- vor 15 Minuten
On 8 February 1988, Nürnberger Flugdienst Flight 108 breaks up in mid-air and crashes near Kettwig, Germany, while on approach to Düsseldorf Airport, killing all 21 people on board. The pilots suffered spatial disorientation after a lightning strike caused a total electrical failure.
Kategorie
📚
LernenTranskript
00:06The plane came flying out of the bottom of the cloud at 4,000 feet per minute.
00:10Pull up! Pull up!
00:11Nuremberg Air Service Flight 108 breaks apart
00:14while the pilots attempt to land at Dusseldorf Airport in Germany.
00:20All passengers and crew are killed.
00:24Because of the size of the accident site,
00:27we use the grid to identify the positions of every part of the wreckage.
00:34Investigators reconstruct the plane to determine what happened.
00:38There must be a thousand pieces in here.
00:43Over here.
00:44They uncover evidence of a one-in-a-million failure
00:47that should not have brought the plane down.
00:49The pilots had no chance to control the aircraft in a proper way.
00:56I think under these circumstances,
00:57there was nothing they could have done.
01:01D-D, D-D.
01:06Pull up!
01:24It'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.
01:42In the cockpit is 36-year-old Captain Ralph Borstorff.
01:47How's the weather looking?
01:48And 28-year-old First Officer Sybil Hailman.
01:52They each have 2,500 flying hours.
01:56Should we clear sailing?
01:58Both of them would be fairly typical.
02:01What you would see in commuter operations,
02:03people starting their careers and getting ready to move up.
02:07The weather forecast predicts calm skies,
02:10with only a slim chance of thunderstorms near their destination.
02:14Might get a bit rough on landing because of some turbulence
02:17and a chance of thunderstorms, but it's unlikely.
02:19Just 10%.
02:21Sounds good.
02:24A 10% chance of thundershowers.
02:27It's a 10% chance.
02:28You want to know about it,
02:29but it's not something you're going to put too much thought into.
02:32Before flight 108 can depart,
02:35snow and ice that accumulated overnight are removed.
02:41This flight was a full flight.
02:43It had 19 passengers on board,
02:45all of those being business people.
02:47It's a 40-minute flight from Hanover to Dusseldorf,
02:51a major business hub on the Rhine River.
02:54We started the route in 1987,
02:58about six months before this flight.
03:00We had very big train connections
03:02between the east and western parts of Germany.
03:05So, from the very, very beginning,
03:07we had full airplanes.
03:10Flight 108 leaves Hanover at 7.15 a.m.,
03:1515 minutes behind schedule.
03:17Flaps.
03:23Retracted.
03:25The pilots are flying a Fairchild swear engine Metroliner 3.
03:29It's a powerful turboprop plane designed for short commuter flights.
03:35The Metro 3 airliner is a perfect scaled down airliner.
03:38It hauls 19 people fast, fuel efficiently.
03:41All the creature comforts of a bigger airline.
03:44From the very beginning, I was impressed by the airplane.
03:48It was extremely well designed.
03:51It was flexible.
03:52It was fast.
03:54It had good pressurization.
03:55So everything a pilot likes, the airplane had.
04:01It takes ten minutes for flight 108 to reach its cruising altitude of 14,000 feet.
04:10It will stay at that altitude for only 15 minutes.
04:16Well, no rest for the wicked.
04:19We'll have the descent checklist, will you?
04:22Regional flying is generally an hour and a half or less,
04:26leading to increased workload for the time that you are in the air.
04:32Check the radar.
04:34The captain notices some weather on the radar.
04:38Thunderstorm could be rolling in after all.
04:41Maybe. Doesn't look particularly bad.
04:44I'll check the ATIS.
04:49ATIS continuously broadcasts updated weather conditions at the destination airport.
04:541-2, gusting 2-4, visibility 10, sky condition, broken clouds at 1,500 feet.
05:03Nothing but a thunderstorm. We should be fine.
05:06Okay.
05:08We'll continue with the approach.
05:11Their expectation was that the weather was getting better
05:13and that any thunder showers hadn't really materialized.
05:16Good morning, this is your captain speaking.
05:19We have begun our descent into Dusseldorf.
05:21Please ensure your seatbelts are fastened.
05:24Should be landing in about 15 minutes.
05:3430 miles from the airport.
05:37Dusseldorf, good morning.
05:38Requesting to send to 3000, NFD-108.
05:42First Officer Hailman contacts the Dusseldorf approach controller for landing instructions.
