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00:07Nuremberg Air Service Flight 108 breaks apart while the pilots attempt to land at Dusseldorf Airport in Germany.
00:16All passengers and crew are killed.
00:21Because of the size of the accident site, we use the grid to identify the positions of every part of
00:29the wreckage.
00:31Investigators reconstruct the plane to determine what happened.
00:36There must be a thousand pieces in here.
00:41Over here.
00:42They uncover evidence of a one-in-a-million failure that should not have brought the plane down.
00:48The pilots had no chance to control the aircraft in a proper way.
00:54I think under these circumstances, there was nothing they could have done.
01:23It's an hour before sunrise at Hanover Airport in 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?
01:49And 28-year-old First Officer Sybil Hailman.
01:53They each have 2,500 flying hours.
01:56Should we clear sailing?
01:59Both of them would be fairly typical.
02:02What you would see in commuter operations, people starting their careers and getting ready to move up.
02:08The weather forecast predicts calm skies, with only a slim chance of thunderstorms near their destination.
02:16It might get a bit rough on landing because of some turbulence and a chance of thunderstorms, but it's unlikely.
02:21Just 10%.
02:23Sounds good.
02:26A 10% chance of thundershowers.
02:29It's a 10% chance. You want to know about it, but it's not something you're going to put too
02:32much thought into.
02:34Before Flight 108 can depart, snow and ice that accumulated overnight are removed.
02:44This flight was a full flight. It had 19 passengers on board, all of those being business people.
02:50It's a 40-minute flight from Hanover to Dusseldorf, a major business hub on the Rhine River.
02:58We started the route in 1987, about six months before this flight.
03:04We had very weak train connections between the east and western parts of Germany.
03:08So from the very, very beginning, we had full airplanes.
03:14Flight 108 leaves Hanover at 7.15am, 15 minutes behind schedule.
03:22Flaps.
03:28Retracted.
03:29The pilots are flying a Fairchild swear engine Metroliner 3. It's a powerful turboprop plane designed for short commuter flights.
03:40The Metro 3 airliner is a perfect scaled down airliner. It hauls 19 people fast, fuel efficiently. All the creature
03:47comforts of a bigger airline.
03:49From the very beginning, I was impressed by the airplane. It was extremely well designed. It was flexible. It was
03:59fast. It had good pressurization. So everything a pilot likes, the airplane had.
04:07It takes 10 minutes for flight 108 to reach its cruising altitude of 14,000 feet.
04:16It will stay at that altitude for only 15 minutes.
04:22Well, no rest for the wicked. We'll have the descent checklist, will you?
04:29Regional flying is generally an hour and a half or less, leading to increased workload for the time that you
04:36are in the air.
04:39Check the radar.
04:41The captain notices some weather on the radar.
04:46Thunderstorm could be rolling in after all.
04:49Maybe. Doesn't look particularly bad. I'll check the ATIS.
04:57ATIS continuously broadcasts updated weather conditions at the destination airport.
05:031,2, gusting 2,4. Visibility, 10. Sky condition, broken clouds at 1,500 feet.
05:12Nothing but a thunderstorm. We should be fine.
05:15Okay.
05:17We'll continue with the approach.
05:20Their expectation was that the weather was getting better and that any thunder showers hadn't really materialized.
05:26Good morning. This is your captain speaking.
05:28Good morning. We have begun our descent into Dusseldorf. Please ensure your seatbelts are fastened. Should be landing in about
05:3515 minutes.
05:4430 miles from the airport.
05:47Dusseldorf, good morning. Requesting to send to 3000, NFD-108.
05:52First Officer Hailman contacts the Dusseldorf approach controller for landing instructions.
05:58NFD-108, good morning to you. You are cleared to 3000 feet and currently number three to land.
06:06Copy to send to 3000, number three to land.
06:10An ATC gives us an indication of where we are on the order for landing.
06:14It helps us set up. It helps us get ready. It helps us know when you're going to start putting
06:17flaps and gear down.
06:19Three minutes later.
06:24Localizer alive.
06:27Flight 108 lines up with the runway's center line.
