- vor 10 Stunden
On 15 December 2014, Loganair Flight 6780 starts an uncontrolled descent while on approach to Sumburgh Airport in Scotland. The pilots regain control and make an emergency landing at Aberdeen, with no fatalities. After a lightning strike, the pilots wrongly assumed the autopilot was disengaged and tried to climb. The conflict caused the autopilot to set the elevator controls into a dive.
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00:00Staring down a thunderstorm above the North Sea.
00:08Take a look at that.
00:09I don't like it.
00:11A modern turboprop is struck by more than a million volts.
00:15After the lightning strike, you're obviously looking to see, have we been damaged?
00:21Damn it, the plane's not responding. Help me pull.
00:24You can fly an aircraft without a compass, you can fly an aircraft without a radio.
00:28Maybe, maybe. We've been struck by lightning and are having control difficulties.
00:31But you can't fly an aircraft without functioning controls.
00:34But investigators can't figure out how lightning could have caused the plane to behave the way it did.
00:40Look at that. I mean, the elevators are trying to get the nose to pitch down instead of up.
00:45We've not come across an aircraft where there would be this difference between the pilot input and what the aircraft was actually doing.
00:51Oh, no! We're dropping!
00:54They were so distracted by that, they failed to see what was really going on.
01:03D-D-D-D-D!
01:06Oh, fuck!
01:07D-D-D-D-D-D!
01:26It's 6.45pm.
01:28p.m. Logan air flight 6780 cruises over the North Sea near Scotland let's get
01:39lower request flight level 1 1 0 please approach Logan air 6780 requesting
01:46descent to 1 1 0 the plane is more than halfway through a 65 minute flight
01:58most of the passengers live on the Shetland Islands many are returning home from holiday
02:08shopping in Aberdeen air travel is massively important and to residents in Shetland it's
02:16important for work meetings it's important for sporting events for holidays and it's the fastest
02:21way to travel off-island and so it's quick and convenient the captain is experienced he has
02:29more than 5,000 flying hours and is the pilot flying tonight passing flight level 150 the first officer
02:39is monitoring the instruments and handling all communications approach Logan 6780 descending
02:45through flight level 150 for the IRS runway 27 she has more than 1,000 flying hours
02:53crew had a good total experience of course they didn't have a lot of experience flying the Saab 2000 but
03:00still it was a normally experienced crew the Saab 2000 is a twin-engine high-speed turboprop it's a
03:10plane that aviation analyst Hans-Peter Graf knows extremely well the Saab 2000 is the most advanced
03:17turboprop still existing and flying it has a jet-like performance paired with low fuel consumption and it
03:28had real good performance to fly in and out of mountainous terrain they're traveling north from
03:35Aberdeen Scotland to Sumbra on the Shetland Islands a remote archipelago prone to winter swalls and even
03:42hurricanes
03:48Logan air 6780 for your information looks like the ATIS antenna at Sumbra has been struck by lightning so the
03:55system's not functioning I'll update conditions when I get them okay thanks for the update there's been a
04:01lot of that so far this winter the ATIS or automatic terminal information service provides pilots with
04:09continuous broadcast of essential information it the broadcasts weather and airport information every 30
04:18minutes on which year the pilots will base their approaches and landings I need you natus in anyway
04:30Sumbra information tango winds 290 at 34 gusting 47 visibility guess it didn't get fried after all
04:39gusting 47 it's gonna get a bit rough on the way down
04:42the winds at Sumbra airport are blowing up to 47 knots 54 miles an hour the crew will be facing strong
04:54gale force winds while landing I travel by air a lot and it does get windy we were expecting a little bit of
05:06turbulence on the way we knew flight of that size it's a small flight you do feel and turbulence more than what
05:11you would on a bigger plane and but it was nothing unusual the captain wants to be ready for any
05:17unpredictable weather thrown at them that's brief in case of a lightning strike copy that okay uh right
05:24instrument lights up full in case we get blinded torches are here and here on your side and the
05:30emergency elevator trim switch is overhead any questions no questions the statistics suggest that
05:37a particular aircraft will probably get a lightning strike about one and a half times a year
05:44you don't know when it's coming of course and the thing you're aware of is that these lightning
05:49strikes can affect the electronics and the avionics in the aircraft
05:54the crew prepares the plane for the turbulence ahead
06:20well let's get them buckled in back there
06:3216 miles from Sumbra airport flight 6780 turns on to its final approach to the runway
06:51take a look at that
06:56i don't like it there's some bad weather developing off the end of the runway
07:02approach more than 6780 this big storm cell on radar just off the runway we might need to discontinue