05:47NFD-108, good morning to you.
05:49You are cleared to 3000 feet and currently number three to land.
05:55Copy to send to 3000, number three to land.
05:59An ATC gives us an indication of where we are in the order for landing.
06:03It helps us set up, it helps us get ready, it helps us know when you're going to start putting
06:06flaps and gear down.
06:08Three minutes later.
06:12Localizer alive.
06:15Flight 108 lines up with the runway's centerline.
06:24Establish on the localizer.
06:27The first officer checks on the weather.
06:32Looks like a thunderstorm has moved right in front of us.
06:38Might be trouble.
06:42Thunderstorms have to be treated with respect.
06:43They can produce hail, they can produce downdrafts, tailwinds, overpowering what the airplane is capable of doing.
06:51The captain decides to maneuver around the storm.
07:00The problem was, it's a big thunderstorm in the approach sector of Dusseldorf.
07:06They shouldn't fly through thunderstorms.
07:10In the Dusseldorf control center.
07:13NFD-108, please switch to tower control, frequency 118.30.
07:18The approach controller hands over flight 108 to the tower.
07:24NFD-108, confirm switch to tower control, frequency 118.30, bye.
07:34Moments later, flight 108 disappears from radar.
07:44Seven miles northeast of Dusseldorf airport, a maintenance worker at a sewage treatment plant hears the sound of an approaching
07:51airplane.
07:54Flight 108 breaks out of the clouds in a steep dive.
07:58500!
08:00400!
08:02300!
08:03Pull up!
08:07The plane pulls up just in time.
08:11The plane came flying out of the bottom of the cloud at 4,000 feet per minute.
08:14The g-force it would have taken to overcome that, to pull the airplane nose back up, it was violent.
08:20The sound of the engines recedes into the distance.
08:25That flight would have been sheer terror.
08:27Sheer terror for the people in the back, sheer terror up front.
08:30You know, you went from having a visual reference to thinking you're good, to all of a sudden you're back
08:33in the cloud again.
08:35A minute later, the plane returns.
08:39This time, flight 108 spirals out of control and breaks up.
08:46No, no, no!
08:48It's a horrifying sight.
08:49I can't even imagine what the person watching that would be thinking.
08:53Two minutes before dawn, flight 108 slams into an open field on the banks of the Ruhr River.
09:07The wreckage is scattered over a wide area.
09:12First responders make their way to the crash site.
09:16All 19 passengers and both pilots are dead.
09:21The metroliner itself is broken into thousands of pieces.
09:26You're seeing that parts are distributed throughout the area.
09:31You'll start collecting all the parts, mapping where they are, and trying to put this puzzle back together again.
09:44Investigators from Germany's Air Accident Investigation Unit, or FUS, begin mapping the wreckage of flight 108 to determine what caused
09:53the accident.
09:54The first step was to identify the positions of every part of the wreckage.
10:02And because of the size of the accident site, we used the grid and we were able to get the
10:08information where every piece was at the accident site.
10:15Much of the plane, along with its black boxes, are badly damaged.
10:21The recorders in this aircraft aren't the new digital type of recorders, which record 300, 400 parameters.
10:28This was the old foil style recorders.
10:31You had altitude, air speed, you had heading, some information, you had g-loads.
10:36You didn't have the data we have today by a long shot.
10:40The black boxes and the debris are sent to a warehouse, where investigators begin their analysis.
10:48Once the parts are recovered, taken to a facility, you can then clean where the fractures, where the separations are.
10:56You can look at where a part broke apart.
11:01The wings, the engines, the tail sections, separated from the aircraft.
11:09Investigators try to confirm witness statements that the plane broke up before it crashed.
11:16This piece looks compressed, like it came from a high-energy impact.
11:23But this piece is intact.
11:27What that indicates is this intact piece of wreckage did not go to the accident site with the rest of
11:34the airplane.
11:36For sure an in-flight breakup.
11:37The team is now convinced that flight 108 broke up before hitting the ground.
11:44The question is, what led to that?
11:47Is there any evidence of a pre-existing failure that would have led to the accident?
11:52Hey, can you bring that piece over to the table?
11:57Did a design flaw or some kind of failure create a fatigue crack, causing the wings to break off before
12:04impact?
12:07Even though the airplane is fairly new, you don't rule out anything.
12:10Was there a flaw in manufacturing?
12:12Was there a full drill where it shouldn't have been drilled?
