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On 16 August 2010, AIRES Flight 8250 crashes short of the runway while landing at Gustavo Rojas Pinilla International Airport in San Andrés, Colombia, killing 2 of the 131 people on board. A black hole approach illusion had led the pilots to believe the aircraft was higher than it actually was.
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00:00Airfield in sight, runway in sight.
00:08Two pilots within a few feet of making a safe landing
00:11crash short of the runway in Colombia.
00:23Our number one priority was the passengers and getting everyone to safety.
00:30The 737 broke apart upon hitting the ground.
00:38Investigators search for a possible cause, but find no useful evidence.
00:44And we still can't explain why.
00:46It's not until they scrutinize the entire chain of events
00:50that they finally catch a break.
00:52That's it.
00:53What?
00:54Climb, Captain!
00:57Me, me, me, me!
01:00Just after midnight, Ares Flight 8250 is carrying a plane load
01:07of tourists and locals from Bogota to the small Colombian island in Baxe.
01:13Just after midnight, Ares Flight 8250 is carrying a plane load of tourists and locals from Bogotá to the small Colombian island of San Andres, an ocean playground in the Caribbean Sea.
01:34So much for grabbing dinner on the ground.
01:36Yeah, it's going to be a late night.
01:37Captain Wilson Gutiérrez is a veteran pilot with almost 20 years of flying experience.
01:45At least we're finally up in the air.
01:47First officer Camilo Piñeros has flown for Ares for three years, with a full year on the airline's new Boeing 737s.
01:59Looks like there's some weather ahead of us.
02:03Let's keep an eye on it.
02:07There are signs of a thunderstorm in the distance.
02:16For the next hour and 30 minutes, the 737 will fly northwest to San Andres at a cruising altitude of 36,000 feet.
02:31Passengers are restless after an unexpected four-hour delay getting off the ground.
02:36We should be landing just before 2 a.m.
02:43Flight attendant Adriana Cardenas-Medina is working hard to settle passengers, many heading to the small island for a holiday.
02:55The flight was running late because it was coming from Cali, and it was late due to poor weather.
03:00They said it was running two hours behind, but it actually ended up being twice that.
03:05Just over 40 minutes into the flight, the captain sees the storm clouds ahead are building.
03:16Airlines operate 24 hours a day, so pilots fly in all kinds of conditions, both daylight, dark, good weather, bad weather.
03:26As a professional pilot, you deal with these environmental challenges constantly.
03:35Prior to beginning our descent into San Andres, we began to experience some light turbulence.
03:41Ladies and gentlemen, please return to your seats and fasten your seatbelts.
03:48It was raining, there was lightning, a lot of lightning, and the turbulence started to intensify.
04:00Now past the halfway point of the trip, the captain is increasingly concerned with the possibility of heavy storms gathering over their destination.
04:19It doesn't look like we're going to get any relief from the storm.
04:26Yeah, lots of activity tonight.
04:28Closer to San Andres, the already bumpy ride is getting worse and worse for the passengers.
04:34Normally you go through a patch and then it stops.
04:39In this instance, there was lightning bolt after lightning bolt, and the plane shook hard and the turbulence would not stop.
04:46It would not stop.
04:53Check it out, Camilo. It's building all around the island.
04:56Can this bad weather be on San Andres?
04:59Less than 20 minutes away from the airport, the weather on the ground appears to be changing rapidly.
05:05Get a report from San Andres for me.
05:08Okay, I'll ask.
05:09The San Andres air traffic controller is also keeping a close eye on changes to the weather.
05:16San Andres, good morning. Aida City 250.
05:19Go ahead.
05:20We want to know how the weather is at the airport, please.
05:22Okay, Aida City 250. Wind calm, visibility more than 10 kilometers, the scattered clouds at 1,500 feet.
05:28There's some bad weather near the airfield, but right now there's no rain.
05:35Despite the turbulent weather along the way, conditions in San Andres seem to be much better.
05:42Presenter 250, descend 3,000 feet clear for approach runway 06.
05:47Roger, continue descending to 3,000.
05:54In the cabin, passengers are growing concerned by the intensity of the storm.
06:04This shouldn't last long.
06:05We told them that we were in an intense weather system and that we would be out of it shortly.
06:18But we never actually got out of it.
06:20No salimos de esa zona.
06:32Air City 250, there is a thunderstorm over the airport right now.
06:36Okay, Roger. Thank you.
06:38Gear down.
06:42Air City 250, there is a little drizzle over the runway.