06:36Establish on the localizer.
06:40The first officer checks on the weather.
06:45Looks like a thunderstorm has moved right in front of us.
06:50It might be trouble.
06:55Thunderstorms have to be treated with respect.
06:56I mean, they can produce hail. They can produce downdrafts.
07:00Tailwinds overpowering what the airplane is capable of doing.
07:05The captain decides to maneuver around the storm.
07:14The problem was, it's a big thunderstorm in the approach sector of Dusseldorf.
07:20They shouldn't fly it through thunderstorms.
07:24The captain decides to maneuver around the storm.
07:25In the Dusseldorf control center.
07:27NFD 108, please switch to tower control. Frequency 118.30.
07:33The approach controller hands over flight 108 to the tower.
07:39NFD 108, confirm switch to tower control. Frequency 118.30. Bye.
07:49Moments later, flight 108 disappears from radar.
07:59Seven miles northeast of Dusseldorf airport, a maintenance worker at a sewage treatment plant hears the sound of an approaching
08:07airplane.
08:10Flight 108 breaks out of the clouds in a steep dive.
08:14500! 400! 300! Pull up!
08:23The plane pulls up just in time.
08:28The plane came flying out of the bottom of the cloud at 4,000 feet per minute.
08:31The g-force it would have taken to overcome that, to pull the airplane nose back up.
08:35It was violent.
08:37The sound of the engines recedes into the distance.
08:42That flight would have been sheer terror.
08:45Sheer terror for the people in the back, sheer terror up front.
08:47You know, you went from having a visual reference to thinking you're good, to all of a sudden you're back
08:51in the cloud again.
08:53A minute later, the plane returns.
08:57This time, flight 108 spirals out of control.
09:03And breaks up.
09:04No, no, no!
09:06It's a horrifying sight.
09:08I can't even imagine what the person watching that would be thinking.
09:10Two minutes before dawn, flight 108 slams into an open field on the banks of the Ruhr River.
09:26The wreckage is scattered over a wide area.
09:31First responders make their way to the crash site.
09:35All 19 passengers and both pilots are dead.
09:41The metroliner itself is broken into thousands of pieces.
09:46You're seeing that parts are distributed throughout the area.
09:52You'll start collecting all the parts, mapping where they are, and trying to put this puzzle back together again.
10:04Investigators from Germany's Air Accident Investigation Unit, or FUS, begin mapping the wreckage of flight 108 to determine what caused
10:15the accident.
10:15The first step was to identify the positions of every part of the wreckage.
10:24And because of the size of the accident site, we used the grid and we were able to get the
10:30information where every piece was at the accident site.
10:37Much of the plane, along with its black boxes, are badly damaged.
10:43The recorders in this aircraft aren't the new digital type of recorders, which record 300, 400 parameters.
10:50This was the old foil style recorders.
10:54You had altitude, air speed, you had heading, some information, you had g-loads.
10:59You didn't have the data we have today by a long shot.
11:03The black boxes and the debris are sent to a warehouse, where investigators begin their analysis.
11:12Once the parts are recovered, taken to a facility, you can then clean where the fractures, where the separations are.
11:20You can look at where a part broke apart.
11:25The wings, the engines, the tail sections, separated from the aircraft.
11:33Investigators try to confirm witness statements that the plane broke up before it crashed.
11:41This piece looks compressed, like it came from a high energy impact.
11:48But this piece is intact.
11:52What that indicates is this intact piece of wreckage did not go to the accident site with the rest of
11:59the airplane.
12:01For sure an in-flight breakup.
12:04The team is now convinced that Flight 108 broke up before hitting the ground.
12:10The question is, what led to that?
12:13Is there any evidence of a pre-existing failure that would have led to the accident?
12:19Hey, can you bring that piece over to the table?
12:23Did a design flaw or some kind of failure create a fatigue crack, causing the wings to break off before
12:31impact?
12:33Even though the airplane is fairly new, you don't rule out anything.
12:37Was there a flaw in manufacturing?
12:40Was there a full drill where it shouldn't have been drilled?