12:15Was there some other issue that would cause a crack to start growing very early in the aircraft's life?
12:22Well, this doesn't look like a fatigue crack at all.
12:27It can only mean one thing.
12:30Overload fracture.
12:33Yeah.
12:36Overload fractures can occur because the airplane's exceeded speed limits.
12:40Flight control inputs are severe.
12:43Severe turbulence can cause overload.
12:46And sometimes you have a combination of all three coming together.
12:50Hey, can you get the lights?
12:53What pushed this plane past its structural limits?
12:57Investigators examined the plane's flight path for clues.
13:04Nothing unusual here.
13:08The flight path from departure, en route, to arrival for landing seemed normal.
13:16What happened at this part, the end of the flight?
13:23Oh, look at that.
13:26They discover that the pilots flew an erratic flight path before the plane crashed.
13:32That would certainly cause a structural overload.
13:36Agreed.
13:37The crew was on approach and now suddenly goes through some very tight maneuvers and you piece that together with
13:47the wreckage you found and where it was found.
13:50And that gives you a much better idea of what led to the accident.
13:56Investigators speak to the controller who oversaw the approach of flight 108 to determine what might have caused the unusual
14:03flight path.
14:05Tell me about the night of the crash.
14:07There was thunderstorm activity from about 7.40 until just after 8 a.m.
14:17Did your other flights run into any trouble?
14:19They reported moderate icing and turbulence but everyone else landed without incident.
14:25Okay.
14:27No go-arounds?
14:28No missed approaches?
14:29No.
14:30Okay.
14:31No.
14:31No.
14:33No.
14:33No.
14:34No.
14:35No.
14:39No.
14:46No.
14:47No.
14:48No.
14:50No.
15:05Much spearhead.
15:07Just a couple times?
15:11strikes flow over the skin of the fuselage and safely exit through the tail i remember one
15:16occurrence of flying the aircraft got hit by lightning there was a sudden flash outside the
15:22fuselage you could hear it and the airplane kept on going and there was no associated damage to
15:31the aircraft and we continued on did you report the lightning strike to flight 108 yes nfd 108
15:38the preceding landing experienced a lightning strike about six miles final jeseldorf approach
15:44we copy and are looking outside nfd 108. for flight crews it is not abnormal to deal with
15:53thunderstorms and to deal with the probability of some lightning this flight was very very usual
16:00okay great thank you for your time if it wasn't the weather that caused the pilots to push the
16:07plane past its structural limit what did
16:14will flight 108 black boxes provide clues as to why the plane broke up mid-flight
16:23it's not looking good how so
16:29flight data recording and the cockpit voice recording both stopped
16:32two minutes before the plane crashed at the exact same time that the plane started flying erratically
16:40a total power failure
16:44the cvr and fdr get their power from two separate sources so the fact that both these recorders stopped
16:51at the same time indicates whatever happened affected both electrical systems not just the one
16:57the metro liner's electrical system is powered by two generators in the event of a power failure two
17:04batteries act as a backup system
17:09but if it was a total power failure that means the backup system filled as well
17:15how's that even possible from the perspective and the explanations coming from the manufacturer
17:22the possibility of a total electrical loss was very low but during the course of the investigation
17:28we understood more and more that it could be that the flight crews had a total electrical loss
17:39they would have lost most of their instruments well except their
17:44vertical speed indicator the altitude and the third attitude indicator
17:51our metro liners have been installed with a third independent uh artificial horizon it used
17:59bleed air coming from the engine and as long as the engine was running the artificial horizon was
18:05working as well totally independent from electricity the standby non-electrical artificial horizon could
18:13have been used by the crew to help keep the aircraft level and straight
18:20and then the complexity of this accident gets into why didn't the crew effectively use that standby
18:27but even with limited instruments who's to say they could have even seen them oh good point
18:33the lights that illuminated the instruments may not have been working huh
18:39you need those instruments and if you can't see them then you don't know if you're up or down
18:41you're flying blind at this point
18:55to confirm the unlikely finding of a total electrical failure the team examines light bulbs from flight 108's instrument panel
19:05if the light bulb was on when the plane hit the ground the hot and pliable filament inside would be
19:11stretched
19:13but if the light was off the cold brittle filament would break upon impact
19:22all these filaments are broken
19:26the outcome was that we found no bulb which was under electrical power during the impact of the aircraft
19:37investigators now have conclusive evidence of a sudden total power failure
19:47the controller did tell us that another plane got struck by lightning
19:54maybe this one did too
19:56a lightning strike outside of the aircraft could lead to a problem with the electrical system
20:02inside of the aircraft if the electrical field of a lightning strike is very very high
