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00:00The plane came flying out of the bottom of the cloud at 4,000 feet per minute.
00:06Pull up! Pull up!
00:07Nuremberg Air Service Flight 108 breaks apart
00:11while the pilots attempt to land at Dusseldorf Airport in Germany.
00:17All passengers and crew are killed.
00:21Because of the size of the accident site,
00:24we use the grid to identify the positions of every part of the wreckage.
00:31Investigators reconstruct the plane to determine what happened.
00:36There must be a thousand pieces in here.
00:41Over here.
00:42They uncover evidence of a one-in-a-million failure
00:45that should not have brought the plane down.
00:49The pilots had no chance to control the aircraft in a proper way.
00:54I think under these circumstances, there was nothing they could have done.
01:00D-day, D-day.
01:05Pull up!
01:073-8-1-0, 2-8-0, 1-2-0, 1-2-0, 1-2-0.
01:131-2-0, 1-2-0.
01:15It's an hour before sunrise at Hanover Airport in West Germany.
01:31Nuremberg Air Service Flight 108 prepares for the first flight of the day.
01:36In the cockpit is 36-year-old Captain Ralph Borstorff.
01:47How's the weather looking?
01:49And 28-year-old First Officer Sybil Hailman.
01:53They each have 2,500 flying hours.
01:56Should we clear sailing?
01:57Both of them would be fairly typical, what you would see in commuter operations, people starting their careers and getting ready to move up.
02:08The weather forecast predicts calm skies, with only a slim chance of thunderstorms near their destination.
02:15It might get a bit rough on landing because of some turbulence and a chance of thunderstorms, but it's unlikely. Just 10%.
02:23Sounds good.
02:26A 10% chance of thundershowers.
02:29It's a 10% chance, you want to know about it, but it's not something you're going to put too much thought into.
02:34Before Flight 108 can depart, snow and ice that accumulated overnight are removed.
02:41This flight was a full flight, had 19 passengers on board, all of those being business people.
02:50It's a 40-minute flight from Hanover to Dusseldorf, a major business hub on the Rhine River.
02:58We started the route in 1987, about six months before this flight.
03:03We had very big train connections between the east and western parts of Germany.
03:09So, from the very, very beginning, we had full airplanes.
03:14Flight 108 leaves Hanover at 7.15am, 15 minutes behind schedule.
03:22Flaps.
03:28Retracted.
03:29The pilots are flying a Fairchild Swear Engine Metroliner 3.
03:35It's a powerful turboprop plane designed for short commuter flights.
03:40The Metro 3 airliner is a perfect scaled down airliner.
03:44It hauls 19 people fast, fuel efficiently.
03:47All the creature comforts of a bigger airline.
03:49From the very beginning, I was impressed by the airplane.
03:53It was extremely well designed, it was flexible, it was fast, it had good pressurization.
04:02So everything a pilot likes, the airplane had.
04:08It takes 10 minutes for flight 108 to reach its cruising altitude of 14,000 feet.
04:14It will stay at that altitude for only 15 minutes.
04:20Well, no rest for the wicked.
04:25We'll have the descent checklist, will you?
04:28Regional flying is generally an hour and a half or less, leading to increased workload for the time that you are in the air.
04:36Check the radar.
04:38The captain notices some weather on the radar.
04:41Thunderstorm could be rolling in after all.
04:43Maybe.
04:44Doesn't look particularly bad.
04:46I'll check the ATIS.
04:48ATIS continuously broadcasts updated weather conditions at the destination airport.
04:50Gusting 2-4. Visibility 10. Sky condition, broken clouds at 1,500 feet.
04:56Nothing but a thongest. We should be fine.
04:58Okay.
05:00We'll continue with the approach.
05:02Okay.
05:04We'll continue with the approach.
05:06Okay.
05:08We'll continue with the approach.
05:11Okay.
05:13Okay.
05:15We'll continue with the approach.
05:17Okay.
05:18Their expectation was that the weather was getting better and that any thinner showers hadn't really materialized.
05:25Good morning. This is your captain speaking.
05:29We have begun our descent into Dusseldorf.
05:32Please ensure your seatbelts are fastened.
