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25:54É isso aí, o elevador?
25:57Play it back again.
26:01Quando eu assisti ao CVR,
26:03não havia nada que eu pudesse pinpointar
26:06como a source da sombra de sombra.
26:16Poderia ter sido o elevador?
26:18É possível, mas nós realmente não sabemos.
26:22Você ouve os propellores?
26:2355 segundos into the flight,
26:26investigadores ouvirem o sonho de propellers
26:29rotando de sombra.
26:31Isso acontece quando há uma mudança
26:34na espécie de avião.
26:35Turbulência?
26:38Tem que ser.
26:40Um sombra de sombra ou mudança
26:43na direção de sombra
26:45vai causar os propellores
26:47adicionar para compensar
26:49para a mudança da avião.
26:53Investigadores descobriam que
26:55Videro 839
26:56foi atrapado por
27:22turbulência
27:24Então, onde foram eles exatamente
27:26quando foram atrapados por
27:27turbulência severa?
27:28A standard operação de operação
27:30chama para a rate de ascensão
27:31de 1,000 a 1,200 feet
27:33por minuto.
27:34Então, eles teriam atrapado
27:36turbulência
27:37right after they entered
27:38clouds
27:39at about 1,000 feet
27:43E essa montanha
27:44é apenas mais
27:45a 1,000 feet
27:47E parece que
27:48terreno
27:49induzir turbulência
27:54de 1,000 feet
27:55The quicker
27:55you could
27:56get away
27:57from the mountains
27:58the better it was
28:01How bad
28:02could those winds
28:03have been?
28:07Investigators
28:08learn of the
28:08near crash
28:09of the other
28:10Videro plane
28:10Flight 836
28:12on approach
28:13De Vare
28:1415 months earlier
28:16Looks like they lost control of the plane for two minutes, even when inverted.
28:27At what altitude did they lose control?
28:30About 1,800 feet, just after he aborted the landing on runway 25 due to winds.
28:40Both flights encountered dangerous winds at or above the mountain ridges.
28:46Were any measures put into place to prevent this from happening again?
28:50After flight 836's missed approach, flight order 17 was put into place.
28:57So they made this change.
28:59Landings and departures must not be planned or executed with variable winds above 15 knots.
29:05So they reduced the maximum allowable wind speeds for takeoff and landing.
29:12Weedero established some very significant wind restrictions using some very experienced crew to develop them.
29:21But there was still unpredictability.
29:26Anemometers were also installed at both ends of the runway and on the mountain ridge.
29:37It's good to have an anemometer on top of a mountain.
29:40It just gives the pilot more information for the landing.
29:44So what were the mountain winds at the time of flight 839?
29:52Huh.
29:54There is no anemometer data for the mountain.
30:01If it doesn't provide data, it's absolutely no use.
30:07Investigators contact the Civil Aviation Authority to determine why there weren't any mountain anemometer wind readings at the time of
30:15the crash of Videro Flight 839.
30:17Thank you.
30:23The anemometer was taken down.
30:27They learned that the anemometer on the mountain wasn't reliable because of the icy conditions.
30:33A year after being installed, it was removed from the mountain for repair.
30:39It gets worse.
30:41It was never reinstalled.
30:44It was officially taken out of service three days before the accident.
30:53The removal of the anemometer is a degradation safety.
30:58It's information that a pilot would certainly require for an airport like that.
31:03Okay.
31:04So, what wind information were the pilots actually getting and when?
31:13Investigators listened to the CVR recording of Videro Flight 839 before it landed at Vare.
31:20I'm going to bank west of the island to avoid more turbulence.
31:24I'm getting updrafts already.
31:26Copy that.
31:28Videro 839, runway free, wind east side, 270 degrees at max 23.
31:36Understood.
31:37Videro 839.
31:38Okay.
31:4123 knots.
31:43That's 8 knots above the limit.
31:45They shouldn't even have landed the inbound flight in the first place.
31:49What about when they're on the ground?
32:00Look at that windsock.
32:03It's flapping like mad.
32:06Welcome to Vare.
32:10The pilot was talking a lot about the wind and they were discussing that the wind was coming from all
32:17directions.
32:19Videro 839, roger.