20:08could be induced into the aircraft
20:14investigators search for evidence of lightning striking the fuselage of flight 108
20:22there must be a thousand pieces in here
20:26it's a painstaking process lightning could have struck anywhere
20:31lightning marks on the skin be looked like a circle you'll see the paint burned you may
20:37see some localized melting of the metal in that particular area
20:46over here
20:51what do you got
20:52i found it
20:56huh once you've found a piece of metal the lightning strike it's like okay where does it go in the
21:00airplane what's in the proximity of this is it next to the electronics is it next to hydraulics
21:07where is this lightning strike occurring the only way to determine where the mystery piece comes from
21:14is to reconstruct sections of the airplane
21:20at the time of this accident reconstructions were fairly typical mainly didn't have as much data as we have
21:27now so reconstructing it made sense
21:38i think i've got it investigators match the piece of the plane to the left side of the fuselage
21:45forward of the wing this is where the lightning strike
21:50but could a lightning strike in front of the left wing actually cause a total electrical failure
21:57there are power system lines running right behind where the lightning struck
22:02can't be a coincidence
22:04is it possible that that lightning strike entered the electrical wires on the other side
22:10and therefore led to the loss of electrical power so that would have been the real
22:15focus of the investigation at this point
22:22investigators examine what remains of flight 108's electrical wiring in search of evidence that
22:29the lightning strike jumped from the fuselage to the electrical system
22:36you would look for the insulation material the outside's been burned away is there melting inside the
22:42wires evidence that somehow electrical energy got through the insulation barrier into the wiring
22:50and then was starting actually melting the wires locally how odd those signs of arcing
23:02we checked the wiring we checked the electronic components available from the wreckage for some indication
23:08for electrical overload
23:17finding a lightning damage to the wiring not yet it's very possible once the lightning gets into the fuselage
23:25you may not see any direct impact in that area it flows into the aircraft and so even wiring is
23:33close
23:34by may appear to be unaffected but now this high energy has gotten into the airplane and the question is
23:41where does it go
23:42maybe i can find something in here
23:45after we found no evidence for damage in the wiring based on the lightning strike
23:52we had to do a deeper investigation within the systems and that means
23:57we had to look for damages in the avionic components
24:04the team now focuses on even smaller components of the electrical system
24:10the diodes let's check this out
24:18a diode is an electrical component that allows current to flow in one direction only preventing reverse
24:25current flow that could damage circuits or create malfunctions
24:31if the diode is working properly there should be resistance to high current flow in one direction and not the
24:38other
24:43only 50 ohms
24:44only 50 ohms almost nothing now the reverse
24:55also 50 ohms
24:59but investigators discover low resistance to current flow in both directions
25:04it's shorted
25:10the outcome of our investigation of the diodes was that all diodes were open in both directions
25:18that means the diodes were shorted the question now was why we decided to take these to a manufacturer
25:27and to ask them to do a deeper investigation
25:34results are in to better understand why the diodes shorted they examined test results provided by the manufacturer
25:41oh that's interesting looks like cracks in the center of the diode
25:52once you've seen that a diode has failed then you can do tests and research on a good diode to
25:58see
25:58how much energy it would take basically to fry that diode
26:04voltage tests are done to determine if the cracks in the diodes were the result of a lightning strike
26:09or something else a thousand volts investigators learned that when more than a thousand volts are applied to a working
26:19diode it will crack
26:21a lightning bolt can carry hundreds of millions of volts more than enough energy to crack the diode
26:26it must have been lightning
26:29the damage of the diodes only can be produced by high voltage
26:38could it be possible that high voltage would be produced within the aircraft and the answer was you
26:45know it could be only produced by the lightning strike
26:51basically the lightning hit the aircraft flowed through the system it impacted the diodes which fried
26:59them cracked them took them offline and that shut down the electrical systems on the aircraft
27:07the odds of lightning taking out an entire electrical system are next to impossible and yet that's what happened
27:17but this doesn't explain why the crew flew into the thunderstorm in the first place okay
27:25the primary rule is if you see a thunderstorm no matter what its size you avoid it you go around
27:34you divert you hold you do whatever you can you do not want to fly through a thunderstorm
27:46investigators examine nuremberg air service's flight operations manual to understand why the pilots of flight 108 ended up in a
27:55thunderstorm
27:56i don't get it it clearly states flights in or near thunderstorms should be absolutely avoided