07:096780 roger let me know all crews going into an airfield
07:14in these sorts of conditions will be wary of the thunderstorms activity around them
07:23the pilots consider their options how much fuel do we have left
07:272 500 kilos you want to head back to aberdeen nice circle make another attempt
07:36they abandoned the approach when they saw a lot of precipitation on their weather radar
07:43just ahead of them up drafts down drafts wind shears which are not predictable so you better go around and
07:51wait or divert to another airport logan 6780 we're going to circle around turning 180 for now
07:596780 understood maintain 2000
08:02he obviously made the decision that at that time he would just turn away from the airfield
08:08and probably allow that weather to pass through and then have another approach
08:12as the pilots circle for another landing attempt
08:22we're going to go to the airfield we're going to go to the airfield we're going to go to the airfield
08:31it sounded like a gunshot it was just a very short sharp noise and a flash
08:37i thought at that point that it was something that had happened to the engines
08:41if you experience a lightning strike especially at night it's a very bright light you can smell a burn smell
08:48ozone smell and that sure is frightening or fearsome to every crew circuit breakers look fine
08:58after the lightning strike you're obviously looking to see have we been damaged are the instruments
09:04still working correctly but i have control but something's wrong controls feel really heavy
09:11damn it the plane's not responding there must be a degree of panic will set in where the controls
09:21are just not responding now the plane isn't responding mayday mayday this is logan air 6780 we've
09:27been struck by lightning and are having controlled difficulties please clear the airspace
09:32i knew that there was definitely something not right i was terrified
09:41in the airspace
09:44logan air flight 6780 is in distress 2000 feet above the north sea
09:49rogan air flight 6780 please clear the airspace
09:546780 copy if you can solves on board and fuel remaining
10:0033 solves on board 2500 kilograms of fuel
10:04all options are available do you want to land or divert
10:07Without knowing what's wrong with the plane
10:11It's really fighting me
10:13It's too risky to attempt landing in a storm at Sombra Airport
10:17We should divert back to Aberdeen, better conditions
10:20Agreed
10:21Aberdeen Airport is 190 miles away
10:24Let's try climbing to 4,000
10:276780, we're going to divert back to Aberdeen
10:30Something's wrong
10:32I can't get the plane to climb, how's your side?
10:36It's really heavy
10:38Trim's not doing anything either
10:42If you grab on the yoke and the airplane is not responding
10:46They realize, hey, there's something wrong
10:48We need to do something
10:49Finally, the crew catches a small break
10:57Altitude is increasing
11:00Keep on it
11:04The plane is climbing
11:05But not as quickly as it should be
11:08The elevators might be damaged
11:11In two minutes, the plane has barely climbed 2,000 feet
11:16The first officer worries the lightning strike may have disabled their instruments
11:21But the controller is getting the exact same readings as the crew
11:32We're really not going anywhere fast
11:35I'm almost all the way back
11:40Let's face it, you can fly an aircraft without a compass
11:42You can fly an aircraft without a radio
11:44But you can't fly an aircraft without functioning controls
11:47And then the unthinkable happens
11:51Flight 6780 plunges uncontrollably towards the North Sea
12:03The flight went into that nosedive
12:06So we knew immediately that something wasn't right with the plane
12:09The pilots wrestle with their controls as the plane speeds towards the water at 350 miles an hour
12:26The dive was so fast, you just felt like your heart was in your mouth
12:38I had no idea how close we were to the sea
12:42You couldn't see anything, it was just pitch black
12:44It was terrifying, it was really scary
12:481,500 feet, you're descending
12:52Nothing's working
12:55Come on
12:56Pull
12:58The airplane is less than 10 seconds from impact
13:05It must be incredibly frightening
13:10Because the pilots would be aware of their rate of descent
13:12They would be aware of their altitude
13:15And they would be aware of how much time left they had to effect a recovery
13:19I want it, I'm good
13:21Speed, speed
13:23In a last ditch effort to save the plane, the captain increases engine power
13:29We're climbing
13:38So increasing the power may increase the amount of airflow over the wings
13:44And give you a little bit more lift
13:46To allow the aircraft to pull out of its descent
13:48We were travelling at such a speed
13:54That when the plane started pulling up again
13:56It was a kind of a sensation of being on a roller coaster
14:00It was definitely a relief to start climbing after that nosed pitch
14:04The pilots have avoided near catastrophe
14:08But now they need to get their plane back to Aberdeen safely
14:13In the moments after that, we had a period of just terrible turbulence
14:19The worst turbulence I've ever experienced
14:21The man behind me started vomiting
14:25Everybody was kind of...
