORMICK

HAD SAVED THE LIVES OF EVERYONE
ON BOARD FLIGHT 96.

BUT THERE WAS A PROBLEM
WITH ONE OF THE NEWEST

AND MOST EXPENSIVE PLANES
FLYING OVER NORTH AMERICA.

Nance: IN THE WINDSOR INCIDENT
THERE WAS AN OBVIOUS FLAW.

AND THAT'S WHERE THE NTSB
SAID LOOK, HERE IS,

REALLY, THE SMOKING GUN,
THE ABILITY TO CLOSE THAT THING

WITHOUT HAVING
ALL THOSE LOCKS ENGAGED.

LET'S MAKE SURE WE CHANGE
THE SYSTEM RIGHT NOW.

EVERY DC-10 OPERATOR
NEEDS TO KNOW THIS.

Man: I WANT EVERYTHING CHECKED.
I WANT ALL THE BOLTS CHECKED.

Narrator:
CHUCK MILLER IS HEAD OF THE
NTSB'S AVIATION SAFETY BUREAU.

Chuck Miller: YOU HAVE TO CHECK
ALL THE LATCHES, OKAY?

EVERY SINGLE LATCH.

Narrator:
IT'S HIS RESPONSIBILITY

TO POINT OUT PROBLEMS WITH THE
NEW DC-10 AND PROPOSE SOLUTIONS.

HE HELPS WRITE THE FIXES HE
THINKS McDONNELL-DOUGLAS NEEDS

TO MAKE TO KEEP THE PLANE SAFE.

Eddy: HE WAS A VERY, VERY
PROFESSIONAL MAN,

AND HE HAD, HIS INVESTIGATORS
HAD ENORMOUS RESPECT FOR HIM.

CHUCK DIDN'T SIT BACK
IN THE OFFICE.

CHUCK WAS ALWAYS ON THE SCENE.

Narrator: FOR CHUCK MILLER,
FIXING THE DC-10

IS A MATTER OF
PROFESSIONAL PRIDE.

FOR McDONNELL-DOUGLAS,
THE NEAR-ACCIDENT OVER WINDSOR

HAS ENORMOUS IMPLICATIONS.

THEIR BILLION-DOLLAR GAMBLE CAME
CLOSE TO TUMBLING FROM THE SKY.

IF ANYTHING ELSE GOES WRONG,

THE COMPANY ITSELF
COULD BE AT STAKE.

Narrator: MARCH 3, 1974.

A PERFECT, SPRING-LIKE DAY
IN PARIS.

IT'S BEEN ALMOST TWO YEARS
SINCE A DC-10 CAME CLOSE

TO CRASHING
NEAR WINDSOR, CANADA.

NOW, MORE THAN 50
OF THE NEW PLANES

ARE FLYING AROUND THE WORLD.

ONE OF THEM, PLANE 29,
IS OWNED BY TURKISH AIRLINES.

NORMALLY, THE LAST LEG OF
THIS TRIP FROM TURKEY TO ENGLAND

WOULDN'T BE VERY CROWDED.

BUT A STRIKE AT
A BRITISH AIRLINE

HAS PASSENGERS SCRAMBLING
FOR ANY FLIGHT BACK TO LONDON.

TODAY THE DC-10
IS FILLING UP FAST.

WENDY WHEAL IS ONE OF MANY
LAST-MINUTE ADDITIONS

TO THE FLIGHT.

A MODEL, SHE'S RETURNING HOME
AFTER A PHOTO SHOOT IN SPAIN.

Robert Wheal: WE'D BEEN MARRIED
FOR 18 MONTHS,

AND WE WERE ABOUT
TO START A FAMILY.

I BELIEVE THE SECRET OF
HER SUCCESS FOR MODELING

WAS NOT JUST THAT SHE WAS
A VERY ATTRACTIVE GIRL,

AND GOOD MODEL MATERIAL,

BUT SHE WAS GENUINELY LIKED
BY ALL THE PHOTOGRAPHERS,

BECAUSE SHE HAD SUCH A PLEASING,
LOVELY, LIGHT PERSONALITY.

