All language subtitles for Air.Disasters.S09E04.Fatal.Focus.1080p.PMTP.WEB-DL.AAC2.0.H.264-maldini_track3_[eng]

NARRATOR: Dramatic video
captures a scene of chaos.

GEOFFREY THOMAS: You've
got this trail of people

coming away from the airplane.

It was raw, unedited.

NARRATOR: A crash
survivor records

the desperate escape from the
wreckage of Garuda flight 200.

Huge explosions going off,
big plumes of black smoke.

NARRATOR: What sent
the Indonesian airliner

careening off the runway?

ALAN STRAY: We don't
deal in speculation.

We want facts.

There was intense
pressure to deliver.

NARRATOR: Investigators must
accept a shocking explanation

for the crash.

It's very hard to understand.

Go around,
captain, go around.

I never heard
anything like this.

FLIGHT ATTENDANT (ON INTERCOM):
Ladies and gentlemen,

we are starting our approach.

PILOT: We lost both engines.

PILOT: Mayday!
Mayday!

WOMAN: Brace for impact!

MAN: I think I lost one.

MAN: Investigation
started in traffic.

MAN: He's gonna crash!

NARRATOR: It's early morning on
the Indonesian island of Java.

Garuda 200, cleared for
descent, runway zero niner.

Surface wind is calm.

Visibility is eight kilometers.

NARRATOR: A Boeing 737
flies high overhead.

Copy that.

Runway zero niner.

Winds calm, visibility eight
kilometers, 27,000 feet.

27,000.

NARRATOR: The crew
of Garuda flight 200

is getting ready to land.

All right, you can
go ahead and proceed

with the landing checklist.

COPILOT: Landing lights.

PILOT: On.

Approach frequencies.

Check.

Indonesia is made
up of 18,300 islands,

so air travel is
incredibly important.

Garuda is critical to the
aviation infrastructure.

Fasten seat belt light is on.

NARRATOR: There are 133
passengers in the cabin.

They're nearing the
end of a short flight

from the Indonesian
capital of Jakarta,

265 miles Southeast of
the city of Yogyakarta.

Most of the passengers
are Indonesian,

but there's also a group
of Australian journalists.

They're covering a state
visit by Australia's

foreign minister who's
traveling on another plane.

Relationship between
Australia and Indonesia

are often strained.

So whenever a minister
or a head of state

visits that country,
there's a heightened

interest from the media.

And so we had a large
media contingent following.

NARRATOR: Kyle Quinlan is
also headed to Yogyakarta.

He's an Air Force
security officer,

part of the foreign minister's
advanced security team.

I was working for
34 VRP Squadron.

They're the guys who
look after the security

for Prime Minister,
heads of government,

and stuff like that.

We had to travel internally
on civilian aircraft.

NARRATOR: The plane is about
15 minutes from touchdown.

Speed is 320 knots.

OK, when we're cleared,
we approach runway nine,

course 088.

NARRATOR: Captain
Mohammed Marwoto Komar has

been with Garuda for 21 years.

Approach flaps 40.

Auto brake two.

With air speed
approximately 141 knots,

on landing, parking
stand to the left.

NARRATOR: As they
near the airport,

he briefs first
officer Gagam Rohmana

on the first steps needed to
get their plane on the ground.

Understood?

Approach briefing complete.

This was a typical day
out for these pilots.

Captain was very experienced.

The copilot, a little bit less
experienced but certainly just

another day at the office.

A short flight, easy.

Enough slacking.

It's time to get back at it.

Yes, sir.

No life like it.

NARRATOR: For Quinlan, the
flight's been a welcome break

from a hectic schedule.

We just come off a 16
hour shift the night before.

We had probably about
three hours sleep,

and so it was kick back and
just relax and just enjoy

this time before we
get on the ground

and before we have to work.

NARRATOR: The plane
is less than 15

miles from the airport.

Whoa, strong wind.

NARRATOR: They hit
some slight turbulence.

What will challenge
you in tropical latitudes

close to the
equator is the fact

that the weather there has
a greater exchange of heat.

And therefore, you're going
to get more wild winds.