06:44A little what?
06:45Drizzle.
06:47Okay, give them the announcement.
06:50Cabin, clear to their stations for landing.
06:53Please reach your table.
06:58As the storm continues to build, Aries 8250 is about to begin its final approach.
07:09Okay, flaps five.
07:15Wet runway, three on the auto brake.
07:16Let's leave it on two.
07:17The crew configures the plane for landing.
07:22The weather in San Andres is changing fast.
07:27Air City 250, there is now heavy rain at the airfield and visibility reduced to five kilometers.
07:34Visibility down to five kilometers.
07:37Oh, man.
07:39When you see particularly weather that's deteriorating, it causes you to be a little bit more cautious because the trend is not going in a positive direction.
07:48The rain became even more intense, the turbulence more intense, and the thunder was more frequent.
07:56In deteriorating conditions and just seven miles from landing, the captain confirms the procedure in the event they have to abort the landing at the last minute.
08:09In case we miss the approach, we go right, correct?
08:10Yes, correct, sir.
08:11As you get closer to your destination and you start getting the latest weather, the thing that you're thinking about is, okay, how are we going to position the airplane to land in these conditions?
08:28And if we don't land, what are we going to do next?
08:33Only minutes away from landing, the pilots run through their final checks.
08:38Landing checklist.
08:41Speed brakes.
08:43Armed.
08:45Landing gear.
08:46Down.
08:47Flaps.
08:4830.
08:49Checklist complete.
08:50We were about five minutes from landing. I started to see lights in the ocean from the island.
09:02But less than two and a half minutes from touchdown, visibility has reduced dramatically.
09:09Do you have the runway in sight?
09:13Negative.
09:14Not yet.
09:16Seconds later.
09:20Airfield in sight, runway in sight.
09:22It is 8250.
09:25The clouds over San Andres lift.
09:36In sight landing.
09:37Check, we're all set for landing.
09:38500.
09:40500 feet from the ground, the crew spots the runway.
09:45The captain lines up his plane.
09:50Air 3250 winds at 60 degrees at 50 knots.
09:54Then the wind picks up.
09:5750 knots.
09:58Head on.
10:03In case of wind shear, we use maximum thrust for a go around.
10:06Don't touch flaps or gear.
10:08Agreed, yes, sir.
10:10Caught in a sudden deluge, visibility decreases again.
10:1660.
10:18Look out, captain.
10:21The first officer now realizes they are too low to make a safe landing.
10:2840.
10:29Can you make it?
10:3030.
10:3120.
10:33Climb, captain!
10:34The captain pulls back on his control column.
10:40But it's too late.
10:47We felt a hard and sudden crash.
10:49At 1.47 AM, Ares 8250 slams into the ground with 131 passengers and crew on board.
11:04There's been an accident.
11:05Ares 8250 has crashed just short of touchdown in San Andres and broken into three pieces.
11:20Inside the front section of the airplane, flight attendant Adriana Cardenas Medina has survived the horrific crash.
11:34Are you okay?
11:37Are you okay?
11:38Are you okay?
11:39How did your truck return?
11:40Is there?
11:41No way down?
11:42No way down wins.
11:43Yes!
11:44...
11:46The captain runs.
11:53Bruised and battered, passengers near the front start lining up towards the aircraft's main door,
11:54and the emergency slide.
12:01But now a new problem. The main exit door is jammed.
12:12My co-worker and I tried to open the door, but it would not open. A passenger helped us to open it.
12:25The flight attendants work as quickly as possible to get all 125 passengers
12:30off the plane.
12:33Our number one priority was the passengers and getting everyone to safety.
12:37So we were all focused on that.
12:44In the aftermath of the recovery, one passenger is dead after being hit in the chest by a tray table.
12:51A second passenger, who was severely injured on impact, dies in hospital two weeks later.
12:58When you think of boarding an aircraft, you imagine leaving it in the same manner.
13:09Not forcibly or in pain, fear, frustration.
13:14Frustration.
13:16It's something you can never imagine happening.
13:23The crash and destruction of Flight 8250 is quickly becoming a major international news story.
13:29A plane crashed this morning in Colombia. The 737 broke apart upon hitting the ground.
13:42The Colombian Aeronautical Authority needs to find out what brought down one of the most widely used passenger planes on Earth.
13:48Investigator Julian Echeverry is one of the first investigators on the scene.
13:55Huh. Broken into three pieces.
14:01He was definitely lined up for a landing.
