All language subtitles for Air.Disasters.S07E08.Fog.Of.War.1080p.PMTP.WEB-DL.DDP5.1.H.264-maldini_track3_[eng]

A 737 is in trouble.

The pilots are blinded by rain.

In the cabin are
government officials

and influential businessmen.

The crash of IFO-21
shocks the world.

Did a final act of war
bring the plane down?

The White House
demands answers.

This was no ordinary
flight, but a military jet

carrying American politicians.

When the investigation
is over, the Air Force

itself is held responsible.

Ladies and gentlemen...

We've lost both engines.

Put the mask
over your nose.

Emergency descent.

Mayday! Mayday!

Brace for impact!

I think I lost one.

It's gonna crash!

Wednesday,
April 3rd, 1996.

A raw spring day near the
city of Dubrovnik, Croatia.

Rain pelts the runway
at the city's airport.

A small group of diplomats
hurries through the storm,

trying to keep dry.

They're part of a delegation
that's just touched down.

Among them, the
Croatian prime minister

and the American ambassador
to the region, Peter Galbraith.

The flight into Dubrovnik

was a scary flight.

We couldn't see anything at all.

At that point, I'd been
ambassador to Croatia

for nearly three
years, and I'd done

a lot of shuttle diplomacy.

And it certainly was one
of the most uncomfortable.

The weather that
made Galbraith's landing so bad

isn't letting up.

In fact, commercial
flights into Dubrovnik

have been canceled.

But the ambassador
and the others

aren't waiting for
a commercial flight.

They're here to greet
IFO-21, a US Air Force jet

on a delicate mission.

The plane is a
specially designed 737.

The Air Force has a
small fleet of these jets

to transport high profile
guests around the world.

The cabin has everything needed
to do business and politics

33,000 feet in the sky.

Today, the cabin is filled
with what the military calls

DVs, distinguished visitors.

This group is led by
United States Secretary

of Commerce Ron Brown.

Ron Brown was a very smooth,

capable individual.

He was a Washington insider.

And he had all the
skills that go with that.

Brown is a star
in the Democratic party.

I obviously will do
everything that is proper...

He played an
important role in getting

Bill Clinton elected president.

Under Clinton,
Brown was appointed

the first African-American
commerce secretary

in the country's history.

The United States
companies that are here today

are eager to engage in
dialogue with government

and business leaders,

and more importantly,
to do business.

Today, that job has
taken Brown to one of the most

troubled areas in the world.

For four years,
civil war ripped

Bosnia and Croatia apart.

But just a few months ago,
an uneasy peace began.

As commerce secretary,
Brown is helping

to rebuild the local economy.

The philosophy behind it

was that the peace would not

be durable unless there
was economic progress

in the region, that that was
really critical to the peace.

Brown's three-day
tour started that morning

in Tuzla, Bosnia,
where the group toured

an electrical plant
and ate hamburgers

with American troops
stationed there.

Being a former
Army man myself,

I know what being away
from home is like.

So we thought we would bring
a little bit of home to you.

The final
stop on today's tour

is the ancient coastal
city of Dubrovnik.

Before the war, it was a vital
part of the country's

tourism industry.

It was my idea

that Ron Brown
should go to Dubrovnik.

The Croatians were very
eager to get the word out

that Dubrovnik
was still standing

and that it was still
a tourist destination.

So I thought it would be
very useful to have Ron Brown

and the delegation go there.

But on this
damp day, Dubrovnik is not

at its best or even visible.

Fog presses down from the
sky, obscuring the city and

the beautiful Adriatic Coast.

On approach to
Dubrovnik is IFO-21.

Its pilot is Captain
Ashley J. Davis.

His colleagues call him AJ.

Departure, IFO-21.

From the cockpit,
Davis can see some clouds

ahead that he wants to avoid.

Come left here,

just a couple of miles
from build-up.

IFO-21,
this is approved as requested.

Climb and maintain
flight level 160.

Up to 160 now.

IFO-21.

It's 2:00
in the afternoon.

AJ Davis and his crew have
been on the go since dawn.

While the cabin of this
plane is built for comfort,

the cockpit
is virtually identical

to a standard issue 737.

AJ Davis grew up in
Baton Rouge, Louisiana

and dreamed of being a pilot.

He made it and has
been in the front line

of American military efforts.

In the past, he flew
mid-air refuelers

high above the Persian Gulf.

But now, he pilots diplomats
and other officials

from around the world.

It means a lot of
traveling and a lot

of time away from his wife
and two children at Ramstein,

an American base in Germany.