And you've got to be on
your toes as a pilot.

Garuda 200, you're cleared
to approach runway zero niner.

Let me know when you
have the runway in sight.

Copy that.

NARRATOR: The
bumpy ride doesn't

alarm the experienced captain.

Flaps one.

NARRATOR: He continues
with a landing approach.

Flaps one.

NARRATOR: And calls for
the flaps to be extended.

Flaps increase the
wing surface area

adding the crucial extra
lift needed at slower speeds.

Gear down.

Gear down.

NARRATOR: They're now less than
3,000 feet above the runway.

Flaps 15.

JOHN NANCE: You're
in this position

of taking this big
bird and putting it

into a slow enough air speed
with enough configuration

on flaps and landing gear
and so on that you're

a little bit vulnerable.

NARRATOR: As the
plane descends,

Quinlan begins to feel uneasy.

His Air Force training tells
him something's not right.

When you travel on
aircraft so frequent,

you become aware of
your surroundings.

And, for me, it was when we
were standing and looking out

the window and
thinking, we're not

supposed to be at this height
for how fast we were going.

Something's off, huh?

Clear to land two miles out.

NARRATOR: Quinlan
can't shake the feeling

the plane's dropping too fast.

When I realized
something really bad

was going to happen, I
turned to my boss and I said,

we're going in.

OK then.

KYLE QUINLAN: What can you do?

You're stuck here.

There's nothing that you can do
except for tighten up the seat

belt and just hang on
and just ride this out,

and hopefully, we make it.

AI: Pull up.

Whoa!
Go around, captain!

Go around!

AI: Pull up.

We landed, and we bounced.

NARRATOR: It's chaos as the
plane bounces a second time.

KYLE QUINLAN: And I just
remember thinking, just hang

on, hang on, bud, hang on.

NARRATOR: Then a third impact
and the plane isn't stopping.

We're scraping on the belly.

I can hear the wings,
the engines, everything.

Then probably
the biggest impact

I've ever had on my life was
when we hit that embankment.

NARRATOR: Emergency crews
race towards the crash site,

but the 737 has
careened off the runway

into a swampy rice field.

Getting vehicles to
the site won't be easy.

When you've got
a crash that occurs

in the middle of an airport
where there's plenty

of access, it's one thing.

But when it's out
off the airport site,

in this particular
case in a rice

paddy, very limited
access, it gets almost

exponentially more

difficult.

NARRATOR: Many passengers
are badly injured,

and the fire is spreading fast.

Kyle Quinlan realizes there's
no time to wait for rescue.

KYLE QUINLAN: Once we pulled
up, I could still operate.

And to see so many
people who were busted up

and couldn't do anything--

I needed to do something and
to help these people out.

NARRATOR: Inside the burning
fuselage of Garuda flight 200,

Kyle Quinlan
struggles to get out.

Fire is blocking
the nearest exits.

KYLE QUINLAN: The
whole plan is--

there's just the
glow and the heat

coming from the right
side of the aircraft.

NARRATOR: If the
fuel tanks ignite,

the plane could explode.

But firefighters
can't reach the crash.

Any time you've got
the possibility of fuel,

you need fire
suppression right there

right now because you've
got massive flames

at 1,800 degrees.

You've got a lethal situation.

Give me a hand with this.

NARRATOR: Quinlan
still can't get out.

KYLE QUINLAN: Turn to
my left, jump across,

grab the emergency exit
with another Indonesian guy

and crack the emergency exit.

NARRATOR: Passengers
scramble out of the door.

KYLE QUINLAN: People are
climbing over each other,

and it was a pretty wild scene.

Sir, I've got to get
you out of here now.

NARRATOR: Quinlan's
Sergeant Michael

Hatton is too badly hurt to
get off the plane without help.

KYLE QUINLAN: He was
unconscious and falling

in and out of consciousness.

So I carried him out,
jumped off the left wing

tip into a rice paddy.

And then sunk up to
knee deep in water.

About 100 meters away from
the aircraft there's a hut.

I just grabbed my boss
and carried him there.

I'm all right.

I'm all right.

I just can't move my arm.

You'll be all right here.