05:34Should be landing in about 15 minutes.
05:4430 miles from the airport.
05:47Dusseldorf, good morning.
05:49Requesting to send to 3000, NFD-108.
05:52First Officer Hailman contacts the Dusseldorf Approach Controller for landing instructions.
05:58NFD-108, good morning to you.
06:01You are cleared to 3,000 feet and currently number 3 to land.
06:07Copy to send to 3000, number 3 to land.
06:10An ATC gives us an indication of where we are on the order for landing.
06:14It helps us set up.
06:15It helps us get ready.
06:16It helps us know when you're going to start putting flaps and gear down.
06:19Three minutes later.
06:24Localizer alive.
06:26Flight 108 lines up with the runway's centerline.
06:36Establish on the localizer.
06:37The first officer checks on the weather.
06:43Looks like a thunderstorm has moved right in front of us.
06:48Might be trouble.
06:52Thunderstorms have to be treated with respect.
06:57They can produce hail, they can produce downdrafts, tailwinds, overpowering what the airplane is capable of doing.
07:03The captain decides to maneuver around the storm.
07:15The problem was, it's a big thunderstorm in the approach sector of Dusseldorf.
07:21They shouldn't fly through thunderstorms.
07:25In the Dusseldorf control center.
07:27NFD-108, please switch to tower control.
07:30Frequency 118.30.
07:33The approach controller hands over Flight 108 to the tower.
07:39NFD-108, confirm switch to tower control.
07:42Frequency 118.30.
07:44Bye.
07:50Moments later, Flight 108 disappears from radar.
07:57Seven miles northeast of Dusseldorf Airport, a maintenance worker at a sewage treatment plant hears the sound of an approaching airplane.
08:11Flight 108 breaks out of the clouds in a steep dive.
08:15500.
08:17400.
08:19300.
08:20Pull up!
08:24The plane pulls up just in time.
08:28The plane came flying out of the bottom of the cloud at 4,000 feet per minute.
08:32The g-force it would have taken to overcome that, to pull the airplane nose back up, it was violent.
08:37The sound of the engines recedes into the distance.
08:40That flight would have been sheer terror.
08:45Sheer terror for the people in the back, sheer terror up front.
08:48You know, you went from having a visual reference to thinking you're good, to all of a sudden you're back in the cloud again.
08:53A minute later, the plane returns.
08:57This time, Flight 108 spirals out of control and breaks up.
09:05No, no, no!
09:06It's a horrifying sight.
09:07I can't even imagine what the person watching that would be thinking.
09:11Two minutes before dawn, Flight 108 slams into an open field on the banks of the Ruhr River.
09:18The wreckage is scattered over a wide area.
09:30First responders make their way to the crash site.
09:35All 19 passengers and both pilots are dead.
09:39The metroliner itself is broken into thousands of pieces.
09:46You're seeing that parts are distributed throughout the area.
09:52You'll start collecting all the parts, mapping where they are, and trying to put this puzzle back together again.
09:58Investigators from Germany's Air Accident Investigation Unit, or FUS, begin mapping the wreckage of Flight 108 to determine what caused the accident.
10:16The first step was to identify the positions of every part of the wreckage.
10:23And because of the size of the accident site, we used the grids and we were able to get the information where every piece was at the accident site.
10:37Much of the plane, along with its black boxes, are badly damaged.
10:43The recorders in this aircraft aren't the new digital type of recorders, which record 300, 400 parameters.
10:50This was the old foil-style recorders.
10:53You had altitude, air speed, you had heading, some information, you had g-loads.
10:59You didn't have the data we have today by a long shot.
11:03The black boxes and the debris are sent to a warehouse, where investigators begin their analysis.
11:10Once the parts are recovered, taken to a facility, you can then clean where the fractures, where the separations are.
11:20You can look at where a part broke apart.
11:24The wings, the engines, the tail sections, separated from the aircraft.
11:33Investigators try to confirm witness statements that the plane broke up before it crashed.
11:39This piece looks compressed, like it came from a high-energy impact.
11:46But this piece is intact.
11:51What that indicates is this intact piece of wreckage did not go to the accident site with the rest of the airplane.