Narrator: WITH ALL THE NEW
PASSENGERS BOARDING,

THE FLIGHT IS A LITTLE
BEHIND SCHEDULE.

AND IT'S NOT ONLY THE CREW
WHO ARE WAITING.

Narrator:
AT THE BACK OF THE PLANE

IS BAGGAGE HANDLER
MOHAMMED MAHMOUDI.

WITH ALL THE NEW PASSENGERS,

HE'S NOT SURE IF THERE ARE
ANY MORE BAGS TO LOAD.

MAHMOUDI LOCKS
THE REAR CARGO DOOR.

THE DC-10 IS SET TO GO.

JUST AFTER 12:30
IN THE AFTERNOON,

T.H.Y. FLIGHT 981 LIFTS OFF
INTO THE SKIES ABOVE PARIS.

LONDON IS LESS
THAN AN HOUR AWAY.

Co-pilot: PARIS CONTROL
THIS IS TANGO-HOTEL-YANKEE 981.

Controller:
TANGO-HOTEL-YANKEE 981,

YOU ARE CLEARED
TO FLIGHT LEVEL 230.

Co-pilot: 981, ROGER.

Narrator: AS IT FLIES AWAY
FROM THE AIRPORT,

THE DC-10 CONTINUES
TO GAIN ALTITUDE.

[DING]

8,800 FEET...

9,800 FEET...

NEARLY 11,000 FEET.

[SCREAMING]

THE HUGE JET SHUDDERS
AND BANKS TO THE LEFT.

Co-pilot: THE CABIN BLEW OUT!

Pilot: ARE YOU SURE?

Narrator: JUST 16 SECONDS
AFTER THE START OF THE CRISIS

THE CREW STRUGGLES
TO SAVE THEIR CRIPPLED JET.

THE NOSE IS PITCHING DOWN,
THE PLANE PICKING UP SPEED.

Pilot: BRING IT UP!

PULL HER NOSE UP!

Co-pilot: I CAN'T BRING IT UP!
SHE DOESN'T RESPOND!

Narrator: PASSENGERS
AT THE BACK OF THE PLANE

WITNESS A HORRIFYING SCENE.

TWO ROWS OF SEATS HAVE
SIMPLY DISAPPEARED.

THROUGH A HUGE HOLE
IN THE FLOOR,

PASSENGERS CAN SEE THE SKY
OVER FRANCE.

Co-pilot: 7,000 FEET!

Pilot: HYDRAULICS?

Co-pilot: WE'VE LOST IT!

Narrator:
THE CREW DISCOVERS THAT
THEY HAVE NO HYDRAULIC POWER

WITH WHICH TO CONTROL THE PLANE.

WITHOUT IT, THEY CAN'T MOVE
THEIR RUDDER OR ELEVATORS.

EVEN WITHOUT
ITS MOST BASIC CONTROLS,

THE PLANE BEGINS TO LEVEL OUT.

BUT IT'S FALLEN TOO FAR.

Pilot: IT LOOKS LIKE WE ARE
GOING TO HIT THE GROUND!

SPEED!

Narrator: THE DC-10 IS TRAVELING
ALMOST 500 MILES AN HOUR.

THE FLIGHT FROM PARIS TO LONDON

NEVER EVEN MAKES IT
TO THE ENGLISH CHANNEL.

JUST NINE MINUTES
AFTER TAKING OFF,

TURKISH AIRWAYS FLIGHT 981
BECOMES THE WORST PLANE CRASH

OF ALL TIME.

IN LONDON, NEWS OF THE CRASH
COMES OUT SLOWLY.

Wheal: I WENT
TO THE TICKET OFFICE, KIOSK,

AND I ASKED WHAT HAS HAPPENED
TO THE FLIGHT.