I can see his injuries.

They're not life threatening.

Said look, you'll
be all right here.

I'm coming back for you.

You be all right.

I'm coming back.

Off I went and went
back to the plane.

NARRATOR: Freelance
cameraman Wayan Suricata also

makes his way off the plane.

He soon begins capturing
dramatic images

of the aftermath.

GEOFFREY THOMAS: We've got the
cameraman gasping for breath.

We've got him staggering
around away from the aeroplane

filming as he went.

And you've got this
trail of people coming

away from the aeroplane.

It was raw, unedited.

And it was a real
sense of being there.

KYLE QUINLAN: The fire and the
intensity, it was a massive.

It was like this thing was
huge explosions going off,

big plumes of black smoke.

Just how the
aircraft was burning,

it was just phenomenal.

I've never seen
anything like it.

NARRATOR: Back on
board the plane,

Quinlan helps more passengers
escape a cabin that's

fast becoming an inferno.

KYLE QUINLAN: A lot of people
were not in a condition

to be able to do anything.

So I'm in a condition
where I can assist,

I'm going to assist.

I'm going to do the
best I can and help.

GEOFFREY THOMAS: The
scene was one of chaos.

On one hand, you've
got lots of officials

not knowing what to do.

On the other side
you've got passengers

almost looking after themselves
and rescuing each other coming

away from the wreck.

You've got emergency
services who

can't get to the aeroplane
because of the terrain,

because of the ditches
and the rice paddies.

It really was chaotic.

NARRATOR: Of the 140
passengers and crew on board,

21 people have been killed.

GEOFFREY THOMAS: Clearly,
you knew that people were

not going to survive this.

It's almost a miracle
that so many did survive.

NARRATOR: Suricata keeps
rolling as crash survivors,

including Kyle Quinlan
and Michael Hatton,

arrive at a nearby hospital.

Australian Air
Force, Air Force.

There was the stretchers
and everyone over the floor,

you know?

And it was just a big shock
to me, just so many people.

NARRATOR: Within hours,
Suricata's dramatic footage

is broadcast around the world.

The public response
to that footage

was overwhelming, millions and
millions of hits on YouTube.

Television stations around
the globe picked it up,

and it was repeated
continuously for four days

after the crash.

NARRATOR: At the crash site,
investigators from Indonesia's

National Transportation
Safety Committee, or NTSC,

faced the enormous
task of piecing

together what went wrong.

Aircraft debris is spread
all along the plane's

deadly trajectory
from the runway

to where it came to
rest in the rice field.

JOHN NANCE: An
airplane is basically

an aluminum egg shell.

It is incredibly strong
when is used the way

it's designed to be used.

But if you skidded off
a runway at high speed,

it's not going
to stay together.

NARRATOR: Alan Stray of the
Australian Transport Safety

Bureau joins the investigation.

What do you got so far?

We have to establish
where did it touch down?

Were there any runway marks?

Did it bounce?

Did it skid?

What are the distinguishing
features on the runway that

may help us build a picture
of what was happening

at the time of the accident.

Let's get the full team
out to runway nine.

NARRATOR: Stray knows that
the relatives of the dead

are already demanding answers.

GEOFFREY THOMAS:
Because there were so

many international
people on board

this aircraft, some
of whom had died,

there was intense
pressure to deliver.

NARRATOR: Investigators
search for clues

to explain why Garuda flight
200 bounced off the runway

and crashed.

It looks like they
hit pretty hard.

NARRATOR: They discovered
gouges and shattered pieces

of landing gear on the
runway, clear signs

that the plane slammed
down with unusual force.

The nose wheel digging
in and fracturing

was indicative of a very
hard G-Force on that impact.

NARRATOR: It's also
clear the plane

hit the runway more than once.

More skid marks here.

The idea of walking the
site is to establish

a sequence of the events.

First impact here.

Being very careful
not to disturb

any perishable evidence.

So 1, 2, 3, then off
the end of the runway.

There was a lot of questioning
and trying to establish

why did the aircraft bounce?

Hang on a minute.

NARRATOR: The location
of the first skid mark

gives investigators
a crucial lead.