11:59For sure an in-flight breakup.
12:04The team is now convinced that Flight 108 broke up before hitting the ground.
12:10The question is, what led to that?
12:13Is there any evidence of a pre-existing failure that would have led to the accident?
12:18Hey, can you bring that piece over to the table?
12:21Did a design flaw or some kind of failure create a fatigue crack, causing the wings to break off before impact?
12:34Even though the airplane is fairly new, you don't rule out anything.
12:38Was there a flaw in manufacturing?
12:40Was there a full drill where it shouldn't have been drilled?
12:43Was there some other issue that would cause a crack to start growing very early in the aircraft's life?
12:49Well, this doesn't look like a fatigue crack at all.
12:55It can only mean one thing.
12:58Overload fracture.
13:01Yeah.
13:04Overload fractures can occur because the airplane's exceeded speed limits, flight control inputs are severe,
13:12severe turbulence can cause overload, and sometimes you have a combination of all three coming together.
13:20Hey, can you get the lights?
13:22What pushed this plane past its structural limits?
13:26Investigators examined the plane's flight path for clues.
13:30Nothing unusual here.
13:35The flight path from departure, en route, to arrival for landing seemed normal.
13:46What happened to this part, the end of the flight?
13:53Oh, look at that.
13:55Look at that.
13:56They discover that the pilots flew an erratic flight path before the plane crashed.
14:02That would certainly cause a structural overload.
14:06Agreed.
14:07The crew was on approach, and now suddenly goes through some very tight maneuvers, and you piece that together with the wreckage you found and where it was found, and that gives you a much better idea of what led to the accident.
14:26Investigators speak to the controller, who oversaw the approach of flight 108, to determine what might have caused the unusual flight path.
14:37Tell me about the night of the crash.
14:39There was thunderstorm activity from about 7.40 until just after 8 a.m.
14:49Did your other flights run into any trouble?
14:52They reported moderate icing and turbulence, but everyone else landed without incident.
14:58Okay.
15:00No go-arounds?
15:01No missed approaches?
15:02No.
15:03Okay.
15:04No.
15:06But about six miles out, a 7.37 got hit by lightning.
15:14Dusseldorf approach, Lufthansa 1354.
15:18We just experienced a lightning strike at 3,000 feet, six miles final.
15:23No immediate issues.
15:24Lufthansa 1354, Dusseldorf approach.
15:27Roger, let me know if you require further assistance.
15:31Typically when we're concerned about thunderstorms in the airport vicinity, it's not much about the lightning, it's more about the winds and the wind shears that can be powerful enough to push the airplane into the ground.
15:41Since airplanes are made of aluminum, which conducts electricity, most lightning strikes flow over the skin of the fuselage and safely exit through the tail.
15:50I remember one occurrence of flying. The aircraft got hit by lightning. There was a sudden flash outside the fuselage. You could hear it. And the airplane kept on going. And there was no associated damage to the aircraft. And we continued on.
16:08Did you report the lightning strike to flight 108?
16:11Yes.
16:13NFD 108, the preceding landing experienced a lightning strike about six miles final.
16:19Dusseldorf approach. We copy and are looking outside. NFD 108.
16:23For flight crews, it is not abnormal to deal with thunderstorms and to deal with the probability of some lightning. This flight was very, very usual.
16:36OK. Great. Thank you for your time.
16:39Thank you for your time.
16:41If it wasn't the weather that caused the pilots to push the plane past its structural limit, what did?
16:52Will flight 108's black boxes provide clues as to why the plane broke up mid-flight?
16:58It's not looking good. How so?
17:05Flight data recording and the cockpit voice recording both stopped two minutes before the plane crashed. At the exact same time that the plane started flying erratically.
17:17A total power failure?
17:23The CVR and the FDR get their power from two separate sources. So the fact that both these recorders stopped at the same time indicates whatever happened affected both electrical systems, not just the one.
17:37The Metroliner's electrical system is powered by two generators. In the event of a power failure, two batteries act as a backup system.
17:48But if it was a total power failure, that means the backup system failed as well. How is that even possible?
17:58From the perspective and the explanations coming from the manufacturer, the possibility of a total electrical loss was very low.