14:26The flight was quite quiet though
14:27It was kind of eerily quiet
14:29Requesting flight level 240
14:326780
14:33Roger
14:34Climber maintain 240
14:37The controls are working better now
14:41Ladies and gentlemen, this is the captain
14:48It was at that point the pilot came on
14:51And told us we'd been struck by lightning
14:53And we were heading back to Aberdeen
14:55We had some flight control issues
14:57Everything is under control now
14:59We'll be landing in Aberdeen in 15 minutes
15:02And please expect to see some emergency services on the ground when we land
15:06Not to panic
15:08It's just a standard precaution
15:10Thank you
15:12When you go through a moment like that, you
15:14Yeah, you panic until you're on the ground
15:17Let's fly a straight and approach
15:23And get this plane on the ground as soon as possible
15:27The pilots of Logan Air Flight 6780
15:37Are on final approach to Aberdeen Airport
15:40Aberdeen 6780
15:43Established on the localizer runway 16
15:45Not knowing which instruments they can trust
15:49The pilots carefully configure the plane for landing
15:52Flaps 35
15:54Flaps 35
15:57Patrol feels normal
16:00Having avoided disaster twice already
16:03Their sole focus is to get the plane safely on the ground
16:06130
16:07Speed looks good
16:09Decision height
16:11Runway inside, continue
16:13The pilot came on and told us we'd be expecting a normal landing
16:18But the emergency services would be on the runway
16:20We weren't to be alarmed if we saw the lights
16:23All right
16:3650 knots coming out of reverse
16:38Check
16:40The landing was smooth in Aberdeen
16:45I was just glad that we were on the ground
16:47Happy to be on solid ground
16:50Me too
16:52I burst out into tears
16:54It was relief more probably than anything
16:56A little bit of shock probably too
16:59It's up to investigators at the air accidents investigation branch
17:09Or AAIB to figure out what went wrong
17:12David Miller is the deputy chief overseeing the investigation
17:18I decided that this would be a full investigation
17:22Because of the closeness this aircraft came to disaster
17:27We then dispatched a small team of investigators to the operator's base
17:33To interview the crew and to examine the aircraft
17:36Very quickly the flight data and cockpit voice recorders are recovered from the Saab 2000
17:44Great work
17:46Let's hope they can provide some answers
17:49Let's hope
17:50The normal process for an investigation is the investigators take the recorders
17:54The cockpit voice recorder and the flight data recorder
17:56Bring them back to the laboratories and recover the data
17:59Looks to be in pretty good shape
18:01Unusually so
18:03Yeah
18:03Investigators need to confirm the crew's report of a lightning strike
18:09As well as the flight attendant's account of seeing an orb of light pass through the cabin
18:13All lightning is a rare and little understood phenomenon
18:21Known to precede lightning strikes inside airplanes
18:24All right
18:30Well there's no damage on the wing tip
18:33A lightning can strike more or less anywhere on an aircraft
18:40But it tends to strike on the leading edge of the wings
18:42On the ray dome at the front of the aircraft
18:44There's soot marks on the ray dome
18:51Investigators see signs of a lightning strike on the nose of the aircraft
18:57Looks like some surface damage as well
18:59Yeah?
