- 20/4/2025
Chuyến bay Luxair 9642 ( LG9642/LGL9642 ) là chuyến bay chở khách quốc tế theo lịch trình từ Sân bay Berlin Tempelhof , Đức , đến Sân bay Luxembourg Findel , Luxembourg , do hãng hàng không quốc gia Luxembourg Luxair khai thác . Vào ngày 6 tháng 11 năm 2002, máy bay khai thác chuyến bay, một chiếc Fokker 50 được đăng ký là LX-LGB, đã mất kiểm soát và đâm xuống một cánh đồng trong khi cố gắng hạ cánh tại sân bay. Trong số 22 hành khách và thành viên phi hành đoàn trên máy bay, chỉ có hai người sống sót. Vụ tai nạn là thảm họa hàng không chết người nhất xảy ra ở Luxembourg và là vụ tai nạn chết người duy nhất trong lịch sử của Luxair.
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05:23RVR is runway visual range.
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06:52Passengers still believe they're headed for an extended hold
06:56Speed's 95 105 109
07:07Landing altitude 275 meters set
07:12The flight is now only 5 miles from the runway
07:17And there's no word that visibility has improved
07:20Captain Pukis makes his decision
07:23Okay, we'll do go around
07:24Missed approach
07:25Ground idle stop off
07:29Luxair 9642
07:34RVR is 300 meters
07:36But before the crew can execute a go around
07:39The controller issues a last minute update to runway conditions
07:439642 continuing approach
07:47The visibility now meets the Fokker's minimum requirements
07:53The crew's plans have changed again
07:55Things change rather quickly for a flight crew
08:00When they're doing an approach
08:02Which requires really precise coordination among the crew members
08:05To make sure that everything goes smoothly
08:07And that they're stabilized on the approach
08:09Four miles from the airport
08:13Flight 9642 is at an altitude of 1500 feet
08:17Flaps
08:19Uh, we are flapsed in
08:239642, you are cleared to land
08:28Wind 180 degrees, 5 knots
08:30Uh, gear down?
08:35Yeah
08:36Cleared to land, 9642
08:38The flight is now 2 minutes from landing in Luxembourg
08:45Something has gone wrong with the engines
08:58Now at less than 500 feet
09:09Flight 9642 plummets towards the ground
09:12The airplane suddenly went into a rapid and uncontrollable descent
09:26In a very low altitude
09:28Which was impossible to recover
09:319-6-4-2 Luxembourg
09:46Luxair, 9-6-4-2 Luxembourg
09:51Luxair, 9-6-4-2 Luxembourg
09:56Luxair, 9-6-4-2 Luxembourg
09:56Do you read?
09:56We have a possible crash of a Fokker F-50
10:04On final approach to runway 27
10:06Please, stand by
10:08The wreckage is located two miles east of the airfield
10:17Of the 22 people on board
10:22Only two survived the crash
10:24Including Captain Perkis
10:26This is Luxembourg's deadliest aviation disaster
10:30This accident is serious because it was a loss of life
10:35A lot of people died that day
10:36And it was an accident that was hard to understand
10:39Investigators will need to examine the wreckage of flight 9642
10:46To determine why a landing at a modern, well-equipped airport
10:50Went so terribly wrong
10:52The tail hits here
11:00The left wing scrapes some trees
11:03And then the plane skids across the road
11:05The wreckage tells investigators that flight 9642 hit the ground in a nose-up position
11:13The initial hypothesis would be that in fact they were trying to avoid the ground when the aircraft hit the ground
11:21Engine failure, wind shear, mechanical issue
11:26The debris pattern leaves investigators with a few obvious possibilities
11:32Aircrafts don't crash short of runways
11:36Do they have false indications?
11:38Were the engines running?
11:39So there are lots of things you have to initially think about
11:42As they gather wreckage from the accident site
11:46Investigators wonder if the controller can provide any insight into the flight's final minutes
11:52Anything unusual? Out of the ordinary?
11:57The whole day was out of the ordinary
11:58The controller explains that the weather prevented planes from landing
12:04Forcing them into a hole
12:05And that includes flight 9642?
12:10At first, yes
12:12Look, sir, Niner 642
12:17Enter Dekirch Hold, flight level 90
12:19But before they reached the hole, the weather cleared
12:22Luxair 9642
12:25Descend to 3,000 feet on 1023
12:28Turn left heading 130
12:30He also states that because of its position
12:35Flight 9642 was the first plane directed to the airport
12:40When the weather began to clear
12:41They needed 300 meters of visibility to land
12:45Which we got at 10.05
12:48So I cleared them to land
12:50Even though they were heading for the holding pattern
12:53The controller saw an opportunity
12:55They were in an ideal position
12:57To the final approach fix
12:59At also the Luxembourg airport
13:01And then?