14:06From the orientation of the wreckage, investigators can tell that Flight 8250 was lined up perfectly with the runway at San Andres.
14:19When we first looked at the debris, we observed that the initial impact was approximately 40 meters from the start of runway 06.
14:34It was a low angle impact at a relatively high speed.
14:38Very quickly, both the flight data and cockpit voice recorders are recovered.
14:49Excellent work. Let's hope they provide some answers.
14:53But until the recordings can be analyzed, investigators will need to rely on the wreckage at the crash site to explain the cause of the accident.
15:01The team studies the debris trail that extends 160 feet from the runway's threshold.
15:11Landing gear extended.
15:16Snapped off.
15:21Lined up and configured, but somehow they hit the ground hard meters from the runway.
15:27Investigators can't understand why the jet got so close to the runway, but ended up short.
15:40While wreckage crews transport the debris to a nearby facility for analysis, investigators wonder what role the severe weather played in the accident.
15:50What if the storm brought them down?
15:54What if the storm brought them down?
16:05The team studies meteorological reports from the night of the crash.
16:09The meteorological condition during the accident was one of the things we considered in this investigation.
16:20Based on the first information that we received.
16:26Turn that up, would you?
16:27A lightning bolt struck the airplane and caused the tragedy that we're all aware of.
16:37They're saying it's lightning?
16:40We'll see.
16:41Echeverry and his team know that accidents caused by lightning are virtually unheard of.
16:49Lightning strikes, although they're very spectacular and can visually impair you just with that bright flash,
16:57they really don't pose a great threat to the airplane during landing.
17:01Investigators need to know if there was lightning near the 737 as it approached San Andres.
17:11There was video evidence from a closed circuit television camera which recorded the final moments prior to the accident.
17:22Sure looks like lightning.
17:26The timing fits.
17:27There was a big flash in the video which led us to think that the aircraft could have been struck by lightning.
17:36The team studies the static wicks from the accident plane.
17:45Static wicks are located on the trailing edges of airplane wings and help discharge any build-up of static energy.
17:52If the plane was struck by lightning, they should be melted or burned.
17:59But they are not.
18:01Investigators can find no signs of a direct lightning hit on the aircraft's surfaces.
18:07During the inspection of the debris, which was carefully performed, we found no traces of interaction with lightning.
18:14They're clean.
18:15But Echeverry still has a lot of unanswered questions about the weather at the time of the accident.
18:25Looks like it was a big storm.
18:29The conditions in which the aircraft interacted with the terrain before arriving at runway 06
18:40raised the possibility of an encounter with wind shear in that last minute.
18:45Wind shear is a phenomenon in which the wind's direction or speed changes extremely abruptly.
18:5360 degree winds at 15 knots. The wind was picking up.
19:04Could intense winds at the base of the runway have played a role in the crash?
19:09We need to look at wind shear.
19:12The team learns that just two minutes before the crash, as the storm built, winds near the runway were gusting.
19:27Digging further into the flight data.
19:29So, lots of headwind, but almost no downdraft.
19:40Investigator Julian Echeverry discovers the powerful winds were hitting the plane head-on, not from above.
19:50Not enough to slam them to the ground.
19:52During the landing, there was an increase in wind speed, but in this case, it was a horizontal increase.
20:04There was no trace in the flight data of a vertical change of wind that would have caused the aircraft to lose altitude.
20:10All investigators uncover is a moderate headwind at the time of the crash.
20:24A discovery that leads nowhere.
20:27So, we'll rule out weather for now.
20:29The fact that it was not wind shear made us focus on operational aspects that may have led to this accident.
20:52What about the aircraft itself?
20:53Investigators now wonder if an engine malfunction led to the crash of Ares Flight 8250.
21:10Blades are bent in the opposite direction of the rotation.
21:14That tells investigator Julian Echeverry that the engines were working when they hit the ground.
21:21Let's move on.
21:23Measurements of the flap settings show they were in the correct position for landing.
21:33Okay, flaps five.
21:38Wet runway, three on the auto-brake.
21:40Let's leave it on two.
21:45Flaps, right where they should be.
21:47In fact, investigators find nothing to indicate a mechanical cause for the crash of Ares 8250.
21:59We observed the flight control surfaces.
22:00We observed the flight control surfaces.
22:05We observed the flap configuration, the cockpit switches.
22:09Engines, rudder, control surfaces, you name it, they all check out.
22:14There weren't any system malfunctions or engine or GPS problems that would have caused the aircraft to land before the start of the runway.