28:02so why didn't they do the sensible thing and go around the storm
28:06at that time they had several possibilities one possibility was just to prepare if they would fly
28:14through the thunderstorm what could happen what they have to do what they have to prepare another
28:19possibility could have been just so divert to another airport let's have a listen to what the pilots were
28:26saying about the storm check the radar thunderstorm could be rolling in after all halfway through the flight
28:38the crew learns there's adverse weather ahead maybe doesn't look particularly bad
28:48i'll check the atis the crew checks dusseldorf airport's weather service information bravo at 070
28:56but there's no indication of a thunderstorm once they got the atis their expectation bias was that the weather
29:03was getting better broken clouds at 1500 feet nothing but a thunderstorm we should be fine
29:10the captain considers the information and makes his decision okay we'll continue with the approach
29:21they just assume best case scenario and don't do a proper briefing as professional pilots we always
29:27brief each other based off the worst conditions you never know if that 10 probability of thunderstorms
29:31actually happens and if it does happen and it's too late you don't have time to brief it
29:40nfd 108 11 minutes later the situation becomes more critical
29:45proceeding landing experience a lightning strike about six miles final
29:50if i were the crew and i were on approach and uh proceeding traffic in front of me were to
29:53get
29:54struck by lightning at that point i would initiate a missed approach go around and hold somewhere and
29:58figure out what we're going to do because the weather at that point is moving on to the approach
30:01probably you need to take that pretty seriously but that's not what the pilots do
30:06dusseldorf approach we copy and are looking outside nfd 108
30:15hey did you hear what happened to walter last weekend yeah not surprised hold on they should be
30:22talking about deviating or go around here not someone's weekend they should have been deciding where
30:27they were going to go and what they were going to do instead of going down this rabbit hole they
30:30just
30:31thought the other person's comfortable with it we'll continue going if they're comfortable i'm
30:33comfortable investigators continue listening to the cvr as the pilots prepare for landing
30:55you're left of the center line what you're left of the center line you need to turn right
31:00the captain started deviating to the left apparently without telling the first officer of his plan i don't
31:06want to go in there i'm trying to get around it we're too close to the runway you can't change
31:09course now
31:12sounds like the captain is trying to deviate around the storm and the first officer isn't
31:17on the same page it's a bad idea to try and re-intercept the approach when you're already
31:21stabilized it's just a bad idea you just do it go around okay i hear you again no discussion of
31:37their
31:37options there's some tension in the cockpit there's some issue between the captain and the first officer
31:46we don't know exactly what it was but clearly this was not conducive to the crew working together
31:55to determine what was the best course of action so now the captain turns the plane directly into the
32:03thunderstorm hold on tight here it comes
32:15neither crew knew what the other one was doing they hadn't briefed for the uh weather they didn't
32:19have the plane set up for flying around in the vicinity of thunderstorms and they just kept going
32:30why wasn't this crew on the same page
32:37his understanding of the investigation team at that time was the communication between both pilots was
32:43not in a way as it should be what'd you find well investigators examine personnel
32:53records for insight into the pilot's working relationship
32:58the captain had a total of 2473 flight hours but only 277 hours in the metro three that's not a
33:10lot of
33:11experience on type no it's not the fo had basically the same number of flight hours but
33:21it's over 1300 hours in the metro
33:29investigators discover that the first officer had much more experience on the metro liner than the captain
33:37with the crew having such an imbalance in the time the first officer is going to feel like
33:40they could be the captain that they got passed over for the upgrade they have more experience on the
33:44routes they have more experience on the plane more experience with the airline even in this case
33:49she probably didn't trust his handling of the aircraft that's never good in a cockpit
33:57did the pilots imbalance in experience make it difficult for them to cope with the lightning strike
34:08so they start making their descent here investigators examine how the pilots
34:14of flight 108 flew the plane as they entered the thunderstorm and then a minute before they lose power
34:20they start ascending again they start ascending again why would that happen let's hear what happens here
34:36okay glide alive quarter flaps
34:45selected three minutes from the airport the captain begins configuring the aircraft for landing and half laps
34:56half flaps please as they descend towards the runway the captain rushes his flap settings
35:04the plane is now climbing instead of descending the captain requested the next flap setting half flaps
35:12the airplane then ballooned up climbed an altitude 400 feet i'm not sure that was so good