13:05What's the last we spoke?
13:08No emergency call?
13:09No
13:09Nothing
13:10The controller can't explain
13:15Why the Fokker ended up hitting the ground
13:17Two miles from the airport
13:19From air traffic control standpoint
13:24There was nothing in the communication
13:26Between the aircraft and air traffic
13:29To indicate that there was any problem whatsoever
13:31With the aircraft at all
13:32Only Captain Puckers can answer
13:36Why the Fokker went down short of the runway
13:38But he's been hospitalized
13:40And is in a coma
13:41Investigators will need to piece together
13:44The final minutes of the flight without him
13:46With the captain not being available
13:48The objective evidence
13:50The physical evidence
13:51Talks to you
13:53They begin by studying the engine components
13:57For any signs of failure
13:58They look like they're in pretty good shape
14:03Engines normally hold the aircraft in the air
14:07And they fly towards the runway
14:10So I would suggest something happened to the engines
14:13That they didn't make it to the runway in the first place
14:16No fire
14:20No damage to any components
14:22The rotors are fine
14:24Fuel lines are intact
14:25Intake is clear
14:27Pumps and PCUs all check out
14:28I can't find anything wrong with either engine
14:32The state of the engines is puzzling
14:35If both were in good working order
14:38What could have caused the flight to fall from the sky
14:41Just short of the runway
14:42This is where they're turned for the approach
14:49Investigators use Luxembourg's radar data
14:53To recreate flight 9642's flight path
14:57Seven minutes to impact
14:59They're at 9,000 feet when they're cleared for the approach
15:02Now he descends even more steeply
15:05And at 7,000 feet per minute
15:08They're only four miles away from the runway
15:1015 seconds later
15:12They hit the ground
15:13Here's the glide slope
15:18Whoa
15:21When investigators compare the plane's descent
15:26With the recommended descent
15:27They see that the flight was 300 feet too high
15:31Throughout the final stages of its approach
15:33That explains why they were in such a hurry
15:37To lose altitude
15:38300 feet above the glide slope
15:44This is a real problem
15:46Because you now try to descend the aircraft
15:49Slow down the aircraft
15:51And configure everything at the same time
15:53Which is nearly impossible
15:55Why did the pilots allow their plane
15:58To get into such a difficult situation
16:01Not a good idea to be rushing on an approach at all
16:04Especially in low RVR
16:05Dangerous actually
16:07Heavy fog
16:13It'd be a hard landing
16:14The team listens to flight 9642's cockpit voice recording
16:19Or CVR
16:21For clues that can explain the pilot's dangerous predicament
16:24Okay, they know the weather's going to be an issue
16:29I'll call dispatch
16:30Dispatch
16:32Good morning
16:339-6-4-2
16:359-6-4-2
16:37Good morning
16:37How's the weather at the moment?
16:39RVR is 2-5-0 at the moment
16:42If it doesn't get better
16:43You will be diverted to Sarbrookan
16:45Okay, thank you
16:47Oh no, I will not go to Sarbrookan
16:50I'm with you
16:52With 110, 4 knots
16:54Expect ILS approach
16:56Runway 27
16:57Transition level 6, 0
16:59He does not want to divert
17:02Luxair 9-6-4-2
17:10Enter Decurch hold
17:11Flight level 9-0
17:12They're being directed into the holding pattern
17:16That's all understood
17:20Luxair 9-6-4-2
17:21No, we need fuel to reach to our alternate
17:26Plus 20 minutes reserved
17:28So we'll still need 600 kilos
17:29Okay, good
17:31They want to make sure there's enough fuel to reach their alternate
17:34Yes, but I want to keep
17:37Luxair 9-6-4-2
17:38Descend to 3,000 feet on 1023
17:41Turn left heading 130
17:43And then they're hit with a new plan
17:46Is that for us?
17:55Yes
17:56Yes
17:56The recording reveals that the pilots were surprised by the instruction to begin their approach
18:04What kind of crap is that?