19:00Yeah
19:01The point of strike will often leave scarring
19:05Localised burning
19:07Sometimes a small hole
19:09Right, let's see where an exit of the aircraft then
19:12Elevators look fine
19:21Hang on
19:27Have a look at that exhaust cone
19:31Oh yeah
19:34That's where the lightning exited
19:38Look at it, parts of it completely melted
19:41There was a little bit of burning damage both to the front of the aircraft
19:44And the exit point of the lightning strike
19:46Which was at the very tail of the aircraft
19:48Where the auxiliary power unit exhaust was placed
19:51Oh crap
19:54The team now knows how the lightning struck the plane
19:58The controls feel really heavy
20:03So one of the first things to go and have a look at
20:05What was the effect of the lightning strike?
20:07Were the systems damaged?
20:08Were there malfunctions?
20:10Okay
20:15Okay, you ready?
20:16The AAIB tests the plane's flight controls to see if they're working
20:21Okay, check the rudder
20:23Looks good
20:30How about the elevators?
20:38Yeah, elevators are working too
20:40Everything checks out
20:42Investigators are perplexed
20:44If the plane was functioning properly
20:46Why did it become so difficult to control after the lightning strike?
20:51There were no abnormalities
20:54No system defects that we could find either structurally or within the avionics
20:58Beyond that, it looked like a completely normal serviceable aircraft
21:06AAIB investigators interview the pilots of Flight 6780
21:12When we're fortunate enough, as in these circumstances, to have a surviving flight crew
21:16Then their recollections are really important for us to understand
21:19Exactly how the event progressed from their perspective
21:23So what happened after the lightning struck the plane?
21:26After the lightning struck, the autopilot disconnected
21:37I have control
21:38The crew of the aircraft became aware fairly shortly after the lightning strike
21:45That the aircraft wasn't responding as they expected to their flight control inputs
21:49And then what happened?
21:53We had control issues
21:54The plane wouldn't climb
21:56We tried everything and the plane wasn't responding
21:59The pilot flying was finding that he was having to put an increasingly strong backward effort
22:06On the control column to raise the nose of the aircraft
22:10I can't get the plane to climb
22:12How's your side?
22:14It's really heavy
22:16Jim's not doing anything either
22:18The aircraft wasn't responding the way that he expected
22:21And then?
22:22And then?
22:24And then we entered a steep nosedive
22:26And the control issues continued
22:36Nothing's working
22:38Come on
22:40Pull
22:42Speed
22:43Speed
22:44It wasn't until after we'd increased power that we were able to get the aircraft under control
22:57Really?
22:59Why did the crew believe that they had control restrictions and control problems
23:03When in fact the testing of the aircraft showed that there were no faults?
23:06Let's have a listen, shall we?
23:15Puzzled by the crew's account of the incident on board flight 6780
23:20Investigators turn to the cockpit voice recorder for answers
23:24It will answer many questions as to why things were happening the way they were
23:29And how the crew were working together and interacting together
23:31Aberdeen ground 6780 taxing on whiskey for parking stand 7
23:37But something's not right
23:40Aberdeen?
23:42This is from when they landed back at Aberdeen
23:44Right, can you stop it and go back to the top and play the game, please?
23:51Aberdeen ground 6780 taxing on whiskey for parking stand 7
23:56That's all there is
23:57Well, that's not going to help us very much now, is it?
24:02The CVR has recorded over the critical moments of the flight
24:07It's a major setback for the investigation
24:10We discovered that the cockpit voice recorder, which only lasts for 30 minutes
24:14Has been overwritten by subsequent events
24:17So there was no record of the crew conversation and how they interacted with each other
24:21And so you have to look elsewhere for the information
24:31Right, this is what we know so far
24:34The lightning struck, the autopilot disconnected, they had control problems
24:38Then the plane did a nose dive
24:42Well, let's review the data
24:43Hmm
24:45Will the data recorder provide the answers they need to solve this case?
24:50Flight data recorders often add a level of detail that simply can't be gained from the witnesses themselves
24:58And crucially, quite often the information that's gathered from a recording device offers a slightly different perspective to what we might get from personal recollections
25:07Stop!