ALAN STRAY: How far are we from
the threshold of the runway?

860 meters.

Yikes, that's more than
a third of the runway.

It landed long.

It didn't touch down till
a long way into the runway.

The distance of the
touchdown from the threshold

raised serious questions in
the minds of the investigators.

So it comes in long.

He hits hard, and bounce.

Let's gather up as much
weather data as we can.

We're very keen to
establish was there

a weather situation,
a wind or a downdraft,

a strong tail wind.

NARRATOR: Stray
suspects wind shear

might explain what he sees.

ALAN STRAY: Like
this and like this.

NARRATOR: Wind
shear can produce

violent updrafts
and downdrafts that

are impossible to fly through.

Close to the ground,
it can be deadly.

JOHN NANCE: Especially in
the age of climate change,

we've got more and more
violent winds, gust fronts,

downdrafts, things
of this nature,

and sometimes, microbursts.

NARRATOR: Investigators
check with tower controllers

to find out what
kind of weather

the pilots were facing as they
descended toward the airport.

Here, take a look.

Surface winds were
completely calm.

NARRATOR: The weather data
shows there were strong winds

at high altitudes.

But the winds near
the runway were calm.

There's no sign of the kind
of downdrafts that could

force a plane to the ground.

That wind tapered right
off, and there was ample time

for the crew to
establish the aircraft

in a stabilized approach
from 1,000 feet.

NARRATOR: Indonesian
police launch

a criminal investigation
into the accident.

They bring the captain
in for questioning.

For crash
investigators, the move

has unfortunate consequences.

I really have
nothing more to say.

I'm sorry.

BRENT HAYWARD: In cases where
the investigation becomes

criminalized, and
particularly when

that happens early
on, if we have police

involved or lawyers involved--

We did everything
by the book.

BRENT HAYWARD: --that
can intimidate people.

And it can lead to them
not cooperating effectively

with investigators.

NARRATOR: With the flight
crew under criminal suspicion

and reluctant to
talk, investigators

must look for other leads.

Downloading the plane's black
boxes, or flight recorders,

is now a top priority.

Investigators quickly recover
them from the wreckage

and send them for analysis.

All right, let's
get these to the lab.

Now, the flight recorders
are vitally important.

It's important to get
as much information

from them, early
information, so

that it may direct the
thrust of the investigation.

Without that data,
we're screwed.

NARRATOR: Meanwhile,
investigators

focus their attention
on the crash site.

Every detail is
a possible clue.

What I want to know
is why they didn't stop

at the end of this runway.

The investigation was
initially concerned

about the touchdown
point and the remaining

distance on the runway.

Is that the runway map?

NARRATOR: They wonder
if, after coming in long,

the plane simply didn't
have enough runway

left to stop safely.

JOHN NANCE: Even with a
two or three mile runway,

you've got a finite
patch of concrete

on which to land an airplane.

They touched down here, 860
meters from the threshold.

Now, that gives him just
over 1,300 meters to stop.

NARRATOR: The
runway in Yogyakarta

is shorter than
the runways at many

other international airports.

But even though the
pilots touched down late,

Stray calculates they
still had enough room

to stop their plane.

He had more than
enough runway.

The length of the runway
was completely adequate

for a Boeing 737 landing.

NARRATOR: Investigators
need to dig deeper.

We need to know why this
plane didn't slow down

once it was on the ground.

I want to take a close
look at everything.

NARRATOR: They begin
a painstaking analysis

of the major mechanical
systems on the 737,

especially those designed
to help the plane slow down

and stop on landing,
brakes, spoilers,

and thrust reversers.

ALAN STRAY: Was there
a mechanical failure?

Looking at the performance
of the aircraft,

was it physically possible
for the aircraft to stop?

NARRATOR: The careful
analysis of the plane's

mechanical systems provides
a potential breakthrough.

I think we got
something here.

NARRATOR: A review
of the maintenance

log for Garuda flight 200
turns up an intriguing lead.

ALAN STRAY: There had been
a write up on a couple

of occasions of thrust
reversal failure

on one thrust reverser.