According to the
Air Force ranks,

Shelly Kelly is a
technical sergeant.

Today on IFO-21, her main job
is to make sure the passengers

have everything they need.

Mr. Secretary,
something to eat?

No, no.
Thank you.

I was wondering how
our time is looking.

The
diplomats are expected

to arrive in Dubrovnik
by mid-afternoon,

but they've been
running late all day.

But I can check to find
out for sure if you'd like.

Yeah.
Thank you.

Early would be good.

As the
plane nears Dubrovnik,

AJ Davis calls the
United States Air Force

Weather Service for an update.

Metro, IFO-21, have a copy?

Over.

IFO-21, copy loud and clear.

Weather for Lima Delta
Uniform as follows.

Rain, sky conditions
500, broken.

That would be ceiling.

How well do you copy?

Metro, IFO-21 copies.

Yeah.

We've been in it all day.

Only four months
after a peace treaty

was signed, the skies over
this part of the world

aren't guaranteed
to be friendly.

Planes are still required
to fly in certain highly

restricted lanes.

While he is aware there
are flight restrictions, Davis,

has never flown in this
part of the world before.

As he nears the
Croatian border,

he gets an unexpected warning.

IFO-21,
this is Magic-51.

Magic is the call
sign for the peacekeeping

airborne early warning
aircraft that watches

air corridors
like a traffic cop.

Be advised you are
leaving an approved corridor.

Please reroute immediately.

Davis
isn't off course.

He's flying the exact
route he had planned.

But without knowing it,
Davis and his plane

are flying out of
approved airspace.

They're flying into potentially
dangerous territory.

Repeat.

You're leaving an
approved corridor.

Reroute.

Roger, Magic.

Our error.

Rerouting now to
proper corridor.

Over.

The second time today.

The approved
corridors do change.

And Davis and his crew
should have been informed.

To stay on an approved
course, Davis will

have to swing out to the west.

It's an embarrassing
situation that's

going to cost them time.

Shelly. AJ.

We've been directed to reroute.

We'll be arriving about 15
minutes late at Dubrovnik.

Apologies to all back there.

Ladies and gentlemen, could
I have your attention please?

Unfortunately, there will be
a slight delay on our arrival

into Dubrovnik.

DVs aren't going
to be happy at all.

That weather will probably
slow us down even more.

Outside his
plane, the heavy rain

continues to crash down.

Flying toward an
unfamiliar airport

with a cabin full
of businessmen

and diplomats, Davis has
a difficult task ahead.

As IFO-21 approaches
the airport,

the rain isn't letting up.

But the
crew is dealing with more

than just bad weather.

A recent civil war
has taken a heavy toll

on Dubrovnik's airport.

It had been closed
for several years

and is waiting for
a new landing system.

The airport
was totally trashed

by the Serbs who had
taken over the airport

during the '91 war.

And they really went out of
their way for the destruction.

They destroyed the
instrument landing system.

The new one was on order.

Around
the world, airports

use sophisticated technology to
help planes take off and land.

Doppler radar warns
of incoming storms.

Glide slopes help pilots
stay on course to land.

The devastated Dubrovnik
airport has none of that.

It doesn't even have radar
to see the planes that

are coming in for landing.

Instead, the airport
is using so-called

non-directional
beacons to guide

planes toward the runway.

In the aviation world,
it's ancient technology.

The system in Dubrovnik has two
beacons on the ground, which

send out signals to the plane.

When the crew
receives the signals,

they consult their charts
and follow the course that

will take them to the airport.

The crew of IFO-21
is still waiting

to hear the first
signal when they

get a call from the ground.

9A-CRO to IFO-21.

IFO-21, I read
you, 9A-CRO, over.

Another
plane, this one

carrying Ambasaddor
Galbraith, had touched

down earlier in Dubrovnik.

The pilot of that plane is
an experienced flier who is

very familiar with the area.

He wants to let the crew
know what to expect.

IFO-21, we landed
about an hour ago.

The weather was at minimum.

Suggesting diverting to
Split if you have to execute

the missed approach, over.

Roger, 9A-CRO.

We read you.

Out.

Diverting wouldn't
be welcome news for the members

of the trade delegation.

The pressures to get
the passengers to scheduled

news conferences
and other activities

were probably pretty high.

As Davis
closes in on the airport,

the Dubrovnik
tower calls again.

IFO-21, report level.

IFO-21, 5,000.

IFO-21, roger. Descend to 4,000.

Report Kilo Lima Papa.