25:09This is where the lightning struck at 2,000 feet
25:12Right, and then for the next two and a half minutes there's a slow, uneven climb to 4,000 feet
25:18And then they are in a very steep nosedive for 20 seconds towards the North Sea
25:23That's 9,500 feet per minute
25:29Investigators are struck by how close the flight came to total disaster
25:34It was seven seconds from plunging into the sea before they finally managed to pull out at 1,100 feet
25:42The aircraft had a very high rate of descent in the moments before it reached that height
25:47And so we were really very close to a very serious accident
25:51What were the pilots doing to recover from the dive?
25:55Look at the control column data
25:58Right after the lightning struck, the crew pulled back on the control column to pitch the nose up
26:08I have control
26:13Controls feel really heavy
26:16Look at the line, I mean they're having a very difficult time getting that plane to climb
26:20We know from the data that the aircraft climbed to around about 4,000 feet
26:26The pilot was finding that he was having to put an increasingly strong backward effort on the control column to raise the nose of the aircraft
26:35And the aircraft wasn't responding the way that he expected
26:39The FDR data confirms the pilots were tackling a control problem, but why?
26:44The captain said they were also applying pitch trim
26:51Pitch trim moves the tail elevators up and down to maintain the pitch of the aircraft
26:59Can we take a look at the pitch trim data please?
27:01Right
27:05Investigators make a puzzling discovery
27:08Look at that
27:10The elevators are trying to get the nose to pitch down instead of up
27:14After the lightning strike, some unknown force was fighting the pilots inputs to both the control column and the pitch trim
27:23It's very difficult to imagine what let's say an 80 pound force feels like
27:29Normal control pressures are much much lower than that in the order of a sort of 10 to 20 pounds
27:35So an 80 pound pull is really extraordinary and very difficult to maintain
27:43Something's wrong
27:45I can't get the plane to climb. How's your side?
27:48It's really heavy
27:50Jim's not doing anything either
27:53We found that although the pilots were applying a significant nose up pitch control input by pulling the stick back towards them
28:01The aircraft was actually trimmed nose down
28:05Whatever was trimming the pitch control system was effectively overcoming the effort of the pilots
28:10The crew said the lightning struck the autopilot disconnected and then they had control problems
28:25Can we take a look at the autopilot data please?
28:27Finally the team zeros in on the answer
28:32The autopilot was on almost the entire time
28:38The pilots themselves were very clear in their recollection that it had disengaged
28:43All of the evidence we had indicated that the autopilot had in fact remained engaged
28:51It's no wonder the pilot had control problems
28:54The autopilot was said to keep the plane at 2,000 feet
28:56Right, and whenever the pilots tried to get the plane to climb
28:59The autopilot would engage and bring the plane back down
29:02Back to its assigned altitude
29:03Investigators discover that after the lightning strike the pilots were in a tug of war with the plane
29:11I can't get the plane to climb. How's your side?
29:14It's really heavy
29:16So we then had to look at why did the crew misunderstand the status of the aircraft
29:24The AAIB contacts the captain of flight 6780 to better understand why he thought the autopilot disconnected when in fact it hadn't
29:40The Saab 340?
29:43Okay, thanks
29:45He said he assumed the lightning would disable the autopilot
29:51The team learns the pilot trained for lightning strikes on another airplane
29:57The Saab 340
29:59To change from Saab 340 to the Saab 2000
30:03You can say it's like changing from a motorbike to a bus
30:06All systems are different
30:09Performance is different
30:11You're flying a totally different airplane
30:16During the training on the Saab 340
30:18The commander had experienced a simulated lightning strike to that aircraft
30:25Which caused both generators to fail
30:27And in doing so would cause the autopilot to disconnect
30:32And I have control
30:34So when the lightning strike happened for real
30:38His first thoughts were the autopilot has failed
30:42The controls feel really heavy
30:43I must control the aircraft myself
30:47And in fact the lightning strike had had minimal effect on the aircraft
30:52Would you pull up the control data column again please?