18:07But during the course of the investigation, we understood more and more that it could be that the flight crews had a total electrical loss.
18:17Investigators consider the effects of a total power failure.
18:22They would have lost most of their instruments.
18:24Well, except their vertical speed indicator, the altitude and the third attitude indicator.
18:30Our Metroliner's have been installed with a third independent artificial horizon. It used bleed air coming from the engine. And as long as the engine was running, the artificial horizon was working as well. Totally independent from electricity.
18:50The standby non-electrical artificial horizon could have been used by the crew to help keep the aircraft level and straight.
19:00And then the complexity of this accident gets into why didn't the crew effectively use that standby.
19:10But even with limited instruments, who's to say they could have even seen them?
19:13Oh, good point. The lights that illuminated the instruments may not have been working. Huh.
19:23You need those instruments and if you can't see them, then you don't know if you're up or down. You're flying blind at this point.
19:27To confirm the unlikely finding of a total electrical failure, the team examines light bulbs from Flight 108's instrument panel.
19:48If the light bulb was on when the plane hit the ground, the hot and pliable filament inside would be stretched.
19:59But if the light was off, the cold, brittle filament would break upon impact.
20:07All these filaments are broken.
20:09The outcome was that we found no bulb which was under electrical power during the impact of the aircraft.
20:23Investigators now have conclusive evidence of a sudden total power failure.
20:31But what could have caused it?
20:34The controller did tell us that another plane got struck by lightning.
20:40Maybe this one did too.
20:43A lightning strike outside of the aircraft could lead to a problem with the electrical system inside of the aircraft.
20:51If the electrical field of a lightning strike is very, very high, could be induced into the aircraft.
20:59Investigators search for evidence of lightning striking the fuselage of Flight 108.
21:08There must be a thousand pieces in here.
21:13It's a painstaking process. Lightning could have struck anywhere.
21:19Lightning marks on the skin would look like a circle.
21:22You'll see the paint burned.
21:25You may see some localized melting of the metal in that particular area.
21:35Over here.
21:40What do you got?
21:42I found it.
21:45Huh.
21:47Once you've found a piece of metal, a lightning strike, it's like, okay, where does it go on the airplane?
21:50What's in the proximity of this?
21:53Is it next to the electronics?
21:56Is it next to hydraulics?
21:58Where is this lightning strike occurring?
22:01The only way to determine where the mystery piece comes from is to reconstruct sections of the airplane.
22:10No.
22:11At the time of this accident, reconstructions were fairly typical. Mainly, we didn't have as much data as we have now. So reconstructing it made sense.
22:22I think I've got it.
22:32Investigators match the piece of the plane to the left side of the fuselage, forward of the wing. This is where the lightning strike.
22:39But could a lightning strike in front of the left wing actually cause a total electrical failure?
22:49There are power system lines running right behind where the lightning struck. Can't be a coincidence.
22:56Hmm.
22:57Is it possible that that lightning strike entered the electrical wires on the other side, and therefore led to the loss of electrical power?
23:06So that would have been the real focus of the investigation at this point.
23:16Investigators examine what remains of Flight 108's electrical wiring in search of evidence that the lightning strike jumped from the fuselage to the electrical system.
23:27You would look for the insulation material on the outside has been burned away. Is there melting inside the wires evidence that somehow electrical energy got through the insulation barrier, into the wiring, and then was starting to actually melting the wires locally?
23:49How odd. No signs of arcing.
23:57We checked the wiring, we checked the electronic components available from the wreckage for some indication for electrical overload.
24:13Finding any lightning damage to the wiring?
24:15Not yet.
24:17It's very possible once the lightning gets into the fuselage, you may not see any direct impact in that area.
24:25It flows into the aircraft, and so even wiring that's close by may appear to be unaffected.
24:32But now this high energy has gotten into the airplane, and the question is, where does it go?
24:38Maybe I can find something in here.
24:41After we found no evidence for damage in the wiring based on the lightning strike, we had to do a deeper investigation within the systems.
24:53And that means we had to look for damages in the avionic components.
24:59The team now focuses on even smaller components of the electrical system, the diodes.
25:10Let's check this out.