NARRATOR: The thrust
reversers redirect

the jet's engine exhaust
forward to help the plane

slow down on the runway.

JOHN NANCE: You've
got to remember,

it's not just a
matter of kissing

the wheels onto the ground.

It's a matter of dissipating
a tremendous amount

of energy, a tremendous
amount of kinetic energy.

How do you do that?

Well, you do it
with the friction

between the tires
and the runway,

hopefully, using antiskid.

You do it with reverse thrust.

AI: Pull up.

We're not stopping!

No thrust reverser.

NARRATOR: Investigators wonder
if a malfunctioning thrust

reverser explains why
the crew couldn't stop

before they ran out of runway.

Full brakes!

But at the end of the
day, you still have

to dissipate all that energy.

And if you don't have
enough room to do it,

you're off the end.

NARRATOR: But it's
another dead end.

According to the
maintenance records,

the faulty thrust
reverser was repaired

before flight 200 took off.

Looks like they fixed it.

That had been rectified
prior to this flight

departing from Jakarta.

And so there was no paperwork
evidence of a failure.

NARRATOR: Investigators are
going to need another lead.

NARRATOR:

We don't deal in speculation.

We want facts.

NARRATOR: The facts
so far are limited.

The 737 careened
into a rice field

after slamming to the
ground almost a third

of the way down the runway.

The question is, why?

Was the plane
configured properly?

Perhaps there was something
wrong with the wing flaps

pilots rely on for landing.

The flap system on a
modern jetliner like a 737

create greater
lift, and that means

that we can approach
an airport or we

can take off from an
airport with a much

lower and safer airspeed.

NARRATOR: The team scrutinizes
the mechanical rods or screw

jacks that move the flaps.

ALAN STRAY: We needed to
look at the flap setting.

What flap setting can we
establish from the wreckage?

We measured the screw jack
extension to establish

what the flap setting was.

NARRATOR: What they
find is astonishing.

It doesn't look like the
flaps are all the way out.

NARRATOR: The screw
jacks show a flap

setting of just five
degrees, not nearly

enough for a safe landing.

ALAN STRAY: We just
could not believe

that the aircraft would have
landed with only five degrees.

NARRATOR: To provide
enough lift on landing,

the flaps of a 737 are
usually extended step

by step from zero all
the way to 40 degrees

as the plane slows and
descends towards the runway.

It's hard to overstate the
value of the flap systems

on a modern jetliner.

NARRATOR: Investigators
aren't sure how the flaps

ended up at only five degrees.

The flap mechanism was
damaged in the crash

and may have moved on impact.

To be certain of how
the flaps were set,

they need to know what's
on the flight recorders.

We need that data
from the black boxes.

NARRATOR: Some of that
data is proving elusive.

Australian technicians have
been unable to download

the cockpit voice recording.

It's a huge blow.

BRENT HAYWARD: If you don't
have access to the CVR,

for whatever reason, then it's
very difficult to understand

what went on in the cockpit.

NARRATOR: Desperate to
hear what's on the device,

investigators send it
to the US manufacturer

hoping experts there can
recover the recording.

ALAN STRAY: So steps
were taken to hand carry

the recorder to the
factory so that the data

could be downloaded.

NARRATOR: Crash
investigators are having

better luck with the
second black box,

the flight data recorder.

They've managed to download
all of its stored information.

ALAN STRAY: We were
able to get information

about the flaps settings,
the speed on the approach,

the thrust reverser deployment,
the dynamics of the approach

and landing itself.

NARRATOR: The data
reveals the 737

was coming in for its
landing blazingly fast.

AI: Pull up.
- Too low.

Terrain.

NARRATOR: Flight
200 hit the ground

at over 250 miles an hour--

--more than 100 miles an
hour faster than normal.

We're not stopping!

JOHN NANCE: This is
a ridiculous amount

of speed to approach an airport
with the intent of landing.

NARRATOR: The plane's
speed at impact

is so fast it bounces
twice before skidding

into the rice field.

ALAN STRAY: The speed of
the aircraft on short final

and on touchdown is
so excessive there was

no way it was going to stop.

NARRATOR: But why
did the pilots

touch down on the
runway at such

a catastrophically high speed?