AND INSTANTLY THE LOOK
ON THE GENTLEMAN'S FACE

BEHIND THE COUNTER TOLD ME
SOMETHING WAS WRONG...

INSTANTLY.

Reporter: THERE'S BARELY
ANYTHING LEFT HERE

THAT'S RECOGNIZABLE AS BEING
A PART OF AN AIRCRAFT.

Narrator: FLIGHT 981,
CARRYING 346 PASSENGERS,

VIRTUALLY DISINTEGRATES
ON IMPACT.

THERE ARE NO SURVIVORS.

Eddy: IT WAS JUST A SCENE OF
ABSOLUTE, UTTER DEVASTATION.

AND THE LITTER OF PERSONAL
POSSESSIONS, ELECTRIC WIRES,

BITS OF METAL, BITS OF BODIES
JUST STREWN EVERYWHERE.

I MEAN, YOU COULDN'T WALK,
YOU COULDN'T WALK ANYWHERE

WITHOUT THE DANGER
YOU WERE GOING TO STAND

ON A PART OF A HUMAN BEING.

I STILL HAVE NIGHTMARES
ABOUT THIS,

EVEN THOUGH IT'S 33 YEARS AGO.

Narrator:
OFFICIALS FROM THE FRENCH
ACCIDENT INVESTIGATION BUREAU

ARE QUICKLY ON THE SCENE.

Michel Vigier:
MY FIRST JOB WAS TO EVALUATE

THE SCOPE OF THE WRECKAGE

AND TO BEGIN THE FIRST
INVESTIGATION ON THE SPOT.

AT FIRST I WAS UNABLE
TO KNOW WHAT HAS HAPPENED.

I WAS JUST SEEING
THAT A TERRIBLE CRASH

HAS OCCURRED, AND THAT
IT WILL BE A VERY HARD WORK

FOR THE INVESTIGATORS.

Narrator: DESPITE THE ENORMOUS
FORCE OF THE CRASH,

THE BLACK BOXES,
MADE OF THREE LAYERS

OF HARDENED STEEL
AND INSULATION, SURVIVE.

THEIR CONTENTS COULD PROVIDE
VALUABLE CLUES ABOUT THE CRASH.

Eddy: MOST OF THE SPECULATION

WAS THAT IT MUST HAVE BEEN
A BOMB, BECAUSE, YOU KNOW,

YOU GOT AN ALMOST BRAND NEW,
VERY POWERFUL AIRPLANE

FLYING IN CLEAR BLUE SKY,

AND IT GETS TO 12,000 FEET
AND FALLS OUT OF IT.

Narrator: INVESTIGATORS
ARE CALLED TO A FIELD

NINE MILES FROM THE CRASH SITE.

THEY FIND A PIECE OF FUSELAGE

AND TWO ROWS OF SEATS
FROM THE DC-10.

SOMEHOW THEY FELL FREE
OF THE AIRLINER

BEFORE THE REST OF THE PLANE
SMASHED INTO THE FOREST.

WHEN INVESTIGATORS ARRIVE,
THE BODIES OF THE PASSENGERS

WHO WERE IN THE SEATS
HAVE ALREADY BEEN REMOVED.

WHEN RELATIVES OF THOSE WHO DIED
IN THE CRASH ARRIVE IN FRANCE,

THEY'RE DIRECTED TO A SMALL
CHURCH IN THE TOWN OF SENLISE.

Eddy: ONE OF THE SADDEST SIGHTS
I'VE EVER SEEN

IS IN THIS CHURCH.

THEY LAID OUT ON TABLES
EVERYTHING THEY'D FOUND,

YOU KNOW, CLOTHING, POSSESSIONS,
TEDDY BEARS, RINGS, WATCHES.

AND THEN RELATIVES WHO WANTED TO
WERE ALLOWED TO COME

AND WALK AROUND
THESE TRESTLE TABLES

WITH ALL THE STUFF LAID OUT.