18:08They were not happy about the change of plans
18:11The sudden change meant that instead of proceeding to the hold
18:18The pilots quickly initiated a left turn
18:20And began a steady descent towards the runway
18:23All while configuring their plane for landing
18:27So the crew were forced to rush themselves down to the final approach fix
18:36The rushed approach now becomes the focus of the investigation
18:41Luxair 9-6-4-2
18:45Turn right heading 220
18:47Cleared for approach
18:48Okay, they're starting their approach
18:51For a low visibility approach
18:55Properly briefed and performed
18:57It's very structured, organized, and standardized
19:00So each pilot knows exactly which task they have to do at which time
19:05Should we switch the seatbelt sign on?
19:09Yes, yes, not a bad idea
19:10Localizer captured
19:16Check
19:18Missed approach heading
19:20They're not running a checklist
19:22They're just throwing out random steps
19:25Over the next few minutes
19:27Investigators hear several clear indications
19:30That the pilots are improvising this unexpected approach
19:34You must be fully established
19:37Which means gear down
19:39Flaps extended
19:40Landing checklist completed
19:42Speed and altitude
19:43All at the correct spot
19:45Hey, are we at the beacon yet?
19:47You should have it dialed in by now
19:49I can use a DME instead
19:51Yeah, yeah, yeah
19:53Even basic steps
19:56Such as configuring the navigation system
19:58Aren't performed
20:00Flying an aircraft is about
20:02A precise following of certain steps
20:06At certain times
20:07It's starting on a boat
20:09Involving all the crew members
20:11It's about detailed planning
20:13They're skipping steps
20:18And improvising the procedures
20:19The change of plans
20:21Caught them by surprise
20:22They're racing against the clock
20:34They started to rush themselves
20:39In a quite high workload environment
20:42Trying to get the airplane down
20:44And doing the approach briefing
20:46All at once
20:48Which was quite tricky to achieve
20:50Did the rushed approach result in the pilots
20:54Being too high as they neared the runway?
20:57They're getting closer and closer to the airport
21:00And at three and a half miles out
21:03They should be at 2,500 feet
21:07But they're at 3,000 instead
21:09Flaps?
21:15We are flapsed in
21:179642, you are clear to land
21:20Instead of managing their altitude and speed
21:24They're rushing to get their plane properly configured
21:28Speed and altitude control
21:30Is actually important for every approach
21:33But especially for a low visibility approach
21:36Where you have to be established much earlier
21:39Than on a normal approach
21:40So why all the confusion?
21:44It can't just be the last minute approach
21:46I don't think they thought they'd be able to land
21:48Have a look
21:49RVR
21:52RVR
21:54RVR
21:55The cockpit recording makes it clear to investigators
21:59That the crew didn't think they'd have the required visibility
22:02To make the landing
22:04Let's see RVR now
22:07I don't know, should we check with dispatch?
22:10Yes
22:11They're told they have a visual range of 275 meters
22:15But they need 300 minimum to land
22:18You're not sure how to proceed
22:19Tom, if at echo we don't have 300 meters
22:24We'll do a go-around and enter the hold
22:25Their plan is to do a go-around
22:31If visibility hasn't increased
22:33By the time they get to the outer marker here
22:35The auto marker can be seen as a decision or a cut-off point
22:41Once you pass the auto marker
22:43The RVR must be at the required minimum
22:47But as soon as they get to the outer marker
22:50They get the magic words
22:51300 meters
22:53Luxair 9642
22:57RVR is 300 meters
22:59You are clear to land
23:01Wind 180 degrees, 5 knots
23:03But they're too high
23:05And need to lose altitude fast
23:07The CVR explains why the pilots ended up above their target altitude
23:13They were rushed into the approach
23:15And fixated on the poor runway visibility
23:18Okay
23:21So how does that lead to a crash 35 seconds later?
23:279642, you are clear to land
23:29Uh, gear down?
23:32Yeah
23:32Clear to land, 9642
23:35And done
23:41What the hell was that?
23:45Oh, f***
23:46Terrain, terrain
23:48What just happened?
23:53In the last few seconds of the CVR recording
23:56There was a loud noise
23:58Crew was startled by this
23:59What happened in those last 20 seconds?
24:04What was that noise we heard?
24:12What the hell is that?
24:13Investigators hope the Flight Data Recorder, or FDR
24:24Can solve the mystery of what went wrong in Flight 9642's final seconds
24:29Okay, cruising along at 3,000 feet and 160 knots
24:35Then they start to descend, go flaps 10
24:38And accelerate rapidly towards the ground
24:41Let's see what the engines were doing
24:43What's happening here?