Pull up the data
for the flaps.

Would you, please?

There, the flaps were
set for five degrees.

Never more than five degrees.

NARRATOR: The data confirms
what the screw jack

suggested to investigators.

The flaps on flight
200's wings were

in a bizarre position, one that
is never used during landing.

It's not operational
procedure to land with flaps

five unless there
is a jammed flap

and it cannot be extended.

NARRATOR: Investigators
are left with an alarming

possibility, that the plane
crashed because the pilots

touched down without performing
one of the most critical

steps needed for any landing.

To hear an airplane that
has been in an accident

because of
overrunning the runway

had a flap setting of only five
in a 737 is very disturbing.

NARRATOR: Why the crew
failed to set their flaps

properly remains a
troubling question.

Meanwhile, media reports
erode public confidence

in Garuda Indonesia airways.

The accident
affected, negatively,

Garuda's reputation,
but they had had

other problems in the past.

NARRATOR: In 2002,
Garuda flight 421

was forced to ditch
in a small river

after both engines flamed out.

And in 1997, Garuda flight 152
slammed into a ravine killing

all 234 people on board.

Garuda's record at that stage
was just a series of accidents

and incidents
with large numbers

of people losing their lives.

NARRATOR: In the wake
of this latest disaster,

Garuda is banned from
landing at any airport

in the European Union.

The fate of Indonesia's
national airline

could be at stake
if investigators

can't figure out what went
wrong on board Garuda

flight 200.

Finally.

NARRATOR: After a painstaking
data recovery process,

investigators can
finally listen

to the cockpit voice recording
from Garuda flight 200.

ALAN STRAY: Fortunately,
the recorder specialists

at the laboratories
are a tenacious breed,

and they do not give up easily.

NARRATOR: But while
the sounds captured

in the cockpit shed light
on the decisions and actions

of the flight crew?

OK, let's hear it.

PILOT (ON RECORDING): When
we're cleared, we approach

runway nine, course 088.

NARRATOR: Investigators
listen as the crew discusses

their plans for landing.

BRENT HAYWARD:
What you're doing

is listening for the atmosphere
and the tone, the ambience,

if you like, in the cockpit.

Approach flaps
40, auto brake two,

with air speed
approximately 141 knots.

On landing, park in
the stand to the left.

Now, they know
they need 40 to land,

but they only get five.

What's going on?

Approach briefing complete.

NARRATOR: At first, there's
no sign the crew is worried.

PILOT (ON RECORDING):

The captain certainly
doesn't sound stressed.

NARRATOR: Then, the first hint
that something is going wrong.

Looks like we're not going
to hit the glide slope.

NARRATOR: The plane is
too high for this distance

from the airport.

Better get down
a little faster.

NARRATOR: To land
smoothly, planes

need to lose enough
speed and altitude

to descend gradually and meet
the runway at a shallow angle.

Flight 200 is much too high.

OK, he's a bit behind, but
it shouldn't be a problem yet.

NARRATOR: Stray compares
the descent of flight 200

with the flight path they
should have been flying.

It is not unusual
to be a little behind

in terms of slowing
down and especially

in terms of descending.

And sometimes, you find
yourself high and fast,

and you've got to
make a decision.

He definitely
has some work to do

if he hopes to get on track.

Check speed, flaps 15.

Flaps five.

Captain is calling
for flaps 15.

Why is he saying flaps five?

Flaps 15.

NARRATOR: Something is
very wrong in this cockpit.

Check speed, flaps 15.

NARRATOR: The
captain repeatedly

tells the first
officer to increase

the flaps to 15 degrees.

But the first officer never
moves them past five degrees.

Flaps 15.

It's like they're not
even in the same cockpit.

NARRATOR: Landing demands
precise crew coordination.

But as they speed
towards the runway,

the captain and
his first officer

seem to be ignoring each other.

There's a lot of
evidence that this crew

was not thinking it through.

They weren't
situationally aware.

They weren't communicating.

OK, first things first.

Why did the first officer
ignore the captain

and leave the plane
at flaps five?

JOHN NANCE: It's
very perplexing.