Wheal: THEY PRODUCED
A LITTLE PACKET

WITH MY WIFE'S WEDDING RING,
AND RINGS, ENGAGEMENT RING.

IT WAS ALL PRETTY BATTERED UP,

SO YOU CAN IMAGINE THE THOUGHTS
THAT WENT THROUGH MY MIND.

Narrator: SINCE THE ACCIDENT
INVOLVES AN AMERICAN PLANE,

THE NTSB'S CHUCK MILLER
JOINS IN THE INVESTIGATION.

FOR THE SECOND TIME IN TWO YEARS

HE'S DEALING WITH A PROBLEM
WITH THE DC-10.

Eddy: I DON'T BELIEVE THAT
MILLER SUSPECTED FOR ONE MOMENT

THAT THE DOOR HADN'T BEEN FIXED
AFTER WINDSOR.

Narrator: BUT IT BECOMES CLEAR
THAT THE PIECE OF FUSELAGE

FOUND IN FRANCE IS IN FACT
THE PLANE'S REAR CARGO DOOR.

IT SEEMS LIKE A REPEAT
OF THE WINDSOR ACCIDENT.

MILLER IS LEFT WITH
A HAUNTING QUESTION--

WHY HADN'T THE PROBLEM
BEEN FIXED?

Eddy: WHEN HE SAW THE DOOR,
OF COURSE,

SAW THAT IT HADN'T BEEN DONE,
THE FIX HADN'T BEEN MADE.

THAT'S WHEN I THINK HIS ANGER
BECAME VERY, VERY STRONG INDEED.

Narrator:
MILLER TAKES AN UNUSUAL STEP.

ALTHOUGH THE OFFICIAL
INVESTIGATION IS JUST BEGINNING,

HE GIVES JOURNALIST PAUL EDDY
AN IMPORTANT TIP.

Eddy: I SAID,
"HAVE YOU GOT ANY IDEAS

WHAT MADE THE DOOR COME OFF?"

AND HE SAID, "YEAH.

IF I WERE YOU I'D GO LOOK AT A
PLACE CALLED WINDSOR, ONTARIO."

Miller: HELLO.

I'M CHUCK MILLER.

Narrator:
MILLER SHARES HIS SUSPICIONS

WITH FRENCH INVESTIGATORS.

Vigier: WE HAVE ASKED FOR THE
REPORT ON THE WINDSOR ACCIDENT,

AND OUR AMERICAN COLLEAGUES
WERE ALSO VOLUNTEERS

TO GIVE US A LOT OF DETAILS.

Miller: NOW WE HAD
AN AMERICAN AIRLINES FLIGHT

FROM DETROIT TO BUFFALO
HAVE ITS CARGO DOOR BLOW OFF.

Narrator:
AFTER ALL THE WORK DONE

DURING THE AMERICAN AIRLINES
INVESTIGATION,

HAD SOMETHING BEEN OVERLOOKED?

WITH THE INFORMATION
FROM CHUCK MILLER,

FRENCH INVESTIGATORS
TAKE A CLOSER LOOK

AT THE PLANE'S CARGO DOOR.

THEY MAKE A SHOCKING DISCOVERY.

THERE IS NO NEW PROBLEM--

IT'S JUST LIKE
THE AMERICAN AIRLINES CASE

ALL OVER AGAIN.

THE LATCHES THAT ARE SUPPOSED
TO HOLD THE CARGO DOOR CLOSED

AREN'T LOCKED.

AND SINCE TWO ROWS OF SEATS
WERE SUCKED OUT OF THE DC-10

OVER PARIS, IT'S CLEAR THAT THE
FLOOR OF THE PLANE COLLAPSED,

JUST AS IT HAD OVER WINDSOR.

Pilot: IT LOOKS LIKE
WE'RE GOING TO HIT THE GROUND!

[TAPE REWINDING]

Co-pilot: I CAN'T BRING IT UP!

SHE DOESN'T RESPOND!