24:48Turbine RPMs drop
24:50The torque drops down to zero
24:53Looks like he's gone down below Flight Idol into Ground Mode
24:56Ground Mode changes the angle of the propellers so they can move the plane forward while it's on the ground
25:05It's never used in the air
25:08But then
25:10Turbine RPMs spikes
25:13Fuel flow and torque increase
25:16All while the altitude starts to plunge
25:19Could they have gone into Beta Mode?
25:25Beta Mode is basically reverse thrust
25:28The propellers are positioned to move air forward instead of back
25:32It's used to help stop the plane after it touches down
25:36If you would put the power levers into Beta Mode in the air
25:43This could lead to loss of control
25:46Where recovery might not be possible
25:49Did the pilots of Flight 9642 put their engines into reverse?
25:54And if so, why?
25:56Can we hear the last 20 seconds of that CVR again?
25:58And done
26:01What the hell is that?
26:06Oh, f***
26:07Terrain, terrain
26:09It's the propellers going into reverse
26:16Investigators now have an explanation for the deafening sound on the CVR
26:22This is almost like hitting the brakes
26:25The aircraft would immediately dive into a rapid and uncontrollable descent
26:31How could the engines end up going into ground mode
26:36And then into reverse, Beta Mode?
26:39How's that even possible?
26:42The turboprop airplane, like the F-50
26:45It had a lot of safety features
26:48That would prevent the propeller from going into Beta Range in flight
26:53Before a plane can be put into reverse mode
26:57The thrust levers must first pass through ground mode
27:01A lock prevents this from happening
27:04Pilots can switch the lock off in flight to prepare for landing
27:08Ground idle stop off
27:13First officer Arendt performed that step as part of his descent and approach checklist
27:19With the lock disabled, pilots can lift the ground range selector
27:24And move the thrust levers to ground mode after landing to help slow the plane
27:29But instead, the data reveals that the engines went into ground mode 25 seconds before the plane crashed
27:38Did they do it on purpose?
27:46The question is, how did they get there?
27:47Did the crew select it?
27:49Did they do it deliberately?
27:51Was it something bad that happened?
27:52The safety defenses didn't work?
27:54These are all things that have to be looked at
27:55Okay, we're recording
27:59Let's start with the taxi lights
28:02To find out if the crew intentionally put the plane into ground mode before they were on the ground
28:10They record a number of different sounds in the cockpit of another Fokker 50
28:15Every switch has a sound attached to it
28:24Okay, let's try flaps to 10
28:27And now the ground range selector
28:38And that does it
28:48And this can be forensically analyzed and filtered out
28:53You compare that to what you find from the cockpit voice recorder
28:58These three sounds were picked up on the CVR
29:02Let's start with this
29:04We were able to confirm that this sound is the taxi lights being switched on
29:10Test recording confirms that's the flap handle being moved to flaps
29:23There's 10 position
29:24Then there's this
29:30We compared it to the sound recorded on the test plane
29:36It's a match?
29:39The audio analysis confirms that Captain Pukes deliberately lifted the ground range selector
29:45And moved his throttle to ground mode while the plane was making its approach to the airport
29:50The key element found in the sound spectrum study
29:54Was the power lever was in fact moved below the flight idle gate
29:57And this was something that meant the pilot had to do it
30:00Okay
30:03So we know he did this on purpose
30:06But why?
30:08There is no maneuver or procedure asking the pilots
30:15To actually lift the ground range selector in flight
30:19And pull the power levers below flight idle
30:22It's a prohibited non-standard procedure
30:25And should never be done by the pilots
30:28What could have prompted the pilots to put their engines into ground mode?
30:33He's five miles away from the airport when he decides to land
30:39But he's 300 feet above the glide slope
30:41And his speed is 165 knots
30:43If he wants to get down to the glide slope
30:45He needs to descend rapidly
30:47But his speed is already quite fast
30:49So instead
30:50He slams on the brakes
30:52Once the power levers are in ground idle
30:57This will produce extra drag on the propellers
31:00Reducing the speed
31:02And also allowing the aircraft to descend at the same time
31:06Deluxe Air 9642
31:10RVR is 300 meters
31:12Investigators believe that when the crew is told that runway visibility has improved
31:18Captain Pukas moved his engines to ground mode
31:21To quickly reduce speed and lose altitude
31:24Not sure that'll do it
31:309642
31:31Continuing approach
31:33Flaps
31:36They should have made a better decision
31:39And go around, reposition and fly a proper approach
31:43Or divert to the alternate
31:44And not forcing it in
31:46Okay
31:47We can explain putting the engines into ground mode
31:50But reverse?