If you've got professional
pilots, we can make mistakes.

But usually, that's why we've
got two people up there so

one catches the other.

AI: Pull up!

NARRATOR: Investigators suspect
the high speed at landing

explains the first
officer's decision not

to increase the flap setting.

Way too fast for flaps 15.

NARRATOR: Flaps can be
damaged by excessive drag.

And when the captain
calls for flaps 15,

the plane is speeding at
over 250 miles an hour,

much too fast to safely
extend the flaps any further.

Flaps 15.

NARRATOR: The plane is moving
so quickly that wind drag

could tear the flaps
right off the wings

if the flaps are extended
past five degrees.

I can very well understand
why the first officer did not

comply on going to flaps 15.

They're grossly over
speeding flaps five.

The first officer was
exactly right in not

putting them down.

All right, they were moving
too fast to deploy the flaps.

But why didn't the first
officer say something,

tell the captain to slow down?

One of the issues was
that he didn't communicate

his reasoning for
not responding

to those commands for flap 15.

He didn't communicate
that to the captain.

When you take a pristine
Monday morning quarterback,

look at this,
regardless of airline,

regardless of culture,
it's very clear

that the copilot should
have said, captain,

I got the airplane.

But what it tells me here
is that this co-pilot

did not feel that he could
speak up one way or another.

NARRATOR: Even more bizarre,
why didn't the captain react

to the loud alarm
sounding in the cockpit

just moments before
the first impact?

- Go around, captain!

Go around!

AI: Pull up.

Landing checklist
completed, right?

AI: Pull up.

Too low.
Terrain.

Pull up.

It's a tough one to ignore.

There's nothing
subtle about it.

NARRATOR: The ground
proximity warning

is a clear signal
to a pilot that he's

flying dangerously low.

AI: Airspeed low.

There were 15 ground
proximity alerts

and warnings during that
final stage of the approach.

When a crew member
hears that, there

should be instant action.

AI: Pull up.

NARRATOR: Instead of
aborting the landing,

the captain does something
that baffles investigators.

Go round, captain!

Go around!

Landing checklist
completed, right?

NARRATOR: He asks the first
officer if the landing

checklist is complete.

Landing checklist?

I never heard
anything like this.

AI: Pull up.

When the copilot called
for the captain to go around

and the captain responded
landing checklist complete,

it was just something that
we could not understand.

I was appalled.

This was industry
worst practice

for crew resource management,
a pilot ignoring 15 warnings?

Ignoring two pleas by
a copilot to go around,

and landing 79 knots too fast?

This was atrocious.

NARRATOR: For
investigators, the question

remains, why did
the crew continue

with the landing that was
clearly heading for disaster?

Personnel files reveal
both Garuda pilots are

fully licensed and certified.

The captain, in particular,
has many years of experience.

But his dangerously
fast landing attempt

and the poor communication
in the cockpit

lead investigators to
question the quality

of the crew's training.

There was a much deeper
look at what training

had been provided to the crew.

Weak situational
awareness and coordination,

poor communication,
unstabilized approaches.

NARRATOR: A review of training
records for the entire airline

uncovers a disturbing detail.

This is not the first
Garuda crew to have problems

with a routine landing.

We noted that in 2001 an
analysis had been conducted,

and there was a
number of instances

of unstablized approaches
or fast approaches by crews.

NARRATOR: The finding
shines new light on what

happened in Yogyakarta.

Investigators may finally
be zeroing in on the cause

of the Garuda 200 disaster.

Play that last
bit again for me.

Would you, please?

NARRATOR: Investigators
believe Garuda's

poor training record helps
explain the deadly landing

in Yogyakarta.

AI: Pull up.

NARRATOR: High-quality
training for pilots

is absolutely
critical, especially

when they face a crisis.

AI: Pull up.

NARRATOR: It's one of
the few things that

can help a pilot avoid
a strange psychological

phenomenon known as fixation.

Fixation is when we are
focused on completing a task

to the exclusion
of other things

that may be going on around us.

JOHN NANCE: When you see
people as egregiously ignoring

all the warnings
and the systems

and the bells and the air
speed and everything else here,

you've got people
who are fixated.