Narrator: IN FACT,
WHEN INVESTIGATORS LISTEN

TO THE COCKPIT VOICE RECORDER...

Pilot: 7,000 FEET!

Narrator: ...THEY FIND THAT
THE TURKISH FLIGHT CREW

HAD EVEN LESS CONTROL
OF THEIR PLANE

THAN THE CREW OF
AMERICAN AIRLINES FLIGHT 96.

McCormick: WE NEED TO GET DOWN
AND MAKE AN APPROACH.

Whitney:
I THINK IT'S GOING TO FLY.

Narrator: OVER WINDSOR,
BRYCE McCORMICK

WAS ABLE TO RECOVER HIS PLANE
AND LAND IT.

BUT IN PARIS, ALL THE HYDRAULIC
SYSTEMS WERE DESTROYED.

Pilot: HYDRAULICS?

Co-pilot: WE'VE LOST IT!

Narrator: THE HYDRAULIC FLUID
HELPS CREWS MOVE THE RUDDER

AND ELEVATORS ON THE TAIL.

NOT BEING ABLE TO CONTROL THEM

MEANT THE CREW COULDN'T KEEP
THEIR PLANE IN THE SKY.

Nance: THE BASIC PROBLEM WAS THE
PARIS FLIGHT WAS MUCH HEAVIER

IN TERMS OF THE NUMBER
OF PEOPLE ON BOARD.

THE FLOOR, WHEN IT COLLAPSED,

COLLAPSED WITH SUCH A TREMENDOUS
AMOUNT OF PRESSURE

THAT IT LITERALLY SEVERED
ALL THE CABLES AND CONTROLS

TO THE BACK.

THEY HAD NO HOPE
AFTER THAT POINT.

Man: DO YOU AND EACH OF YOU
SOLEMNLY SWEAR...

Narrator:
SHORTLY AFTER THE CRASH OF
TURKISH AIRLINES FLIGHT 981,

CHUCK MILLER IS BACK
IN THE UNITED STATES.

Senator: OUR FIRST WITNESS THIS
MORNING IS MR. C.O. MILLER,

DIRECTOR OF THE BUREAU OF
AVIATION SAFETY OF THE NTSB.

Narrator: THIS TIME,
HE'S FACING QUESTIONS

FROM AMERICAN SENATORS.

Senator:
WHEN DID YOU FIRST LEARN

OF POTENTIALLY CATASTROPHIC
DESIGN DEFECTS...

Narrator: A SPECIAL HEARING
BEGINS TO FIND OUT

HOW A PROBLEM THAT
WAS IDENTIFIED IN 1972

COULD BRING ANOTHER PLANE DOWN
TWO YEARS LATER.

Miller: OF COURSE OUR
UNDERSTANDING UP TO THIS TIME,

THEY ALL HAD BEEN.

Eddy: WHAT YOU'VE GOT
TO NOW DISCOVER

IS WHY WASN'T THAT DOOR FIXED?

WHY WOULD A MAJOR, VENERABLE,
MIGHTY AMERICAN CORPORATION

DELIBERATELY
DO SOMETHING LIKE THIS?

Narrator:
LESS THAN A MONTH AFTER
THE NEAR-CRASH OVER WINDSOR,

THE NTSB HAD MADE TWO VERY
SPECIFIC RECOMMENDATIONS.

MILLER AND HIS INVESTIGATORS
RECOMMENDED

THAT A CHANGE BE MADE
TO THE LOCKING MECHANISM.

Miller: ENGAGE THE LEVER.

Narrator:
THEY WANTED TO MAKE SURE THAT
IT WAS PHYSICALLY IMPOSSIBLE

FOR BAGGAGE HANDLERS
TO CLOSE THE LEVER

WITHOUT THE LOCKING PINS
BEING IN PLACE.

THEY ALSO SUGGESTED THAT
VENTS BE PUT INTO THE FLOORS

OF ALL DC-10s.