12:43Was there some other issue that would cause a crack to start growing very early in the aircraft's life?
12:49Well, this doesn't look like a fatigue crack at all.
12:55It can only mean one thing.
12:58Overload fracture.
13:04Overload fractures can occur because the airplane's exceeded speed limits, flight control inputs are severe, severe turbulence can cause overload.
13:15And sometimes you have a combination of all three coming together.
13:19Hey, can you get the lights?
13:21What pushed this plane past its structural limits?
13:26Investigators examined the plane's flight path for clues.
13:34Nothing unusual here.
13:38The flight path from departure, en route, to arrival for landing seemed normal.
13:46What happened to this part, the end of the flight?
13:53Oh, look at that.
13:56They discover that the pilots flew an erratic flight path before the plane crashed.
14:02That would certainly cause a structural overload.
14:06Agreed.
14:08The crew was on approach and now suddenly goes through some very tight maneuvers and you piece that together with
14:18the wreckage you found and where it was found.
14:21And that gives you a much better idea of what led to the accident.
14:27Investigators speak to the controller who oversaw the approach of flight 108 to determine what might have caused the unusual
14:35flight path.
14:37Tell me about the night of the crash.
14:39Uh, there was thunderstorm activity from about 7.40 until just after 8 a.m.
14:49Did your other flights run into any trouble?
14:52They reported moderate icing and turbulence, but everyone else landed without incident.
14:58Okay.
14:59No go-arounds, no missed approaches?
15:02No.
15:03Okay.
15:04No.
15:05Uh, but about six miles out, a 7.37 got hit by lightning.
15:14Düsseldorf approach, Lufthansa 1354.
15:17We just experienced a lightning strike at 3,000 feet, six miles final.
15:23No immediate issues.
15:25Lufthansa 1354, Düsseldorf approach.
15:27Roger, let me know if you require further assistance.
15:31Typically when we're concerned about thunderstorms in the airport vicinity, it's not much about the lightning, it's more about the
15:36winds and the wind shears
15:37that can be powerful enough to push the airplane into the ground.
15:40Since airplanes are made of aluminum, which conducts electricity, most lightning strikes flow over the skin of the fuselage and
15:48safely exit through the tail.
15:50I remember one occurrence of flying, the aircraft got hit by lightning.
15:55There was a sudden flash outside the fuselage, you could hear it, and the airplane kept on going.
16:04And there was no associated damage to the aircraft, and we continued on.
16:09Did you report the lightning strike to flight 108?
16:11Yes.
16:13NFD 108, the preceding landing experienced a lightning strike about six miles final.
16:20Düsseldorf approach, we copy and are looking outside, NFD 108.
16:23All right.
16:26For flight crews, it is not abnormal to deal with thunderstorms and to deal with the probability of some lightning.
16:33This flight was very, very usual.
16:36OK. Great.
16:38Thank you for your time.
16:41If it wasn't the weather that caused the pilots to push the plane past its structural limit, what did?
16:51Will flight 108's black boxes provide clues as to why the plane broke up mid-flight?
17:01It's not looking good.
17:03How so?
17:07Flight data recording and the cockpit voice recording both stopped two minutes before the plane crashed, at the exact same
17:14time that the plane started flying erratically.
17:19A total power failure?
17:22The CVR and the FDR get their power from two separate sources, so the fact that both these recorders stopped
17:30at the same time indicates whatever happened affected both electrical systems, not just the one.
17:37The Metroliner's electrical system is powered by two generators.
17:41In the event of a power failure, two batteries act as a backup system.
17:48But if it was a total power failure, that means the backup system failed as well.
17:55How is that even possible?
17:58From the perspective and the explanations coming from the manufacturer, the possibility of a total electrical loss was very low.
18:07But during the course of the investigation, we understood more and more that it could be that the flight crews
18:13had a total electrical loss.
18:17Investigators consider the effects of a total power failure.
18:21They would have lost most of their instruments.
18:24Well, except their vertical speed indicator, the altitude and the third attitude indicator.
18:32Our Metroliner's have been installed with a third independent artificial horizon.