31:55What the hell is that?
32:03Oh, f***
32:04So the lock is only released when the plane is on the ground
32:13Investigators know
32:16The pilots of Luxair flight 9642
32:18Put their plane into ground mode before landing
32:22But it doesn't explain why the throttles were moved further back to reverse
32:27While they were still hundreds of feet in the air
32:29Should be impossible to do
32:31To get to that range in flight
32:34It's not supposed to happen
32:36There's supposed to be two things that prevent it from happening
32:39An electrical lock prevents the power levers from being moved into reverse in flight
32:46Once the plane is on the ground
32:49And the wheels are spinning and the wheels are spinning at least 20 miles an hour
32:52A signal is sent to an electrical switch that releases the flight idle stop
32:57And allows the throttles to move to the reverse position
33:00This system is only meant to be used on the ground
33:03And that's why they have a lot of protections to make that only the possibility that it's going to happen
33:07Could the lock have somehow failed?
33:13The mechanical stop is installed so that the pilots can under no circumstances
33:19Physically move the power levers beyond ground idle
33:23So no reverse thrust possible
33:27Investigators study the components that make up the locking system
33:33The anti-skid system checks out
33:36The wheel speed relays are fine
33:38And there's nothing wrong with the lock switch
33:40Investigators also check the anti-skid sensors which measure wheel speed
33:47The computer that receives those signals
33:49And the switch controlling the lock
33:52Everything seemed to check out normally
33:56It shouldn't unlock unless the wheels are spinning
34:00So what went wrong?
34:03Investigators scrutinize the electrical lock system
34:06That should have prevented flight 9642 from going into reverse
34:11Anything in the maintenance record?
34:13There's this
34:14They discover an incident that happened 14 years earlier
34:22Power lever setting below flight idle
34:26Possible in flight
34:28In 1988 the flight idle stop disengaged inadvertently on another Fokker 50
34:36So it's not as foolproof as we thought
34:41The system design was actually well designed by Fokker
34:46But they knew the system had a problem
34:48When the landing gear is lowered
34:52An electrical pulse could be sent to activate the plane's anti-skid control unit
34:57That sends out a false indication that the plane is on the ground
35:02Just enough to unlock the flight idle stop
35:05This particular pulse in the anti-skid control unit could in fact allow the power levers to go back into the beta range
35:13At the time Fokker said the chance of an inadvertent unlocking due to the glitch was extremely unlikely
35:21These three conditions must be met for the stop to unlock
35:29Gear down
35:31The left and right gear locks releasing at precisely the same instant
35:35And the power levers below flight idle
35:37A lot of components had to line up in very great precision to make it happen
35:43The perfect storm of bad things happening together
35:46Could they have triggered the glitch?
35:50Investigators returned to the voice recording and flight data
35:53To determine if a short-lived electrical anomaly
35:56Allowed the engines to go into reverse while in flight
36:00We know from the sound analysis
36:03The click that we heard on the CVR is the ground range selector being lifted
36:06Approximately 30 seconds before impact
36:13The captain moves his power levers below flight idle
36:15Okay, so condition one is met
36:18The first officer lowers the landing gear 13 seconds later
36:24And they unlock at the exact same time
36:26Now that the conditions to trigger the glitch have been met
36:29For the next 16 seconds
36:31The levers can be moved to reverse
36:33The aircraft thinks it's on the ground and it will go into reverse in flight
36:40And just three seconds later
36:44The propellers go into reverse
36:45That's it
36:47Ground idle stop off
36:54They believe that in an effort to lose altitude quickly
36:59The pilots of flight 9642 unknowingly triggered the electrical anomaly
37:04That allowed them to put their engines into reverse
37:07The sequence of events begins with the captain moving the throttles to ground mode
37:14To reduce speed and altitude
37:16Not sure that'll do it
37:199-6-4-2
37:21Continuing approach
37:22The maneuver doesn't have the desired effect
37:26The plane is still too high
37:28Flaps?
37:32Uh, we are flapsed in
37:34The crew extends the flaps to reduce speed even further
37:38Then
37:39Uh, gear down?