Down to 4,000, IFO-21.

Sir. Thank you.

Flying above
the storm, the crew

finally hears the radio
signal from the first beacon.

Hey, AJ. At Kilo Lima Papa,
we're tracking

outbound at 119 degrees.

119 confirmed.

Mr. Secretary, we're landing.

We'll take this
up later, Adam.

It sounds
very broken up down there.

I can't see through it.

Tim?

The clouds are thick.

The crew can't see the ground.

They have to trust their
instruments as they

descend through the storm.

IFO-21.

Sir, we are inside
the locator, inbound.

IFO-21, roger.

Cleared for beacon approach.

Runway, please go on.

IFO-21.

AJ Davis flies blind
through heavy rain and

cloud cover.

He expects to see
the airport any second.

Pull up! Pull up!

IFO-21, do you read?

Just before
3:00 in the afternoon,

Dubrovnik tower loses
all contact with IFO-21 .

IFO-21, Dubrovnik
approach, do you read?

IFO-21, do you read?

Without an approach
radar to track the plane,

controllers have
no idea where it is.

Perhaps the plane has
diverted to another airport.

IFO-21, do you read?

But as
the minutes stretch on

with no word from
the American plane,

local controllers
are taking no chances.

Initiate emergency
procedures.

Near the end of our shift,
we heard about the possibility

of a missing plane.

We didn't know
who was on the plane.

We had no details
about the flight.

For situations like this,
there is a certain procedure.

And we just waited
for more information.

Peter Galbraith
is waiting at the airport

with Croatia's prime minister.

It was clear from my
own flight in that this

was a very marginal landing.

I did not expect
them to attempt

the landing in Dubrovnik.

The Croatian prime
minister came up to me,

and pulled me
aside, and he said,

we've lost radio contact
with Ron Brown's plane.

I got the State Department
Operations Center

on the phone.

And he asked to activate
the US military to start

search and rescue activities.

Word goes
out to the chain of

air traffic control centers.

But no one has had
any contact with IFO-21.

The search and rescue
effort focuses on the approach

to the airport.

Perhaps the plane had
ditched into the Adriatic.

At the time, I
was about 100 miles away.

I was in Brindisi, Italy.

We launched two of
our MH-53 helicopters

with Special Tactics
Air Force personnel

on board, headed to Dubrovnik.

For hours,
there is no sign

of the missing aircraft.

The weather conditions
are getting worse.

Fog was in.

Thunderstorms in the area.

Low visibility.

IFO-21, Dubrovnik
approach, do you read?

IFO-21 has a CPI,

or Crash Position Indicator
on board.

IFO-21, do you read?

If the
plane went down,

the CPI should be sending out
an ultra high frequency signal.

But the Dubrovnik Airport,
as well as lacking radar,

does not have the equipment
to pick up the signal.

IFO-21, Dubrovnik
approach, do you read?

IFO-21, do you read?

IFO-21, do you read?

As the hours
pass, poor visibility

frustrates the searchers.

They
arrived off the coast,

and they were over water
looking for the crash.

Hours
after the plane disappears,

police respond to a tip.

A local villager has
seen something on the hill

above his house.

It's a long way
from the coast where

the search is concentrated.

We went up
with two vehicles

to check the mountains.

The weather was
extremely horrible.

Strong rain and thick fog.

So we went on foot for about
an hour up that mountain.

Then we came close.

It's almost 7:30 at night,

4 and 1/2 hours after the crew
called for clearance to land.

The crash of IFO-21
is finally confirmed.

The news races from
Dubrovnik to America.

The crash site has been
reached by Croatian police.

And I've just received
word that there's

also a Croatian
doctor on the scene.

The tail section
is the only substantial piece

of IFO-21 that's left.

Debris and bodies are
scattered across the mountain.

Then almost
miraculously, police

make a heartening discovery.

Inside the tail section,
they find a survivor.

It's Technical
Sergeant Shelly Kelly.

As we
arrived at the tail section,

one policemen went
inside and found

the body of a stewardess,
and he tried to help.

That was our hope.
We wanted to help.

We wanted to save every life,
and hers was our chance.

We were counting on it.

In the
darkness, they realize

that Kelly needs immediate
medical attention

if she's going to survive.

Enormous rocks and
treacherous conditions

make the wreck site
difficult to reach.

On top of the hill,
the weather is

making it impossible
for helicopters to land.

Emergency workers can't wait
for the weather to clear.

They have to get
Technical Sergeant Kelly

off the mountain immediately.