25:11A diode is an electrical component that allows current to flow in one direction only, preventing reverse current flow that could damage circuits or create malfunctions.
25:27If the diode is working properly, there should be resistance to high current flow in one direction and not the other.
25:41Only 50 ohms, almost nothing.
25:46Now the reverse.
25:55Also 50 ohms.
25:56But investigators discover low resistance to current flow in both directions.
26:05It's shorted.
26:11The outcome of our investigation of the diodes was that all diodes were open in both directions.
26:17That means the diodes were shorted.
26:18The question now was why we decided to take these to a manufacturer and ask them to do a deeper investigation.
26:36Results are in.
26:37To better understand why the diodes shorted, they examined test results provided by the manufacturer.
26:46Oh, that's interesting.
26:49Looks like cracks in the center of the diode.
26:51Once you've seen that a diode has failed, then you can do tests and research on a good diode to see how much energy it would take basically to fry that diode.
27:06Voltage tests are done to determine if the cracks in the diodes were the result of a lightning strike or something else.
27:14A thousand volts.
27:17Investigators learned that when more than a thousand volts are applied to a working diode, it will crack.
27:24A lightning bolt can carry hundreds of millions of volts, more than enough energy to crack the diode.
27:31It must have been lightning.
27:33The damage of the diodes only can be produced by high voltage.
27:40Could it be possible that high voltage would be produced within the aircraft?
27:47And the answer was no, it could be only produced by the lightning strike.
27:53Basically, the lightning hit the aircraft, flowed through the system, it impacted the diodes, which fried them, cracked them, took them offline, and that shut down the electrical systems on the aircraft.
28:10The odds of lightning taking out an entire electrical system are next to impossible. And yet, that's what happened.
28:23But this doesn't explain why the crew flew into the thunderstorm in the first place.
28:30Okay.
28:31The primary rule is, if you see a thunderstorm, no matter what its size, you avoid it. You go around, you divert, you hold, you do whatever you can. You do not want to fly through a thunderstorm.
28:46Investigators examine Nuremberg Air Service's Flight Operations Manual to understand why the pilots of Flight 108 ended up in a thunderstorm.
29:04I don't get it. It clearly states flights in or near thunderstorms should be absolutely avoided.
29:10So why didn't they do the sensible thing and go around the storm?
29:14At that time, they had several possibilities. One possibility was just to prepare if they would fly through the thunderstorm, what could happen, what they have to do, what they have to prepare.
29:28Another possibility could have been just to divert to another airport.
29:33Let's have a listen to what the pilots were saying about the storm.
29:41Check the radar.
29:42Thunderstorm could be rolling in after all.
29:46Halfway through the flight, the crew learns there's adverse weather ahead.
29:51Maybe.
29:54Doesn't look particularly bad.
29:58I'll check the ATIS.
29:59The crew checks Dusseldorf Airport's weather service, but there's no indication of a thunderstorm.
30:10Once they got the ATIS, their expectation bias was that the weather was getting better.
30:14Broken clouds at 1,500 feet.
30:17Nothing but a thunderstorm. We should be fine.
30:19The captain considers the information and makes his decision.
30:26Okay. We'll continue with the approach.
30:30They just assume best case scenario and don't do a proper briefing.
30:35As professional pilots, we always brief each other based off the worst conditions.
30:39You never know if that 10% probability of thunderstorms actually happens.
30:43And if it does happen and it's too late, you don't have time to brief it.
30:46NFD-108.
30:4711 minutes later, the situation becomes more critical.
30:57Proceeding landing experienced a lightning strike about six miles final.
31:01If I were the crew and I were on approach and proceeding trapping in front of me were to get struck by lighting,
31:07at that point I would initiate a missed approach.
31:09Go around and hold somewhere and figure out what we're going to do
31:11because the weather at that point is moving on to the approach path.
31:14You need to take that pretty seriously.
31:16But that's not what the pilots do.
31:19Dusseldorf approach. We copy and are looking outside.
31:22NFD-108.
31:23Hey, did you hear what happened to Walter last weekend?
31:31Yeah. Not surprised.
31:34Hold on.
31:36They should be talking about deviating or a go around here, not someone's weekend.