18:40It used bleed air coming from the engine.
18:43And as long as the engine was running, the artificial horizon was working as well.
18:48Totally independent from electricity.
18:51The standby non-electrical artificial horizon could have been used by the crew to help keep the aircraft level and
19:00straight.
19:03And then the complexity of this accident gets into why didn't the crew effectively use that standby.
19:09But even with limited instruments, who's to say they could have even seen them?
19:14Oh, good point.
19:16The lights that illuminated the instruments may not have been working.
19:19Huh.
19:22You need those instruments and if you can't see them, then you don't know if you're up or down.
19:25You're flying blind at this point.
19:40To confirm the unlikely finding of a total electrical failure, the team examines light bulbs from Flight 108's instrument panel.
19:50If the light bulb was on when the plane hit the ground, the hot and pliable filament inside would be
19:56stretched.
19:58But if the light was off, the cold, brittle filament would break upon impact.
20:07All these filaments are broken.
20:11The outcome was that we found no bulb which was under electrical power during the impact of the aircraft.
20:23Investigators now have conclusive evidence of a sudden total power failure.
20:30But what could have caused it?
20:34The controller did tell us that another plane got struck by lightning.
20:41Maybe this one did too.
20:43A lightning strike outside of the aircraft could lead to a problem with the electrical system inside of the aircraft.
20:51If the electrical field of a lightning strike is very, very high, could be induced into the aircraft.
21:02Investigators search for evidence of lightning striking the fuselage of Flight 108.
21:10There must be a thousand pieces in here.
21:14It's a painstaking process. Lightning could have struck anywhere.
21:19Lightning marks on the skin would look like a circle.
21:23You'll see the paint burned.
21:25You may see some localized melting of the metal in that particular area.
21:35Over here.
21:40What do you got?
21:42I found it.
21:45Huh.
21:46Once you've found a piece of metal, a lightning strike,
21:48it's like, okay, where does it go on the airplane?
21:50What's in the proximity of this?
21:53Is it next to the electronics?
21:56Is it next to hydraulics?
21:57Where is this lightning strike occurring?
22:01The only way to determine where the mystery piece comes from is to reconstruct sections of the airplane.
22:11At the time of this accident, reconstructions were fairly typical.
22:16Mainly, we didn't have as much data as we have now.
22:19So, reconstructing it made sense.
22:30I think I've got it.
22:32Investigators match the piece of the plane to the left side of the fuselage, forward of the wing.
22:38This is where the lightning strike.
22:42But could a lightning strike in front of the left wing actually cause a total electrical failure?
22:49There are power system lines running right behind where the lightning struck.
22:54Can't be a coincidence.
22:57Is it possible that that lightning strike entered the electrical wires on the other side and therefore led to the
23:05loss of electrical power?
23:06So that would have been the real focus of the investigation at this point.
23:16Investigators examine what remains of Flight 108's electrical wiring in search of evidence that the lightning strike jumped from the
23:25fuselage to the electrical system.
23:29You would look for the insulation material on the outside and burned away.
23:35Is there melting inside the wires, Evans, that somehow electrical energy got through the insulation barrier, into the wiring, and
23:45then was starting to actually melting the wires locally.
23:49How odd.
23:51No signs of arcing.
23:57We checked the wiring, we checked the electronic components available from the wreckage for some indication for electrical overload.
24:13Finding any lightning damage to the wiring?
24:15Not yet.
24:17It's very possible that once the lightning gets into the fuselage, you may not see any direct impact in that
24:24area.
24:25It flows into the aircraft and so even wiring as close by may appear to be unaffected.
24:32But now this high energy has gotten into the airplane and the question is where does it go?
24:38Maybe I can find something in here.
24:41After we found no evidence for damage in the wiring based on the lightning strike, we had to do a
24:51deeper investigation within the systems and that means we had to look for damages in the avionic components.
25:02The team now focuses on even smaller components of the electrical system.
25:07The diodes.
25:10Let's check this out.
25:15A diode is an electrical component that allows current to flow in one direction only, preventing reverse current flow that
25:24could damage circuits or create malfunctions.