37:44Yeah
37:44As Captain Pukas keeps his throttles pulled as far back as they can go
37:49The first officer lowers the landing gear
37:52Unaware it will trigger the conditions to unlock reverse
37:56There will be a loud bang, uh, O-ball
38:06Everybody will hear that in the cockpit and in the cabin
38:09There will be an immense increase in track
38:12So you will literally feel your body shifting and shaking
38:16Captain Pukas doesn't even realize what's happened
38:25Once the landing gear was selected by the first officer
38:36Suddenly both engines went into full reverse
38:39It was too late to recover
38:4225 seconds after the throttle is inadvertently moved to reverse
38:47The plane crashes, resulting in 20 deaths
38:51If Fokker knew about this anomaly in 1988
38:57Why didn't they just fix it?
39:02Investigators examine reports to explain why Flight 9642 was allowed to fly
39:08Despite the aircraft manufacturer knowing about a potential glitch
39:12They said the probability of this happening was so low
39:16That no immediate action was required
39:18It's a very short duration power-up
39:24So therefore the timing has to be very precise
39:27And the likelihood of it to happen was low
39:29There's no doubt about it
39:30But certainly it was not zero
39:32They eventually came up with a modification
39:36And issued the service bulletin about it a few years later
39:39The manufacturer of the skid control unit
39:44Had issued a service bulletin
39:45Suggesting a simple fix that would prevent the erroneous signal from being sent
39:50To modify the anti-skid control unit
39:55To the newer version that would not provide this power-up pulse
39:58One nearly had to add a few diodes and a capacitor
40:02So it wasn't a complicated fix
40:03It wasn't difficult to do
40:04It wasn't expensive
40:04But the notification was issued as a service bulletin
40:10Not an airworthiness directive
40:12Which would have made the fix mandatory
40:14If an aircraft manufacturer is making a modification to an aircraft
40:20It gives out a service bulletin
40:22You don't need to do it
40:24An airworthiness directive is a state hazardous
40:27To the safety of the operation of the aircraft
40:30That might even ground the whole world fleet of the aircraft
40:34Till it's modified
40:36Luxair never performed the suggested 1992 modification
40:42To its fleet of Fokker aircraft
40:44If it had come as an airworthiness directive
40:47They would have complied
40:47No doubt about that
40:48And the problem would have been fixed
40:50The accident didn't happen here
40:54It happens here
40:56When they accepted an approach they weren't prepared for
41:00How much fuel will we need?
41:04Uh, 550
41:07We need 850 when we leave the hole
41:10No, we need fuel to reach till our alternate
41:14Plus 20 minutes reserved
41:15So we'll still need 600 kilos
41:17Yes, but I want to keep
41:19Luxair 9642
41:20Descend to 3,000 feet on 1023
41:23Turn left heading 130
41:25Is that for us?
41:27Yes
41:27Investigators believe that the main cause of the crash of flight 9642
41:33Was the crew's decision to accept the approach instruction
41:37Rather than join a holding pattern
41:40Left heading 130
41:42Luxair 9642
41:45What kind of crap is that?
41:47At the time they got the first heading for the intercept for the localizer for the runway
41:54They should have said
41:56No, we are not ready for the approach
41:58Had they simply rejected the approach
42:02When the controller gave them those initial headaches
42:04And descent down to 3,000 feet
42:06The controller would have said that's fine
42:08Here, they still don't have the visibility they need to land
42:13They're too high and too fast
42:15And still aren't properly configured
42:17If ever there was a case for a go-around
42:219642 continuing approach
42:27The investigators also fault the crew for not executing a missed approach
42:33When they had so much going against them
42:35Once the crew was surprised by the ATC clearance to start the approach as number one
42:43A lot of events started
42:47Putting the pilots in a kind of a tunnel vision
42:50Or into a continuation bias
42:52Focusing only on the approach and the landing
42:55Without considering any other options
42:58To prevent the plane from being put into reverse in the air
43:03The team also recommends that the modification to the skid control box
43:07Which stops any erroneous signal
43:10Be made mandatory for all Fokker 50 airplanes
43:13Luxair makes the modification to its entire fleet of Fokker aircraft
43:19The accident in fact proves the fact it was that serious
43:23And should have been addressed
43:24Captain Pukas was charged with involuntary manslaughter
43:29He was fined
43:31And sentenced to three and a half years probation
43:34The lessons we have learned from this tragic Luxair accident is
43:41Always stick to standard operating procedures
43:45Stick to the aircraft's limitations
43:47Be aware of operational bulletins
43:51Unfortunately, most of these things were not done by the Luxair crew
43:57And this led to this tragic accident
43:59And this led to this tragic accident