31:40They should have been deciding where they were going to go and what they were going to do
31:44instead of going down this rabbit hole.
31:45They just thought the other person's comfortable with it and we'll continue going
31:47if they're comfortable, I'm comfortable.
31:49Investigators continue listening to the CVR as the pilots prepare for landing.
32:10You're left of the center line.
32:12What?
32:14You're left of the center line. You need to turn right.
32:16The captain started deviating to the left, apparently without telling the first officer of his plan.
32:22I don't want to go in there. I'm trying to get around it.
32:24We're too close to the runway. You can't change course now.
32:29Sounds like the captain is trying to deviate around the storm.
32:32And the first officer isn't on the same page.
32:35It's a bad idea to try and re-intercept the approach when you're already unstabilized.
32:39It's just a bad idea. You just do a go around.
32:40Huh.
32:41Huh.
32:47Okay. I hear you.
32:53Again, no discussion of their options.
32:55There's some tension in the cockpit. There's some issue between the captain and the first officer. We don't know exactly what it was.
33:06But clearly this was not conducive to the crew working together to determine what was the best course of action.
33:16So now, the captain turns the plane directly into the thunderstorm.
33:24Hold on tight. Here it comes.
33:34Neither crew knew what the other one was doing.
33:36They hadn't briefed for the weather.
33:37They didn't have the plane set up for flying around in the vicinity of thunderstorms.
33:41And they just kept going.
33:49Why wasn't this crew on the same page?
33:57The understanding of the investigation team at that time was the communication between both pilots was not in a way as it should be.
34:06What did you find?
34:09Well...
34:11Investigators examine personnel records for insight into the pilots' working relationship.
34:20The captain had a total of 2,473 flight hours.
34:25But only 277 hours in the Metro 3.
34:31That's not a lot of experience on type.
34:34No, it's not.
34:36The FO had basically the same number of flight hours, but over 1,300 hours in the Metro.
34:49Investigators discover that the first officer had much more experience on the Metro Liner than the captain.
34:59With the crew having such an imbalance in time, the first officer is going to feel like they could be the captain, that they got passed over for the upgrade.
35:06They have more experience on the routes, they have more experience on the plane, more experience with the airline, even in this case.
35:10She probably didn't trust his handling of the aircraft.
35:16That's never good in a cockpit.
35:20Did the pilots' imbalance in experience make it difficult for them to cope with the lightning strike?
35:26So they start making their descent here.
35:34Investigators examine how the pilots of Flight 108 flew the plane as they entered the thunderstorm.
35:42And then, a minute before they lose power, they start ascending again.
35:46Why would that happen?
35:49Let's hear what happens here.
35:50Let's hear what happens here.
36:01Okay, glide alive.
36:05Quarter flaps.
36:09Selected.
36:10Three minutes from the airport, the captain begins configuring the aircraft for landing.
36:17And half flaps.
36:22Half flaps, please.
36:24As they descend towards the runway, the captain rushes his flap settings.
36:30The plane is now climbing instead of descending.
36:34The captain requested the next flap setting, half flaps.
36:38The airplane then ballooned up, climbed in altitude 400 feet.
36:44I'm not sure that was so good.
36:46The captain trims the plane's nose down to counteract the increase in altitude.
36:52In response to the 400-foot climb, the captain trims the airplane.
36:57Rather than just putting a few bits of electric trim in, he holds the electric trim, pitching the nose down quite substantially.
37:03He then adds even more nose down trim.
37:09We're still slightly high.
37:13Okay, descending.
37:16With all the trim the captain has at him, the plane is in a nose-heavy position when the lightning strikes.
37:29So now the captain loses the ability to recover.
37:44Mm-hmm.
37:45When the lightning strike happens, he loses electrical power, so he may have a lot more heavier flight controls than he was prepared for.
37:55And when the lightning strikes, the instrument lighting fails, making the instruments impossible to read.
38:01There's no emergency procedure in the Metroliner manual that tells you what to do if all your batteries fall offline.
38:09You're a test pilot, and at that point you use your pilot experience.
38:13One of the things to do was for the non-flying pilot to get a flashlight to illuminate the standby instrument to help the flying pilot out.