32:21No known traffic, runway free, wind variable, middle direction 250.
32:262250 at 21, max 57.
32:30What did you say again?
32:31Max 57?
32:32Yeah.
32:33Max 57.
32:38Copy.
32:4357 knots.
32:4757 knots.
32:4957 knots is more than 65 miles per hour.
32:53Yeah.
32:53The manual says that the twin otter must not be operated on the ground in winds above 50 knots.
33:01Well, he is sticking his neck out on the line and I'm not quite sure why he did that.
33:08Were the winds that strong when they took off?
33:13They go through their pre-takeoff checklist and then...
33:19Just get clearance.
33:21It's calm now.
33:22We should get going.
33:23Copy that.
33:24The captain says it's calm.
33:26What's he basing that on?
33:28Windsocks?
33:29The rains had stopped.
33:30Maybe it looked like the weather was clearing.
33:35If a shower was approaching, you could expect variable winds.
33:39But when the shower passed, you could expect a lull in the wind.
33:49According to the transcript, they get their next wind report as they're about to take off.
33:56Wind has varied 210 to 290 degrees with gusts of 34.
34:03Yeah, Roger.
34:04We are rolling.
34:08They took off in a 34-knot wind.
34:11That's more than double the limit.
34:14If the winds were gusting at 57 knots on the ground,
34:17then who knows how strong the winds were coming off the mountain.
34:22Strong enough to break the elevator.
34:29When he hit the lip of the mountain,
34:31I bet he encountered 60, 70, 80-knot winds.
34:38It obviously caused severe to extreme turbulence.
34:43Steady.
34:44The team concludes the winds were strong enough
34:47to break the right elevator from its mounts,
34:50causing the connecting rod to break,
34:52making both elevators unusable.
34:56Something's wrong.
34:58They ignored Vitero's wind limits on the ground.
35:02And they had no wind limits
35:04in the dangerous area around the mountain.
35:08Why were they so eager to leave?
35:12This was Easter weekend,
35:14and there is an incentive to get home.
35:21There was clearly some concern,
35:23but they went.
35:26They went.
35:33To understand why the captain of Flight 839
35:37took off in winds that exceeded company limits,
35:41investigators interview other Vitero pilots
35:43about wind restrictions at Vare.
35:46What has been your experience at Vare?
35:50I don't like it.
35:51None of the pilots do.
35:53The wind reports aren't reliable.
35:58You could actually sit on the tarmac,
36:01get one wind indication,
36:03move towards the runway,
36:05and get another.
36:07Even though the maximum wind speeds
36:09were reduced from 20 knots to 15?
36:11Well, they were,
36:12but they brought it back up to 20.
36:17Nine months after the incident
36:20with the first Vitero flight,
36:22the wind restrictions were reversed.
36:26How would they do that?
36:28My guess?
36:30Too many cancellations.
36:36After Vitero lowered the wind limits,
36:39cancellations increased.
36:40That led to negative press
36:43and anger from local residents.
36:46The decision to cancel flights
36:48became very unpopular.
36:52It was so unpredictable at Vare.
36:58Did pilots feel pressure
37:00to complete the flights?
37:03Yeah, but not from the airline.
37:07I had a situation
37:09where the weather turned into a hurricane
37:11and it could not take off.
37:13And I got a real workover
37:14from some of the passengers.
37:18Investigators researched the impact
37:20those wind-related cancellations
37:22had on Vitero's operations.
37:27The pressure was piling on from the public.
37:30Cancellations tripled
37:31in the last 12 months.
37:35Compared to other airports in Europe,
37:38Vare had a lot of cancellations
37:39and the flights were often cancelled
37:42quite early when the wind was strong.
37:45But when the flights
37:46were supposed to arrive,
37:48it could be no wind at all.
37:50Which made people question
37:52all the cancellations.
37:54Almost all the cancellations
37:55were being caused by winds.
37:57Because of that, bad press.
37:59which gets the attention
38:01of the government.
38:05The government paid the company
38:07to fly there.
38:09The company wrote the government
38:11and said it was extremely difficult
38:14to operate there.
38:15And the reply from the government
38:16was if you don't fly there,
38:18we will have to take the money away.
38:22Out of curiosity,
38:23how many cancellations
38:25were there on departure from Vare?