AI: Pull up.

Nothing was getting
through to this guy.

NARRATOR: Investigators
theorize that the captain was

so fixated on descending
to the proper altitude

that he didn't
notice his speed.

And even when the
alarm sounded,

he failed to realize that his
plane was in grave danger.

JOHN NANCE: It's
hard to imagine

how somebody could
get to that point,

but we have a lot of flaws.

And part of the flaw in the
case of a pilot fixating

on a runway is that he
or she can blank out

the rest of the advice, the
ground proximity warning

system, everything.

NARRATOR: Training
helps combat fixation

by reinforcing standard
procedures designed to ensure

pilots can break
the spell and take

in the information they need.

AI: Pull up.

Go round, captain!
Go round!

AI: Pull up.

Go around!

AI: Pull up.

Landing checklist
completed, right?

NARRATOR: Better
training might also

have helped the first
officer overcome

his reluctance to correct
the captain's mistake.

JOHN NANCE: Without question,
if the captain wasn't going

to respond by going around,
which is what he should have

done instantly on hearing,
whoop, whoop, pull up,

the copilot should
have said I've got

it and done the same thing.

NARRATOR: Digging further
into the airlines operations,

investigators discover another
factor that could help explain

the disastrous landing.

Fuel efficiency incentive?

NARRATOR: Garuda
recently introduced

a policy that rewards
pilots for saving fuel.

BRENT HAYWARD: In this
case, it was a bonus

that would be applied
if people minimized

the fuel that they used.

NARRATOR: Aborting a
landing and going around

burns more fuel.

But the captain
denies he was trying

to save fuel at the expense
of his passenger's safety.

He did not, at any time,
seek to excuse his actions by

blaming the company's policy.

JOHN NANCE: We
learned, in the 80s,

that we had to get
inside a pilot's head.

We had to try to figure
out what the state of mind

was, whether he
survived or not.

In this particular
case, the state of mind

it has to be so bizarre
in terms of the fixation

on getting this
airplane on the ground

that it's really
hard to understand

how any professional
airman could get there.

NARRATOR: In 2008,
Captain Marwoto Komar

faced charges and was
found guilty of negligence.

But the conviction was
overturned on appeal

when the Indonesian
high court ruled

that prosecutors failed to
convincingly prove their case.

The public reaction was
one of horror to this crash--

--particularly as
the details came out

about what the pilot
had been doing,

the fact that he had
ignored 15 warnings.

He'd ignored two pleas to
go around by the copilot.

He was approximately 80
knots too fast on touchdown.

These elements just
really portrayed

this as a cowboy operation.

NARRATOR: In their
final report,

investigators urged
the airline to scrap

the fuel incentive policy.

BRENT HAYWARD: It's
just not a good idea

to introduce a scheme
that may compromise

safety in order to save costs.

NARRATOR: The report also calls
for improved pilot training.

BRENT HAYWARD: We can't
change their behavior.

It's already happened.

What we can do is to try to
change those conditions that

influence their behavior so
that we can try to prevent

this from happening again.

NARRATOR: In the aftermath
of the Garuda 200 disaster,

the airline overhauled its
training and safety protocols.

The European ban on
Garuda was lifted

two years after the crash.

And today, it is a safer
airline than it has ever been.

The impact this crash had
on Garuda was a watershed.

They completely went through
the operations department,

the flight department.

That changed everything
about the airline.

It went from a pariah
in the industry

to a well-respected
airline today.

NARRATOR: But for the survivors
of Garuda airways flight 200,

difficult memories remain.

It took me three days
before it caught up with me.

The adrenaline, everything
in your body, everything

was racing.

And then, it would get back
up and the dust sort of thing.

And I just broke
down in a heap.

NARRATOR: In recognition
of his heroism,

Quinlan is honored with one
of Australia's highest awards,

the bravery medal.

I was blessed that I can
still walk, I can help people.

And I just tried to help
people as best I could.

You always want
to do more though.

That's the thing.

A lot of people lost
their lives that day

and some amazing
remarkable people.

They'll never be forgotten,
but I hope never to see

anything like that again.