THIS WOULD RAPIDLY ALLOW
THE PRESSURIZED CABIN AIR

TO EQUALIZE WITHOUT
COLLAPSING THE FLOOR.

BUT IN THE TWO YEARS
SINCE THE ACCIDENT,

NEITHER ONE OF THESE
RECOMMENDATIONS WAS IMPLEMENTED.

Eddy: IT'S THE JOB OF THE NTSB
TO DISCOVER WHAT'S HAPPENED

AND TO COME UP
WITH RECOMMENDATIONS

AS TO HOW TO PREVENT IT
HAPPENING AGAIN,

BUT IT HAS ABSOLUTELY
NO AUTHORITY TO IMPLEMENT THEM.

Nance: THE NTSB DOES NOT
HAVE REGULATORY AUTHORITY.

THEY HAVE TO TURN TO THE FAA,

AS THEY DID, AND SAY,
"WE WANT THESE THINGS DONE."

AND THAT'S WHERE
THE SYSTEM WENT WRONG.

Narrator: IF THE FAA, THE
FEDERAL AVIATION ADMINISTRATION,

ISSUES
AN AIRWORTHINESS DIRECTIVE,

PLANES ARE PULLED OUT OF SERVICE
UNTIL THE PROBLEM IS FIXED.

BUT AS SERIOUS AS THE PROBLEMS
ON THE DC-10 WERE,

NO AIRWORTHINESS DIRECTIVE
WAS EVER ISSUED.

A SO-CALLED
GENTLEMAN'S AGREEMENT

BETWEEN THE HEAD OF THE FAA AND
THE HEAD OF McDONNELL-DOUGLAS

STOPPED IT FROM HAPPENING.

Eddy: THE GENTLEMEN'S AGREEMENT
IS THE ROOT CAUSE OF PARIS.

THERE IS NO QUESTION THAT
IF AN AIRWORTHINESS DIRECTIVE

HAD BEEN ISSUED AS IT
SHOULD HAVE BEEN AFTER WINDSOR,

PARIS WOULD NOT HAVE HAPPENED.

IT WAS AN ENTIRELY
AVOIDABLE ACCIDENT.

Narrator: McDONNELL-DOUGLAS
ASSURED THE FAA

THAT IT WOULD FIX THE PROBLEM
VOLUNTARILY.

AN AIRWORTHINESS DIRECTIVE
WOULD CAST A SHADOW

ON THE STILL FLEDGLING DC-10.

Nance: THE LAST THING
IN THE WORLD YOU WANT

IS FOR THE PUBLIC
OR ANY OF THE AIRLINES

THAT ARE GOING TO BE OPERATING
THESE AIRPLANES TO THINK,

"UH-OH, MAYBE THERE ARE
SOME FLAWS IN THIS BIRD."

SO AN AIRWORTHINESS DIRECTIVE,
ESPECIALLY ONE THAT REQUIRES YOU

TO GO BACK AND
RE-ENGINEER SOMETHING

IS A REALLY HORRIFIC THOUGHT
FOR A MANUFACTURER.

Narrator: McDONNELL-DOUGLAS
DID MAKE CHANGES

TO THE WAY
THE CARGO DOOR WAS BUILT.

A PEEP HOLE WAS CUT
IN THE BOTTOM OF THE DOOR

SO BAGGAGE HANDLERS COULD SEE
IF THE LOCKING PINS HAD ENGAGED.

SEVERAL WARNING SIGNS WERE ALSO
ATTACHED TO THE PLANE'S DOOR.

THE COMPANY ALSO MADE
OTHER CHANGES TO THE DC-10.

THESE INCLUDED INCREASING
THE LENGTH OF THE LOCKING PINS

AND ATTACHING A PLATE
TO THE INSIDE OF THE DOOR.

THIS PLATE WOULD MAKE IT
PHYSICALLY IMPOSSIBLE

TO PUSH DOWN THE LEVER IF
THE DOOR WASN'T PROPERLY LOCKED.