38:34None.
38:37Basically, it's get-home-itis.
38:39If they're at the airport,
38:41pilots are going to tell themselves
38:42they're capable of taking off as well.
38:46You know, there's still one thing
38:47I don't get.
38:51The conditions were so treacherous.
38:54Why was this airport
38:55even built there
38:56in the first place?
39:04So, why was this location
39:07chosen for the airport?
39:10Investigators consult officials
39:12about the viability
39:13of Vare Airport
39:14to determine if passengers
39:16and crew were placed
39:17at risk unnecessarily.
39:21Vidre had two possible locations
39:24for the airport at the island.
39:27This one was chosen
39:29despite the difficulties
39:31with wind conditions
39:33near a mountain ridge.
39:37Okay, and what testing
39:39went into the decision?
39:42Vidre had done test flights
39:44at Vare prior to the decision
39:46of building the airport there
39:48and they had experienced
39:50very windy conditions
39:52and did not recommend
39:53building the airport there.
39:59So, if Vidre was against it,
40:01then why did it go ahead?
40:03We knew that the wind conditions
40:06at Vare would be so difficult
40:08it would affect regularity.
40:11But that advice was ignored
40:14by the meteorology specialists
40:17that the authorities had consulted
40:20when it came to put the airport
40:22on the island.
40:24Maybe some of the decisions
40:27that were made
40:28were more politically motivated
40:31than were practical.
40:36Investigators now know
40:37the factors
40:38that led to the deaths
40:39of three passengers
40:40and two pilots
40:41on board Videro Flight 839.
40:45First up,
40:46you have an airport
40:47next to a mountain
40:48resulting in dangerous winds.
40:51Lower wind limits are imposed
40:53but the result
40:55is an increase in cancellations.
40:57Which forces the limits
40:58to change again.
41:00Limits go back up
41:01and then finally
41:02the unreliable wind data
41:04which results
41:05in wind reports
41:06being ignored
41:08by pilots.
41:15Rules are established
41:17for a reason.
41:18If you don't follow
41:19the rules
41:20you're taking
41:21a big risk.
41:23Wind has varied
41:25210 to 290 degrees
41:28the gusts of 34.
41:30Yep, roger.
41:32We are rolling.
41:38Videro Flight 839
41:40enters turbulent airspace
41:42when the winds
41:43coming off the mountain
41:44were extreme.
41:46The force of the winds
41:48causes the right elevator
41:49to break free.
41:55Something's wrong.
41:57bending the connecting rod
41:59until it fails.
42:04No.
42:06No, no, no.
42:10It was subject
42:12to aerodynamic loads
42:14that exceeded
42:15the structure
42:16strength of the tail.
42:22It must have been
42:23absolutely terrifying
42:24because you would
42:26pull the control column
42:28without any reaction
42:30at all.
42:31Oh, God!
42:43The Norwegian Accident Commission
42:45for Civil Aviation
42:47recommends new regulations
42:49for the distribution
42:50of wind information
42:51to crews
42:52and urges
42:53and urges Videro
42:54to ensure
42:55their pilots
42:55follow established
42:56restrictions.
42:58The captain
42:59wanted to get
43:00the job done
43:00and he probably
43:02got away with it
43:03other times
43:04but this time
43:06it didn't work out.
43:12Other recommendations
43:13are made
43:14for Vare Airport
43:15but ultimately
43:16it is deemed
43:17too dangerous
43:18and the airport
43:19never reopens
43:20to commercial traffic.
43:24Vare Airport
43:25was open
43:26only four years
43:27which makes it
43:28one of the
43:29shortest lived airports
43:30in the world.
43:35I wish
43:37that we had put
43:38our foot down
43:39and said no more.
43:43I wish the company
43:45had done the same.
43:48I wish
43:50the government
43:51and the experts
43:52had listened
43:53to our warnings
43:54earlier
43:57than we might
43:58have had
43:59our colleagues
44:00still alive.
44:27and I wish
44:30the company
44:33were not
44:33going to be
44:33an
44:33other day
44:34but
44:36I wish
44:38the company
44:38would be
44:38about
44:38people
44:39who
44:39I wish
44:40I wish
44:40would be
44:40good.
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