22:27Lieutenant Colonel Evers Sabogal from the Colombian Air Force joins the investigative team.
22:40The conditions that they had, conditions of extremely bad weather, a particularly dark night.
22:46They had a lot of lightning all around them and they were feeling pressure to land.
22:51Were they prepared to land in these stormy conditions?
22:54Investigators now need to find out if the storm took the pilots by surprise.
23:01If it did, that might have led them to make errors in their approach.
23:11The critical part is what's the weather going to be when we get there.
23:15It's less critical of what it is right now.
23:18So as you get very close to the airport, that's when you want to make sure that you have a good understanding of the weather that you're about to deal with in the final approach segment of the flight.
23:30Can I show you this?
23:32The team already knows the weather was changing quickly just before the crash.
23:38But they need to determine if the air traffic controller kept them up to date.
23:43I updated them regularly once aware of my airspace.
23:46San Andreas, good morning.
23:49AIDAS 8250.
23:51Go ahead.
23:52We want to know how the weather is at the airport, please.
23:55Okay, AIDAS 8250.
23:56Wind calm, visibility more than 10 kilometers, scattered clouds at 1,500 feet.
24:02There's some bad weather near the airfield, but right now there's no rain.
24:06Every time the weather changed, Steven a bit, I told them.
24:11Gear down.
24:12AIDAS 8250, there's a little drizzle over the runway.
24:17A little what?
24:18Drizzle.
24:20Minutes later, it turned into a full-blown storm.
24:24AIDAS 8250, there's now heavy rain at the airfield and visibility broke use to five kilometers.
24:29Did they seem concerned about the weather?
24:32No, they didn't sound overly concerned.
24:36I was very careful to tell them everything.
24:39The controllers are very good about reading up changing weather conditions, particularly wind and visibility, which is the two most critical factors as they get very close to the airport.
24:50But the decision to land or not to land, rest with the captain.
24:55And he or she is responsible to make the decision whether the conditions are safe to land or not.
25:02AIDAS 8250, do you have the runway in sight?
25:05Negative.
25:07Not yet.
25:08Airfield in sight, runway in sight.
25:18AIDAS 8250.
25:22And this is appropriate because it's really only the pilots that can see the exact conditions that the airplane is in and the visibility they have to be able to see the runway and land safely on it.
25:36Look out, Captain.
25:43Investigators now have the flight data from AIDAS 8250.
25:51The digital flight data recorder records hundreds or thousands of different parameters.
25:59And it tells you everything that the airplane is doing, whether the landing gears up or down, the altitude, airspeed and numerous other functions of the systems within the airplane.
26:12The team is looking for clues that might indicate how the pilots handled the plane in the thunderstorm.
26:17Here, 45 minutes before reaching the airport, they switch to vertical speed mode.
26:25That's a questionable choice.
26:27The investigators noticed that the pilots selected an autopilot mode called vertical speed.
26:32In vertical speed mode, the crew must manually select their rate of descent.
26:46This mode requires a lot of work because you have to be constantly calculating your altitude versus your distance.
26:55The Boeing procedures are typically to utilize automation, use the autopilot during approaches, particularly in bad weather.
27:06For these pilots to have reverted to a manual system where they turn the autopilot off is against the Boeing recommendation.
27:17Investigators check the plane's rate of descent.
27:22Look at this. They were descending to the runway at 1,100 feet per minute.
27:27According to the manufacturer, rate of descent shouldn't exceed 900 feet per minute.
27:37It's an important clue.
27:39If they are in excess of 1,000 feet per minute, then it is an unstable approach.
27:48The team has now determined the plane was dropping too fast.
27:52And they have a theory as to why.
27:55They must have been trying to get a visual fix of the runway as soon as possible.
28:01By bringing the airplane down early, the hope is that you'll see the runway earlier.
28:05You'll be underneath the clouds and your visibility will be improved the lower you get.
28:12But that strategy didn't work for the crew of the Ares flight.
28:17The question is, why not?
28:20The investigators can now compare the approach the crew should have flown to the one they actually did fly.
28:27They should have stayed on the glide path.
28:32But instead they come in too low the entire way.
28:37And they didn't even try to get back on the glide path.
28:41He played instead the entire time with the vertical speed.
28:46They didn't have an angle or a constant path.
28:49And that made it so that they were always below it.
28:51They were never on the right path for the type of approach that they made.
28:58Didn't they know they were coming in too low?
29:01Wouldn't the PAPI lights have told them that?