BUT EACH OF THESE PROPOSED FIXES
HAD ITS OWN PROBLEM.

MANY BAGGAGE HANDLERS
DIDN'T KNOW

WHAT THE SMALL WINDOW
IN THE DOOR WAS FOR.

AND THE BAGGAGE HANDLER IN PARIS
READ AND SPOKE THREE LANGUAGES,

BUT NOT ENGLISH,
THE ONLY LANGUAGE

IN WHICH THE WARNING SIGNS
WERE WRITTEN.

THE SUPPORT PLATE THAT
WAS SUPPOSED TO BE INSTALLED

IN THE DOOR WAS NEVER
ATTACHED TO THE JET

THAT CRASHED IN PARIS.

PAPERS CONFIRMING THE COMPLETION
OF THE WORK ARE ALSO UNCOVERED.

BUT NO MATTER WHAT
THE PAPER TRAIL SAYS,

THE FIX WAS NEVER MADE.

Eddy: AGAIN, THE PROBLEM IS
YOU DON'T HAVE

AN INDEPENDENT FAA INSPECTOR
COMING ALONG TO SET,

TO LOOK AND SEE,
AND THEN PUT HIS STAMP ON IT.

BECAUSE IT WASN'T
AN AIRWORTHINESS DIRECTIVE.

Narrator: BUT THE TRAGIC STORY
OF THE DC-10 HASN'T ENDED,

THERE'S STILL ONE MORE
SURPRISE IN STORE.

Narrator: IT'S 1974,

AND AN UNPRECEDENTED
SERIES OF LAWSUITS

ARE FILED AGAINST
McDONNELL-DOUGLAS.

THE FAMILIES OF THOSE
WHO DIED NEAR PARIS

WANT SOMEONE HELD RESPONSIBLE.

Wheal: AS TIME WENT BY,
I LEARNED MORE AND MORE

ABOUT WHAT ACTUALLY HAPPENED,

AND REALIZED THAT
IT WAS NOT AN ACCIDENT,

AS WE WOULD CALL AN ACCIDENT.

IT WAS TOTALLY AVOIDABLE.

MY GOAL WAS TO
EXPOSE THESE PEOPLE.

Narrator: IN THE WEEKS
LEADING UP TO THE TRIAL,

LAWYERS ALONG WITH
JOURNALIST PAUL EDDY

HAVE ACCESS TO THE HISTORY
OF THE DC-10's DEVELOPMENT.

Eddy: SOMEBODY GAVE US
A KEY TO THE DEPOSITORY

WHERE THE DOCUMENTS WERE,
AND SO AT NIGHT WE WOULD GO IN,

AND THEN HAD A HUGE ACCUMULATED
PILE OF DOCUMENTS TO GO THROUGH,

IN ORDER TO FIND OUT
WHAT THEY'VE BEEN UP TO.

Narrator: EDDY MAKES
AN INCREDIBLE DISCOVERY.

A MEMO WRITTEN BY DON APPLEGATE,

THE DIRECTOR OF PRODUCT
ENGINEERING FOR CONVAIR--

THE COMPANY WHO HAD
BUILT THE CARGO DOOR

FOR McDONNELL-DOUGLAS.

Eddy: I THINK THE POINT
WHEN WE KNEW WE GOT THEM

WAS THE APPLEGATE MEMORANDUM
THAT SPECIFICALLY PRE-WARNED

THIS WOULD HAPPEN.

Narrator: THE MEMO IS A DAMNING
INDICTMENT OF THE CARGO DOORS

THAT WERE BEING MADE
FOR THE DC-10,

AND THE LACK OF VENTING
IN THE CABIN FLOORS.

IT WARNS THAT
IT'S ONLY A MATTER OF TIME

BEFORE THERE'S A MAJOR DISASTER
INVOLVING THE DOORS.

THE MEMO, WRITTEN JUST WEEKS

AFTER THE NEAR-DISASTER
IN WINDSOR,

RECOMMENDS
THAT IMMEDIATE CHANGES

BE MADE TO THE DC-10 CARGO DOOR.