30:56If the lightning didn't disconnect the autopilot
30:59Investigators wonder why it remained engaged for more than two minutes
31:03As the pilots struggled with the controls
31:05Wouldn't the force applied to the control column and the pitch trim have overridden the autopilot?
31:13Now in most aircrafts if the pilot intervenes on the controls
31:20And tries to apply a force against the autopilot
31:24The autopilot is designed to disengage
31:25One way of thinking about this is to imagine you're driving down the highway in a car on cruise control
31:32And you're getting close to a car in front of you
31:35So you press the brake
31:37And what you expect to happen is for the car to slow down
31:40You don't expect the cruise control to oppose the brake
31:44And add more power to maintain 65 miles an hour
31:47But that's essentially what was happening in this case
31:49The autopilot was attempting to keep the plane at 2,000 feet
31:55Despite all attempts by the crew to climb
31:58It says here applying an override force to the column will not cause the autopilot to disengage
32:05In the sub-2000 the autopilot would not disconnect when you exert force on the control columns
32:13And small
32:15Pressing the main pitch trim switches also has no effect to cause the autopilot to disengage
32:22The team is surprised to discover there is no force override for the autopilot in the sub-2000
32:31Something's wrong
32:33I can't get the plane to climb
32:35One thing the pilot would have done is as he pulled back
32:36Feeling the force on the control column he would have used the switches on the control column to apply trim in the appropriate way
32:44How's your side?
32:46It's really heavy
32:51Trim's not doing anything either
32:53But when the autopilot is engaged in this model of aircraft the trim switches are inhibited
32:59So no matter how much they've selected those trim switches they were having absolutely no effect
33:03Investigators soon discover that the Saab 2000 is unique
33:11Look at that
33:13It's one of the few planes in existence that doesn't have an autopilot override
33:20Every plane has an autopilot override function except for the Saab 2000
33:25It just had a different design to all the other aircraft we were aware of
33:33And really to discover that the autopilot had greater authority than the human pilots was a bit of a revelation for us
33:41It still doesn't explain why the crew didn't know the autopilot was on almost the entire time
33:49Will there be some sort of indicator in the cockpit?
33:54Yeah, I'll show you. Look over here
33:56When the autopilot is connected, that will be a green AP
34:02Well, what does the control panel look like when the autopilot goes off?
34:07Like this
34:08When that autopilot is not connected, it will be a white AP, but the letters AP remain
34:20That's it. That's it. Just goes from green to white
34:23One could argue whether that visual clue is enough to warn the crew the status of the autopilot
34:32And I have control
34:35It's not as if the AP disappears when it's not engaged and appears when it is engaged
34:41Oh, no! Come on!
34:44We're dropping!
34:45But all we have here is a colour change between green and white
34:49And that sometimes is very difficult to perceive when you're in a high-stress situation
34:54Investigators believe that the autopilot visual indication might have been too small for the pilots to see
35:05As they struggle to control their plane
35:12Surely there would have been oral warnings
35:15Yes, right here. It says the plane's computer would have sounded a caution chime
35:21Yeah
35:23Even if the pilots missed the visual indications for the autopilot
35:27Caution chimes would have alerted them when they adjusted the pitch trim
35:32The captain never said anything about hearing any chimes
35:35Right, so what's going on then?
35:41If they are trimming against the autopilot for more than 10 seconds
35:46A chime will announce to say that there is a pitch mistrim situation
35:55We see from the data that it's highly likely that the alerts would have occurred
36:00But the crew don't recall having heard them
36:02Nothing's working!
36:04Come on!
36:06So why did the pilots of flight 6780 ignore all warnings telling them that the autopilot was in control?
36:12AAIB investigators have learned that after a lightning strike
36:18The crew of Logan Air flight 6780 didn't recall hearing audible warnings that the autopilot was engaged and set to maintain 2,000 feet
36:27The lightning struck the plane
36:32And for two and a half minutes the crew struggled with the controls to get the plane to climb
36:37Right, they were so distracted by that they failed to see what was really going on
36:43Could the stress have affected their perception of the situation?