25:30If the diode is working properly, there should be resistance to high current flow in one direction and not the
25:37other.
25:42Only 50 ohms, almost nothing.
25:46Now the reverse.
25:55Also 50 ohms.
25:58But investigators discover low resistance to current flow in both directions.
26:04It's shorted.
26:10The outcome of our investigation of the diodes was that all diodes were open in both directions.
26:18That means the diodes were shorted.
26:21The question now was why we decided to take these to a manufacturer and ask them to do a deeper
26:31investigation.
26:35Results are in.
26:37To better understand why the diodes shorted, they examined test results provided by the manufacturer.
26:46Oh, that's interesting.
26:49Looks like cracks in the center of the diode.
26:55Once you've seen that a diode has failed, then you can do tests and research on a good diode to
27:01see how much energy it would take basically to fry that diode.
27:07Voltage tests are done to determine if the cracks in the diodes were the result of a lightning strike or
27:13something else.
27:15A thousand volts.
27:18Investigators learn that when more than a thousand volts are applied to a working diode, it will crack.
27:24A lightning bolt can carry hundreds of millions of volts, more than enough energy to crack the diode.
27:30It must have been lightning.
27:33The damage of the diodes only can be produced by high voltage.
27:42Could it be possible that high voltage would be produced within the aircraft?
27:47And the answer was no.
27:49It could be only produced by the lightning strike.
27:56Basically, the lightning hit the aircraft, flowed through the system.
28:01It impacted the diodes, which fried them, cracked them, took them offline.
28:07And that shut down the electrical systems on the aircraft.
28:12The odds of lightning taking out an entire electrical system are next to impossible.
28:19And yet, that's what happened.
28:23But this doesn't explain why the crew flew into the thunderstorm in the first place.
28:32The primary rule is, if you see a thunderstorm, no matter what its size, you avoid it.
28:38You go around, you divert, you hold, you do whatever you can.
28:44You do not want to fly through a thunderstorm.
28:53Investigators examine Nuremberg Air Service's Flight Operations Manual to understand why the pilots of Flight 108 ended up in a
29:02thunderstorm.
29:03I don't get it.
29:05It clearly states flights in or near a thunderstorm should be absolutely avoided.
29:09So why didn't they do the sensible thing and go around the storm?
29:14At that time, they had several possibilities.
29:18One possibility was just to prepare if they would fly through the thunderstorm, what could happen, what they have to
29:25do, what they have to prepare.
29:27Another possibility could have been just to divert to another airport.
29:33Let's have a listen to what the pilots were saying about the storm.
29:41Check the radar.
29:44Thunderstorm could be rolling in after all.
29:46Halfway through the flight, the crew learns there's adverse weather ahead.
29:51Maybe.
29:54Doesn't look particularly bad.
29:58I'll check the ATIS.
30:00The crew checks Dusseldorf Airport's weather service.
30:04Information Bravo at 070.
30:07But there's no indication of a thunderstorm.
30:10Once they got the ATIS, their expectation bias was that the weather was getting better.
30:14Broken clouds at 1,500 feet.
30:17Nothing but a thunderstorm. We should be fine.
30:21The captain considers the information and makes his decision.
30:26Okay.
30:28We'll continue with the approach.
30:32They just assume best-case scenario and don't do a proper briefing.
30:37As professional pilots, we always brief each other based off the worst conditions.
30:40You never know if that 10% probability of thunderstorms actually happens.
30:43And if it does happen and it's too late, you don't have time to brief it.
30:51NFD 108.
30:53Eleven minutes later, the situation becomes more critical.
30:57Proceeding landing experienced a lightning strike about six miles final.
31:02If I were the crew and I were on approach and the traffic in front of me were to get
31:06struck by lighting,
31:07at that point I would initiate a missed approach.
31:09Go around and hold somewhere and figure out what we're going to do
31:11because the weather at that point is moving on to the approach path.
31:14You need to take that pretty seriously.
31:15But that's not what the pilots do.
31:19Dusseldorf approach. We copy and are looking outside.