She has a broken spine and
several other severe injuries,

but if she can be kept alive,
rescuers hope she can shed

some light on what went wrong.

With Kelly off the
mountain, the search for other

survivors continues.

Finally, in the
darkness, rescue workers

find the body of Ron Brown,
the US commerce secretary.

In fact, as rescuers continue
to comb the hillside,

all they find are bodies.

AJ Davis and the
rest of the crew

were probably killed instantly.

All the other members
of the trade delegation

are also killed.

As dozens of emergency workers
continue their grim search,

a call comes from Dubrovnik.

Technical Sergeant
Shelly Kelly is

pronounced dead in
the ambulance en route

to the hospital.

No one has survived
the crash of IFO-21.

Once we realized
there were no survivors,

the mission changes.

There's no one to rescue.

Now, you have to
recover remains.

By dawn,
the weather has improved.

Peter Galbraith gets his first
glimpse of the crash site.

We walked up the mountain.

The weather was
somewhat better.

And near the top, there was
the fuselage of the plane,

rear part of it, and
debris all over the place.

And then on the other side
of the ridge were the bodies.

There's nothing
in the world that

compares to a plane crash.

One thing that my
folks did on the mountain

and then down in
Dubrovnik is they

did this with
dignity and respect.

I thought it was done
exceptionally well.

Ladies and gentlemen,
the vice president,

and the first lady,
and the members of cabinet,

and I wanted to come here
to be with the employees

of the Commerce Department
at this very difficult hour.

Hillary and I have just
come from Ron Brown's home,

visiting with Alma and
Michael and their family

and friends who are there.

As the truth sets
in, the hard questions begin.

How had a specially
redesigned US Air Force 737

crashed on
a hillside in Croatia?

Was it simply bad weather,
or in a war-ravaged

part of the world,
was there another cause?

Purpose of the accident
investigation team,

I can guarantee you that
they will be extremely

thorough in their analysis
in trying to determine

the causes of this accident.

Because
of the high profile

nature of the
passengers, rumors

begin swirling immediately.

Howard Swancy is one
of dozens of experts

assigned to the team.

In every accident,

there's
always a lot of speculation.

In this particular case,
you had a high-ranking

US government official.

And so by the time we had
even got to the crash site,

there was just quite a bit
of media attention around it.

There were fragments,
pieces of aircraft

miles away from the wreckage.

So my idea was to
get as much information

or collect as much artifacts
or physical evidence as I could.

Right from the start,
the investigation team

is at a disadvantage.

They discover that
there was no cockpit

voice recorder or flight
data recorder on the plane.

What is standard
for passenger jets

is not required
in the Air Force.

I had assumed

that the Air Force
and these VIP flights

had higher safety standards
than commercial flights.

And so I was really
shocked to learn

that the standards were
generally lower than those

for commercial aviation.

Without the standard
tools, investigators can't

afford to overlook anything.

The wreck is almost two
miles from the airport.

How did a trained crew
get so far off course?

As Swancy examines
the wreckage,

Nelson Sponheimer is brought
in to look at other evidence.

An expert in aerial navigation,
he plots the plane's

doomed final minutes.

To trace the last
moments of the flight,

he turns to the sky and
the US Air Force radar plane

which had
been patrolling the region.

IFO-21, this is Magic-51.

Be advised, you're leaving
an approved corridor.

Please reroute immediately.

Rerouting now to
proper corridor, over.

Apart from heading
out of approved airspace,

Sponheimer finds nothing
unusual about the plane's

flight, until the end.

The last segment of
the flight, beginning

almost 12 and 1/2 miles from
the airport, is different.

On their final
approach, the plane

begins to head off course.

They start flying in a
straight line, which heads

right into the mountains.

My initial look

at the flight track of the
aircraft showed

a 7-degree bearing error in the
final segment of the approach.

A small
error when traveling

at hundreds of miles
an hour could quickly

lead to an enormous problem.

But why would the plane get off
course at the end of the trip

if the rest of the flight showed
no major navigational problems?

Even in bad weather, how
had the crew become so lost?

Experts question
whether the airport's

outdated navigational equipment
may be partly to blame.

Two separate
navigational beacons are

used for landing in Dubrovnik.

The first is located on
nearby Kolocep Island.

It transmits a specific
Morse code signal to make

it easily identifiable.

When they hear it,
all Davis and his crew

need to do is fly
a heading specified

on their landing charts.

If they do, they
should eventually

arrive at the airport.