38:22The flashlights weren't found. We don't know if they were on the aircraft or not.
38:25The power failure cuts off their ability to see and to communicate with each other.
38:31They couldn't hear each other.
38:33We've lost electrical power.
38:38We have nothing!
38:40You've got a crew that can't communicate because you've lost the intercom system.
38:43You've got a headset on, and the Metro is a very noisy cockpit, so you can't hear the other person and what they're saying to you.
38:48If they couldn't see their instruments or hear one another, could the pilots still fly their plane?
38:56They have aileron and rudder controls, which aren't electrical.
39:00Their engines are still running.
39:03The runaway is about seven miles away.
39:07They should have been able to use the controls they did have to land the plane.
39:12They still had control over the ailerons, over the rudder.
39:16It was difficult, but technically still flyable.
39:19But without the ability to see their instruments, they'd have no way of knowing where they were.
39:22Seconds later, Flight 108 is diving towards the ground.
39:32The pilots had no chance to control the aircraft in a proper way, because the light for the third artificial horizon was not there, and they had no visual ground contact.
39:46And I think under these circumstances, it's nearly impossible to control the aircraft.
39:56Investigators finally understand how a lightning strike caused a fatal crash.
40:01You're left of the center line.
40:11What?
40:13It starts with a poorly functioning crew.
40:15You're left of the center line. You need to turn right.
40:16I don't want to go in there. I'm trying to get around it.
40:19We're too close to the runway. You can't change course now.
40:22Okay. I hear you.
40:25Instead of giving him the advice or the two-crew mentality that we're not where we should be, we shouldn't be here,
40:31the first officer chose to go the other route, which was shut down and only make the minimum calls, which were deviation calls.
40:37Half-laps, please.
40:38Half-laps, please.
40:44The pilots decide to fly their nose-heavy aircraft into a thunderstorm.
40:53A powerful lightning strike.
40:55We've lost electrical power.
40:57Causes a total power failure.
41:00We have nothing!
41:02And the disoriented crew...
41:04Where are we?
41:05I can't tell.
41:07...loses control of the plane.
41:11500!
41:13400!
41:15300!
41:17Pull up! Pull up! Pull up!
41:21After you've been struck by lightning, you've got winds that are gusting all over the place.
41:25It starts to become a pretty violent situation pretty quick.
41:28The combination of turbulence and the pilot's blind actions lasting more than a minute sends the plane into extreme turns and banks.
41:40Are we banking?
41:41Can't tell!
41:42What's the airspeed?
41:43Don't worry about the speed, just pull!
41:45You think you can trust your senses, but you can't.
41:47You don't know if you're banking to the left, you don't know if you're banking to the right.
41:50You can't tell if you've got a nose low or a nose high.
41:52You can think you do, you can think you trust it.
41:54At the end of the day, your gut instinct will be wrong.
41:58The plane is so overloaded with the G-forces in these turns...
42:04...it broke up.
42:07Yeah.
42:17Pull up! Pull up!
42:18I'm crying!
42:20You're looking at a G-load that literally ripped the engine pylon off the wing.
42:24That literally broke the wing spar, the strongest part of the airplane.
42:27Broke it like a toothpick.
42:29That way exceeded what the aircraft manufacturer ever designed that airplane to go through.
42:32The main conclusion of the report by Germany's air accident investigation unit is clear.
42:42The crew flew into a thunderstorm, even though they could have flown around it.
42:56You have two fairly experienced pilots that they never ever should have been in that situation.
43:02There were red flags throughout.
43:05If anything can be learned from this one, you've got to speak up on a two-crew airplane.
43:08You can't let the other person take you to the scene of the crash.
43:10In their recommendations, the FUS reiterates the need for training and manuals that clearly describe how to operate in and near thunderstorms.
43:27This is a very different crew than we see today, who are well-trained on copied resource management, who work together as a crew.
43:36And the systems change for the better, and the airplanes are much better.
43:42As for Nuremberg Air Service, the company soon replaced the remaining Metroliners in its fleet.
43:49I made myself one of the last flights with the Metroliner.
43:52I had some tears in my eyes because I think it was on the aircraft's fault.
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