Eddy: YOU KNOW YOU'VE GOT THEM.

YOU KNOW YOU'VE GOT THEM,
BECAUSE YOU KNOW THEY KNEW.

Narrator: DURING THE COURT CASE,
ANOTHER CHILLING FIND IS MADE.

NOT ONLY DID McDONNELL-DOUGLAS
KNOW ABOUT THE PROBLEM

AFTER WINDSOR, THEY KNEW DURING
THE DEVELOPMENT OF THE DC-10.

FOUR YEARS BEFORE THE PARIS
CRASH, TWO YEARS BEFORE WINDSOR,

THE CARGO DOOR FAILED
DURING A PRESSURE TEST.

THE COMPANY KNEW
THERE WAS A PROBLEM.

BUT THE FUNDAMENTAL DESIGN
OF THE DOOR STAYED THE SAME.

Wheal: I COULD NOT BELIEVE
THAT A LARGE CORPORATION,

McDONNELL-DOUGLAS AT THE TIME,
COULD DO SUCH A THING.

COULD RISK OUR LIVES,
ORDINARY PEOPLE'S LIVES,

FOR THE SAKE OF MONEY.

Nance: WELL, IN AVIATION IT'S
CALLED TOMBSTONE TECHNOLOGY.

IN OTHER WORDS, WE ALWAYS
HAVE THE BALANCE OF MONEY.

AND UNFORTUNATELY,
OVER THE YEARS IT HAS BEEN TRUE

MORE TIMES THAN NOT
THAT WE HAVE HAD TO WAIT

UNTIL WE HAD ENOUGH PEOPLE DIE
IN AN ACCIDENT TO SAY,

YOU KNOW, WE REALLY ARE GOING

TO HAVE TO SPEND
THE MONEY OVER HERE.

Narrator: THE APPLEGATE MEMO
AND OTHER INFORMATION

COMES OUT DURING THE COURT CASE.

A COURT CASE WHICH LEADS TO
ONE OF THE BIGGEST SETTLEMENTS

IN THE HISTORY OF AVIATION.

McDONNELL-DOUGLAS PAID
OVER $80 MILLION IN DAMAGES.

AFTER THE PARIS CRASH,

FOOLPROOF CHANGES WERE FINALLY
MADE TO THE DC-10 CARGO DOOR.

AND THIS TIME
NOTHING WAS LEFT TO CHANCE.

THE FAA ISSUED AN AIRWORTHINESS
DIRECTIVE THAT ENSURED

THE DOORS WOULD NEVER AGAIN
OPEN IN MID-AIR.

AND IT WORKED.

AFTER PARIS, THERE WASN'T
ANOTHER SERIOUS INCIDENT

INVOLVING THE CARGO DOORS
ON A DC-10.

BUT THE PLANE'S HISTORY--

AND AN INTENSELY COMPETITIVE
INDUSTRY--DID HAVE AN IMPACT.

McDONNELL-DOUGLAS SOLD
FAR FEWER COMMERCIAL DC-10s

THAN IT HAD ONCE HOPED FOR.

EVENTUALLY, McDONNELL-DOUGLAS
ITSELF DISAPPEARS.

THE COMPANY WAS BOUGHT
BY BOEING IN 1996.

IN THE FOREST OUTSIDE PARIS,
A MONUMENT NOW STANDS

HONORING THOSE WHO WERE KILLED
ON FLIGHT 981...

A PERMANENT REMINDER OF ONE
OF THE MOST DISTURBING CRASHES

IN THE HISTORY OF AVIATION.

Wheal: YOU NEVER FORGET.

I'VE GONE ON TO LEAD MY LIFE
FOR 30-ODD YEARS.

BUT I'VE NEVER FORGOTTEN.

PEOPLE TO THIS DAY
THINK IT WAS AN ACCIDENT,

AND IT WASN'T.