The second beacon
is the inner marker,

which lets pilots
know that they

need to be able
to see the runway

to continue the approach.

Otherwise, they must declare
a missed approach and circle

around to try landing again.

In fact, the plane that
brought Peter Galbraith

to Dubrovnik just
minutes before IFO-21

only landed on its
second attempt.

IFO-21.

I read you, 9A-CRO.

Over.

Suggesting diverting
to Split if you have

to execute the approach, over.

Roger.

9A-CRO, we read you.

Out.

But after studying
the equipment,

Sponheimer doesn't believe it
played a role in the crash.

Both the non-directional
beacons were found to be

operating normally by
flight tests within

a few days after the accident.

There are
bizarre rumors of an even

more sinister theory.

Perhaps Davis was following
a decoy beacon put

in the mountains
on purpose, but

such an elaborate
scheme would be

nearly impossible to pull off.

No evidence is ever
found of a decoy beacon.

The investigation continues.

In the wreckage of
the Air Force flight,

investigators discover an
important piece of the puzzle.

The plane's ADF or Automatic
Direction Finder is recovered.

It appears to be working,
but only one of the units

had been installed in this jet.

To perform a proper
landing in Dubrovnik,

a plane requires two ADFs.

The device listens to
the signals put out

by the land-based
beacons, but it can

only listen to one at a time.

We're still not past it.

I'm tuning back to KOP.

Flying with
only one ADF, the crew

can listen either to
the outer beacon at Kolocep

or the inner beacon
at the airport,

but both beacons are needed
for a proper approach.

That would have
required two ADF receivers

in the aircraft,
which the accident aircraft

had only one.

And only having
one ADF restricted

their ability to follow
the approach accurately.

I got CV.

We're still not past it.
I'm tuning back to KLP.

By quickly
tuning back and forth

between the two beacons,
the crew can use one ADF

to listen to two signals.

But it would have added
stress to an already

difficult landing.

The Air Force jet wasn't
adequately equipped to land

at this airport.

They're talking
in a very short time span

of making the approach.

It's going to become
rather difficult

in trying to dial both
to keep listening to the code

if you're also trying to search
for your course and headings.

As he continues to
study the path that IFO-21

took, Nelson's Sponheimer
focuses on an S-shaped curve

in the plane's flight.

It's the sort of
path a plane would take

when looking for a signal
from a non-directional beacon.

But just when the crew

should be looking
for the beacon signal,

the S turns disappear.

About 2 or 3 miles

inside the final approach fix.

For the next 7 or 8, 9
miles, the flight track

is perfectly straight.

Instead of trusting
the navigational system that

was in place, even
though it was primitive,

the crew suddenly
seems to give up.

And Sponheimer
thinks he knows why.

Fighting heavy rain and hampered
by a single direction finder,

Sponheimer believes the crew

turned to a newer
technology called INS,

or Inertial Navigation System,
to find the runway.

But INS is an en route
navigational system

and should not be used
for airport approach.

An INS system

uses gyroscopes to maintain
an awareness of how much

the airplane turns and banks.

After entering a
specific geographical position

at the beginning of a flight,
an inertial navigation system

tracks all the
turns a plane makes.

It's a self-contained
system on the aircraft,

but there is a potentially
enormous problem.

If the gyroscopes
don't perfectly

calculate every single
maneuver of the plane,

a pilot can be off course.

It sounds very
broken up down there.

I can't see through it.

Tim?

The crew
might have thought

that switching to
this system would

help them find their way.

But in this case, it
might have put the plane

dangerously off course.

INS drift in this case
was probably, in my view,

the primary reason the
aircraft ended up where it was.

Investigator
Howard Swancy

examines the Jeppesen approach
chart the crew was using

as they attempted to land.

Hampered by poor
visibility and relying

on the inertial
navigation system,

their charts would
have been a key aid.

But when he takes
a closer look at it,

he notices something peculiar.

A key figure.

The minimum descent
altitude isn't accurate.

The minimum descent altitude
is the height where pilots must

be able to see the airport.

If you can't see
it at that height,

you have to abort the landing.

Each country has
a responsibility

of developing these
procedures and then publishing

information, so that
other nationalities,

as well as their own aircrews,

can fly
those approach procedures.

Swancy discovers
that the minimum descent

altitude on the
chart doesn't meet

American aviation standards.

Given the mountainous
terrain,

it should have been
over 2,800 feet,

but the chart
the crew was using

showed it was just
over 2,100 feet.

It means that the crew could
have flown almost 700 feet

lower than experts
in the US thought

was safe without having
to abort the landing.