29:04PAPI lights, or precision approach path indicators, are color-coded lights along the side of the runway
29:12that tell pilots if they are too high or too low on their approach.
29:19The airport's PAPI lights were fully operational that night, yet the plane still came in low.
29:26Why would a person operating an aircraft make that type of approach, even when the visual aids are indicating the correct path to the runway?
29:38Mantenga una senda correcta para la pista.
29:44The team hopes the cockpit voice recorder can provide answers to all their unanswered questions.
29:50They focus on the final approach.
29:53Landing checklist.
29:55Speed brakes, armed.
29:58Landing gear, down.
30:01Flaps, 30.
30:03Checklist complete.
30:05We're too low.
30:07President 8250, do you have the runway in sight?
30:10Negative.
30:13Not yet.
30:22Airway in sight, runway in sight, ITIS 8250.
30:26In sight landing. Check, we're all set for landing.
30:29Stop. Did you catch that?
30:32Go back 30 seconds.
30:33Checklist complete.
30:36We're too low.
30:38President 8250, do you have the runway in sight?
30:41Stop.
30:43The captain realizes they're below the glide path, but there's no discussion about it. No go around.
30:49They just keep going.
30:51They just keep going.
30:54Why?
30:57Continue.
30:59On the final approach, the captain simply continues to fly, focused on trying to reach the runway.
31:0650 knots, head on.
31:09In case of wind shear, we use maximum thrust for a go around.
31:12Don't touch flaps or gear.
31:14Agreed, yes sir.
31:16Everything sounds okay?
31:20Look out captain.
31:21Point.
31:22Point.
31:23Point.
31:24Point.
31:26Climb captain!
31:28The first officer knows something isn't right.
31:31But the captain doesn't respond.
31:33Why not?
31:34The investigation finally has a solid lead to follow.
31:45Investigators are baffled by the captain's actions on board flight 8250.
31:49They question him about what happened on the approach to San Andres.
31:56I didn't think anything went wrong until the crash.
31:59It was stormy.
32:01It must have been the lightning or the wind.
32:03They never questioned the type of approach that they made.
32:13They never doubted that their procedure was adequate.
32:16And they said it was probably the wind that caused their accident.
32:23Probably the wind that caused the accident.
32:27But when the captain is asked about his use of the pappy lights,
32:31his answer provides the first big break in the investigation.
32:35I'm not sure what the pappy lights were showing.
32:38I was focused on the green lights at the threshold.
32:41Like I always do.
32:42Airfield in sight, runway in sight.
32:47Itis 8250.
32:51In sight landing.
32:53Check, we're all set for landing.
32:55They were concentrated on the green lights at the start of the runway.
33:11And they ignored the information of the pappy lights.
33:13Instead of landing in the touchdown zone, which is here, the captain says that he always lands here, on the threshold.
33:26We noticed in his statement a recurring flight technique that involved pointing the nose of the aircraft at the runway for approaches and landings.
33:39The thinking of some pilots has been on the runway as early as possible so that I can make sure that we get stopped if there's a problem with the brakes.
33:53So they deliberately land short of the touchdown zone.
33:56Possibly that's what the pilot was doing the whole time, looking for the green lights and trying to make it.
34:05Investigators ask the captain why he performed the landing this way.
34:09That's my training. I was just doing what we've always done.
34:14We saw that the crew decided to make an approach using their own criteria.
34:20Not the criteria recommended by the manufacturer.
34:24Investigators need to know what led the crew to do this. They dig into their background.
34:38Check this out. He's only been flying to 737 for eight months. Twelve years before that, he flew turboprops.
34:48The file reveals that Captain Gutierrez recently switched from commanding Dash 8 turboprops to the much larger 737 jets.
35:00The discovery provides a new clue.
35:04That's it.
35:06What?
35:07He was flying like he was in a turboprop.
35:11Not a 737.
35:12The investigators found that the higher rate of descent that they flew in the 737 was much more like the profile that you would expect in the turboprop that they had flown previously.
35:26In accumulating so much experience in the turboprops, you develop habits, and when one translates this to the cockpit of jets, one starts to battle with all the tools that make your trip secure.
35:45We got to find out if these guys were properly trained to fly a 737.
35:49Ares started as a small regional airline flying turboprops around central Colombia.
35:59Then in 2009, the year before the crash, Ares underwent a huge expansion, adding nine 737s to its fleet.
36:09Normally the industry practice is to hire experienced 737 pilots to fly the new jets.
36:17But that's not what Ares did.
36:22Okay, thanks very much.