31:22NFD 108.
31:27Hey, did you hear what happened to Walter last weekend?
31:31Yeah. Not surprised.
31:34Hold on.
31:35They should be talking about deviating or go around here, not someone's weekend.
31:40They should have been deciding where they were going to go and what they were going to do
31:43instead of going down this rabbit hole.
31:44They just thought the other person's comfortable with it and we'll continue going if they're comfortable.
31:47I'm comfortable.
31:49Investigators continue listening to the CVR as the pilots prepare for landing.
32:09You're left of the center line.
32:11What?
32:13You're left of the center line. You need to turn right.
32:16The captain started deviating to the left, apparently without telling the first officer of his plan.
32:21I don't want to go in there. I'm trying to get around it.
32:23We're too close to the runway. You can't change course now.
32:28Sounds like the captain is trying to deviate around the storm.
32:31And the first officer isn't on the same page.
32:34It's a bad idea to try and re-intercept the approach when you're already unstabilized.
32:38If it's a bad idea, you just do a go around.
32:39Huh.
32:47Okay. I hear you.
32:52Again, no discussion of their options.
32:55There's some tension in the cockpit.
32:58There's some issue between the captain and the first officer.
33:03We don't know exactly what it was.
33:05But clearly this was not conducive to the crew working together to determine what was the best course of action.
33:16So now, the captain turns the plane directly into the thunderstorm.
33:24Hold on tight. Here it comes.
33:26Mm-hmm.
33:33Neither crew knew what the other one was doing.
33:35They hadn't briefed for the weather.
33:37They didn't have the plane set up for flying around in the vicinity of thunderstorms.
33:41And they just kept going.
33:49Why wasn't this crew on the same page?
33:56The understanding of the investigation team at that time was the communication between both pilots was not in a way
34:04as it should be.
34:07What'd you find?
34:10Well...
34:11Investigators examine personnel records for insight into the pilot's working relationship.
34:19The captain had a total of 2,473 flight hours.
34:25But only 277 hours in the Metro 3.
34:30That's not a lot of experience on type.
34:33No, it's not.
34:34The UFO had basically the same number of flight hours, but over 1,300 hours in the Metro.
34:50Investigators discover that the first officer had much more experience on the Metro liner than the captain.
34:59With the crew having such an imbalance in time, the first officer is going to feel like they could be
35:03the captain that they got passed over for the upgrade.
35:05They have more experience on the routes. They have more experience on the plane.
35:08More experience with the airline, even in this case.
35:12She probably didn't trust his handling of the aircraft.
35:15That's never good in a cockpit.
35:20Did the pilot's imbalance in experience make it difficult for them to cope with a lightning strike?
35:31So they start making their descent here.
35:35Investigators examine how the pilots of Flight 108 flew the plane as they entered the thunderstorm.
35:42And then, a minute before they lose power, they start ascending again.
35:46Why would that happen?
35:48Let's hear what happens here.
36:01Okay, glide alive.
36:04Quarter flaps.
36:09Selected.
36:11Three minutes from the airport, the captain begins configuring the aircraft for landing.
36:17And half flaps.
36:22Half flaps, please.
36:24As they descend towards the runway, the captain rushes his flap settings.
36:30The plane is now climbing instead of descending.
36:33The captain requested the next flap setting, half flaps.
36:38The airplane then ballooned up, climbed an altitude 400 feet.
36:44I'm not sure that was so good.
36:46The captain trims the plane's nose down to counteract the increase in altitude.
36:52In response to the 400-foot climb, the captain trims the airplane.
36:56Rather than just putting a few bits of electric trim in, he holds the electric trim, pitching the nose down
37:01quite substantially.
37:02He then adds even more nose down trim.
37:11We're still slightly high.
37:19Okay, descending.
37:24With all that trim the captain has at him, the plane is in a nose-heavy position when the lightning
37:29strikes.
37:41So now the captain loses the ability to recover.
37:44Mm-hmm.
37:45When the lightning strike happens, he loses electrical power, so he may have a lot more heavier flight controls than
37:53he was prepared for.