35:20the captain trims the plane's nose down to counteract the increase in altitude in response to the 400
35:27foot climb the captain trims the airplane rather than just putting a few bits of electric trim in he holds
35:32the electric trim pitching the nose down quite substantially he then adds even more nose down trim
35:44we're still slightly high
35:52okay descending
35:56with all that trim the captain has added the plane is in a nose heavy position when the lightning strikes
36:12so now the captain loses the ability to recover when the lightning strike happens he loses electrical power
36:20so he may have a lot more heavier flight controls than he was prepared for and when the lightning strikes
36:27the
36:28instrument lighting fails making the instruments impossible to read there's no emergency teacher
36:35in the metroliner manual that tells you what to do if all your batteries fall offline you're a test
36:40pilot and at that point you use your pod experience one of the things to do was for the non
36:44-flying pilot
36:45to get a flashlight to illuminate the standby instrument to help the flying pilot out the flashlights weren't
36:53found we don't know if they're on the aircraft or not the power failure cuts off their ability to see
36:59and to communicate with each other they couldn't hear each other we've lost electrical power
37:08we have nothing got a crew that can't communicate because you've lost the intercom system you've got
37:12a headset on and the metro is a very noisy cockpit so you can't hear the other person and what
37:16they're
37:16saying to you if they couldn't see their instruments or hear one another could the pilots still fly their
37:24plane they have aileron and rudder controls which aren't electrical their engines are still running
37:31the runaway is about seven miles away they should have been able to use the controls they did have
37:38to land the plane so they still had control over the ailerons over the rudder it was difficult but
37:44technically still flyable but without the ability to see their instruments they'd have no way of knowing
37:49where they were seconds later flight 108 is diving towards the ground
38:00the pilots had no chance to control the aircraft in a proper way because the light for the third
38:08artificial horizon was not there and they had no visual ground contact and i think under these
38:14circumstances it's nearly impossible to control the aircraft investigators finally understand how a
38:24lightning strike caused a fatal crash
38:34you're left at the center line what it starts with a poorly functioning crew
38:39you're left of the center line you need to turn right i don't want to go in there i'm trying
38:43to
38:43get around it we're too close to the runway you can't change course now okay i hear you instead of
38:50giving him the advice or the two crew mentality that we're not where we should be we shouldn't be here
38:55the first officer chose to go the other route which was shut down and only make the minimum calls which
39:00for deviation calls half flaps please the pilots decide to fly their nose heavy aircraft into a thunderstorm
39:16a powerful lightning strike we've lost electrical power causes a total power failure we have nothing
39:25and the disoriented crew where are we i can't tell loses control of the plane
39:35500 400 300 pull up pull up pull up
39:43after you've been struck by lightning uh you got winds that are gusting all over the place starts to
39:47become a pretty violent situation pretty quick the combination of turbulence and the pilot's blind
39:54actions lasting more than a minute sends the plane into extreme turns and banks
40:01are we banking can't tell what's the earth mean don't worry about the scene just pull you think
40:06you can trust your senses but you can't you don't know if you're banking to the left you don't if
40:09you're banking to the right you can't tell if you've got a nose low or a nose high uh you
40:14can think
40:14you do you can think you trust it at the end of the day your gut instinct will be wrong
40:18the plane is so overloaded with the g-forces in these turns it broke up
40:27yeah
40:36pull up pull up
40:40you're looking at a g-load that literally ripped the engine pylon off the wing that literally broke
40:45the wings bar the strongest part of the airplane broke it like a toothpick that way exceeded what
40:50the aircraft manufacturer ever designed that airplane to go the main conclusion of the report by
41:10germany's air accident investigation unit is clear the crew flew into a thunderstorm even though they
41:17could have flown around it you have two fairly experienced pilots that they never ever should
41:23have been in that situation there were red flags throughout if anything can be learned from this one
41:28you got to speak up on a two-crew airplane you can't let the other person take you to the
41:32scene of the
41:32crash in their recommendations the fus reiterates the need for training and manuals that clearly
41:40describe how to operate in and near thunderstorms
41:45this is a very different crew than we see today who are well trained on cockpit resource management
41:51who work together as a crew and the systems change for the better and the airplanes are much better
41:58as for nuremberg air service the company soon replaced the remaining metrolinas in its fleet
42:04i made myself one of the last flight with the metroliner i had some tears in my eyes because i
42:10think
42:10it was also aircrafts forward
42:12you
42:13you
42:14you
42:17you
42:18you