36:26They didn't hire any new pilots for the 737s.
36:29They just transitioned the turboprop pilots into them.
36:34That's a big leap.
36:36In turboprops, everything is much easier.
36:40It's a slower plane.
36:42It reacts faster.
36:43It raises up easily.
36:44A turboprop is very forgiving.
36:48A jet doesn't forgive.
36:52What did Ares do to safely transition their pilots onto the new 737s?
37:01The investigators take a closer look at the crew's training records.
37:04The captain switched over to a 737 after only five weeks of training.
37:13The first officer only trained for two weeks.
37:17The team concludes the pilots didn't have enough training to properly prepare them to fly the 737.
37:23The most important thing about the transition is to undo those concepts that one has of flying turboprops and really just start over.
37:37Jets are planes that require a lot of anticipation.
37:41They require a lot of concentration.
37:44They require you to understand what a computer is doing.
37:47Investigators now conclude the captain likely reverted back to his turboprop habits while trying to land at the San Andres airport.
38:01So just as he would in the turboprop, he aims for the threshold, but he crashes short of that.
38:09And we still can't explain why.
38:11Investigators now know that the captain of Ares 8250 was purposely trying to land his airplane on the threshold of the runway.
38:32In sight landing. Check. We're all set for landing.
38:35The same way he used to land in a turboprop.
38:38500.
38:41Air 3250 winds at 60 degrees at 50 knots.
38:4550 knots. Head on.
38:47But that still doesn't explain why the crew crashed short of the runway.
38:53The last piece of the puzzle is elusive.
38:56The investigators listen to the cockpit recording once more, hoping to hear something they missed.
39:04Look out, Captain.
39:05Look out, Captain.
39:09Can you make it?
39:12Climb, Captain!
39:13So from the point he gets a visual of the runway, the captain does nothing to correct his altitude right up to the crash.
39:23Not even when the first officer gives him warnings.
39:26So what's going on in his head?
39:28When the investigators looked at the flight profile and they realized that it ended up impacting the ground short of the runway without ever really arresting itself and trying to hop up to the runway or make power adjustments until the very last minute.
39:48The next question is, what is this consistent with?
39:52This is a classic undershoot accident in just about every sense. It's a classic black hole illusion accident.
39:59The black hole illusion occurs on dark nights when there are no ground lights between an airplane and the runway threshold.
40:08The contrast between the lights and the total darkness creates an illusion that deceives pilots into thinking the runway is closer than it really is, causing them to put the plane down too early.
40:22This creates the visual illusion like in a black hole where you completely lose your depth perception.
40:36It was a night time approach on an island with no noticeable difference between land and water and only the runway lights as reference.
40:49When doing this manually and visually, the risk for entering a black hole illusion increases.
40:59You have rain causing poor visibility. Some lights on the right, very few. The runway lights, that's about it. It's a black hole illusion.
41:11In case of wind shear, we use maximum thrust for a go around. Don't touch flaps or gear.
41:17Agreed. Yes, sir.
41:21In this case, the black hole effect was made worse by another effect that was generated by the lights of the aircraft with the rain.
41:29Why? Because when the lights of the plane go on, you start to see the rain falling.
41:35The wipers start up and they also distract you. And the brain has to play with all that and be able to identify where the runway is.
41:46You take all the problems the Ares 8250 had and it still doesn't necessarily give you a plane crash.
41:52But throw a black hole in there and it makes sense.
41:58The black hole illusion is the final piece of the puzzle.
42:03That's why the crew was constantly below the flight path without being aware of it and they never made it to the runway.
42:09The Colombian Aeronautical Authority issues a series of recommendations, including a revision of Ares Airlines procedures for visual landings.
42:22In this accident, there is no one reason. There are many reasons that brought them to this. The type of approach, the kind of training.
42:36Can you make it?
42:45I think one of the most important recommendations from this investigation was strengthening crew training, especially for those transitioning from turboprop to jet.
42:59For flight attendant Adriana Cardenas-Medina, the memory of the doomed flight still haunts her.
43:07My life became a struggle. I was left with irreparable physical injuries and with psychological trauma, which I will probably never fully overcome.
43:17What I experienced was outside of the norm and was totally devastating.
43:23For investigators, the crash of Ares 8250 is a cautionary tale about the dangers of an under-trained crew.
43:34The most important recommendation we gave was about ensuring and strengthening the crew training and following manufacturer's instructions so that they can prevent these types of accidents.
43:54To be continued...
43:55To be continued...