Combined with
the other problems

the crew is dealing with,
the non-standard chart

sealed their fate.

Struggling to find
the airport,

they were straining to see
through the clouds,

assuming they were still
safely above the mountains.

Pull up!

Pull up! Pull up!

But why wasn't
an Air Force jet properly

equipped to land in Dubrovnik?

And why didn't the crew
have the right landing charts

that would have made
this difficult flight safer?

To discover why the
crew was attempting

to land in such
difficult circumstances,

the investigators questioned
Colonel John Mazurowski.

He's the operations group
commander for the Airlift Wing

in charge of the flight.

His job is to provide
transportation for a growing

number of
distinguished visitors,

but these are
tight times for budgets.

Mazurowski has been told
to do more with less.

Investigators focus on
the Jeppesen landing charts

the crew is using.

The charts, drawn up
for most major airports,

give crews a vast
amount of information,

including what to do in
the case of a missed approach.

But investigator
Howard Swancy has

already found that these charts
were not up to US standards.

The Air Force had a directive
that required all procedures

in foreign countries
to have gone

through a US or
their evaluation process

prior to an Air
Force crew being

able to fly that approach.

Landing
at the Dubrovnik airport

had not been approved.

The Jeppesen landing
charts that did exist

for the airport
had not been reviewed.

It's the reason that Howard
Swancy found a difference

between what the chart said and
what the Department of Defense

considered safe.

Mazurowski believed
that restricting his planes

to approved airports
would severely limit

some of his missions.

It takes time to check
all the airports out.

He had asked for the review
to be waived for some airports,

including Dubrovnik.

This Jeppesen
approach waiver,

what caused you
to initiate this?

It just seemed like
we had been using

these approaches
for years, and safety

didn't seem to be in question.

But the
Department of Defense waiver

was never granted.

The approach for Dubrovnik
was never approved.

Yet even without
the safety clearance,

the Air Force continued
to land there.

Dubrovnik approach.
IFO-21, level 100.

Dubrovnik approach,
good afternoon.

The
airport in Dubrovnik

was far below modern standards.

The charts used to land
there hadn't been checked

by the Department of Defense.

Nevertheless, senior
Air Force officials

had decided to permit
landing at Dubrovnik

and other airports
they were flying into.

In fact, none of them have been
approved in this time frame.

Not to my knowledge, sir.

No.

In the end,
a fatal combination of factors

came together to cause
the crash of IFO-21.

Dubrovnik approach,
IFO-21, level 100.

Dubrovnik approach,
good afternoon.

Maintain 10,000 feet
for beacon approach.

Runway 812.

IFO-21.

The crew
was fighting bad weather.

They were landing at
an unfamiliar airport,

which was hampered by
outdated technology.

The unapproved charts made
a bad situation much worse.

After an investigation
involving nearly 150 interviews,

the final report
on the crash of IFO-21

exceeds 7,000 pages.

How much of the weeping
we have done this last week

because there were so many
brilliant young people

on that plane with him?

From different backgrounds
and different racial groups.

Why? Because Ron Brown
could see in them

the promise of a new tomorrow.

The results
of the investigation

faults several individuals
and institutions.

Dubrovnik Airport is singled
out for an improperly designed

instrument approach procedure.

Today, automatic direction
finders are no longer needed

to land in Dubrovnik.

The airport has replaced
its approach equipment

with the instrument
landing system,

which was being delivered
at the time of the accident.

I got CV.

The final report says
AJ Davis and his cockpit crew

are responsible
for flight errors.

And like a bullet piercing the
heart of Air Force operations,

leading military
figures are blamed

for a failure of command.

In the aftermath of the report,
two senior members

of the Air Force
are relieved of their posts.

The Air Force
severely reprimands

Colonel John Mazurowski
for dereliction of duty.

He is demoted and eventually
retires as a major.

13 other officers are also
singled out for their roles

in connection with the crash.

The Air Force also changed
the way it did business.

All military
aircraft were ordered

to carry flight data recorders
and cockpit voice recorders.

No aircraft is allowed
to fly into an airport

without approval from
the Department of Defense,

not even for
high-ranking diplomats.

IFO-21.

Sir, we are inside
the locator, inbound.

IFO-21, roger.

Cleared for beacon approach.

Runway, please go on.

IFO-21.

The Air Force
command was held accountable

for the accident, but it
is the pilots, the crew,

and the passengers
of IFO-21 who

paid the ultimate price
for oversights made

by the 86th Airlift Command.