36:47We have to bear in mind, of course, this was at night, in turbulent, poor weather, heavy rain
36:59And the lightning strike would have been really quite bright
37:04And the noise would have been alarming
37:06So it's sort of understandable that their performance was degraded because of the stress situation
37:17And I have control
37:19A couple of things happen when we get stressed
37:23We tend to focus on fewer and fewer things
37:26And we tend to not notice the other things
37:30And that can be either visual cues or auditory cues
37:33So we get what's called cognitive tunneling
37:36And one aspect of that is inattentional deafness
37:38So an alert might occur, but we might not hear it
37:44It's very difficult for a crew to break the vicious circle of cognitive tunneling
37:50Where they're concentrating on one event and not looking at the bigger picture
37:56The controls feel really heavy
37:58But if the pilots were suffering from cognitive tunneling
38:01How were they able to regain control of the plane?
38:10Okay, look at this
38:12The AAIB makes one last horrifying discovery
38:16The only reason the autopilot ever disengaged
38:20Was because of a random glitch in the plane's computer system
38:24The reason for the disconnection was that there was a momentary loss of data to the air data computer
38:32And we know that's one of the conditions that would cause the autopilot to disconnect
38:35And that's what caused it to disconnect in this case
38:38Had the autopilot disconnected more than seven seconds later
38:44The airplane would have gone into the ocean in a dive at over 300 knots
38:49This wasn't a fatal action by pure luck
38:53Investigators believe they finally understand what caused the terrifying incident on board Logan Air Flight 6780
39:02While circling away from a bad storm at Sumbra Airport
39:12Roger that
39:14Well, wait until the storms suffer
39:16The crew is startled and disoriented by a lightning strike
39:19In a moment of high stress the captain believes the autopilot has disengaged
39:26I have control
39:29When it hasn't
39:33The autopilot remained engaged and they didn't realize that was the case
39:36So effectively from that point until it disengaged they were fighting the autopilot
39:40They wanted to climb, it wanted to descend
39:43And because of the way the flight controls were configured the autopilot was going to win
39:46Engaged in a tug of war with the aircraft, cognitive tunneling takes over
39:53Something's wrong
39:55I can't get the plane to climb, how's your side?
39:58The highly stressed pilots don't register the audible warnings telling them that the autopilot is still engaged
40:05It's really heavy
40:07She was not doing anything either
40:08The final blow is a one-of-a-kind autopilot system without a force override
40:16I have every sympathy for crews being startled when something unusual happens
40:20Whether there's an explosive engine failure or a lightning strike in this case
40:24But the training must kick in
40:27And the crew must revert to
40:28In effect, as I say, sit on your hands for a few moments, make an assessment of what's happened
40:35What's gone wrong?
40:37What's working? What's not working?
40:39And then deal with the situation from there
40:41Oh no!
40:43Come on!
40:45We're dropping!
40:46If it wasn't for a split-second fluke error in the computer system
40:54And the relentless efforts of the crew
40:57Speed! Speed!
40:59Flight 6780 would have slammed into the North Sea at 380 miles per hour
41:04I would say I was a nervous flyer for a couple of years
41:13So I've just kind of gone through the motions of sort of building myself up to knowing that it's going to be fine
41:23The final report recommends several safety changes to the autopilot system
41:28We then made recommendations looking at how aircraft could be certified in future
41:32To make sure that no future design could be certified where neither operation of the control column nor operation of the pitch control switches would result in disconnection of the autopilot
41:46For investigators, the lessons of Logan Air 6780 go beyond this one near tragedy
41:52We can only go so far in educating human operators in how a system works
42:03Ultimately we have to recognize that they will behave instinctively, particularly when under stress
42:08That's the real challenge for the future of automated systems
42:10We are both supposed to make sure that there is cancer.
42:13There are two websites that did not actually change in the process
42:15Clover is also connected to the test that could carry over the approaching
42:18However we let go see new gorster to the sensor as it is
42:20P Nike Airap
42:22To not steal an infinite responsibility for the sensor of the sensor of automated systems
42:25The sensor would not be bound till the sensor would not beared by correctly
42:32There are two images that could see a saber who had Conse vetting information
42:34If the sensor would not berire the computer, I have an easy one besides users
42:36The sensor would not bebabados with � Haupts