37:55And when the lightning strikes, the instrument lighting fails, making the instruments impossible to read.
38:03There's no emergency teacher in the Metroliner manual that tells you what to do if all your batteries fall offline.
38:09You're a test pilot, and at that point you use your pilot experience.
38:12One of the things to do is for the non-flying pilot to get a flashlight to illuminate the standby
38:18instrument to help the flying pilot out.
38:22The flashlights weren't found. We don't know if they're on the aircraft or not.
38:26The power failure cuts off their ability to see and to communicate with each other.
38:31They couldn't hear each other.
38:34We've lost electrical power.
38:38We have nothing!
38:40You've got a crew that can't communicate because you've lost the intercom system.
38:43You've got a headset on, and the Metro's a very noisy cockpit, so you can't hear the other person and
38:47what they're saying to you.
38:48If they couldn't see their instruments or hear one another, could the pilots still fly their plane?
38:56They have aileron and rudder controls, which aren't electrical.
39:00Their engines are still running.
39:03The runaway is about seven miles away.
39:07They should have been able to use the controls they did have to land the plane.
39:12They still had control over the ailerons, over the rudder.
39:15It was difficult, but technically still flyable.
39:18But without the ability to see their instruments, they'd have no way of knowing where they were.
39:27Seconds later, flight 108 is diving towards the ground.
39:33The pilots had no chance to control the aircraft in a proper way.
39:39because the light for the third artificial horizon was not there, and they had no visual ground contact.
39:47And I think under these circumstances, it's nearly impossible to control the aircraft.
39:56Investigators finally understand how a lightning strike caused a fatal crash.
40:09You're left of the center line.
40:11What?
40:12It starts with a poorly functioning crew.
40:15You're left of the center line. You need to turn right.
40:17I don't want to go in there. I'm trying to get around it.
40:19We're too close to the runway. You can't change course now.
40:23Okay. I hear you.
40:25Instead of giving him the advice or the two crew mentality that we're not where we should be, we shouldn't
40:30be here,
40:31The first officer chose to go the other route, which was shut down and only make the minimum calls, which
40:35were deviation calls.
40:37Half flaps, please.
40:43The pilots decide to fly their nose-heavy aircraft into a thunderstorm.
40:52A powerful lightning strike.
40:55We've lost electrical power.
40:57Causes a total power failure.
41:00We have nothing!
41:01And the disoriented crew.
41:04Where are we?
41:05I can't tell.
41:06Loses control of the plane.
41:11500!
41:13400!
41:15300!
41:16Pull up! Pull up! Pull up! Pull up!
41:21After you've been struck by lightning, you've got winds that are gusting all over the place.
41:25It starts to become a pretty violent situation pretty quick.
41:28The combination of turbulence and the pilots' blind actions lasting more than a minute
41:34sends the plane into extreme turns and banks.
41:40Are we banking?
41:41Can't tell!
41:42What's the airspeed?
41:43Don't worry about the speed, just pull!
41:44You think you can trust your senses, but you can't.
41:46You don't know if you're banking to the left, you don't know if you're banking to the right.
41:49You can't tell if you've got a nose low or a nose high.
41:52You can think you do, you can think you trust it.
41:54At the end of the day, your gut instinct will be wrong.
41:57The plane is so overloaded with the G-forces in these turns, it broke up.
42:06Yeah.
42:16Pull up! Pull up!
42:17I'm crying!
42:20You're looking at a G-load that literally ripped the engine pylon off the wing.
42:24That literally broke the wing spar, the strongest part of the airplane.
42:27Broke it like a toothpick.
42:28That way exceeded what the aircraft manufacturer ever designed that airplane to go through.
42:49The main conclusion of the report by Germany's air accident investigation unit is clear.
42:55The crew flew into a thunderstorm, even though they could have flown around it.
43:02You have two fairly experienced pilots that they never ever should have been in that situation.
43:07There were red flags throughout.
43:09If anything can be learned from this one, you've got to speak up on a two-crew airplane.
43:12You can't let the other person take you to the scene of the crash.
43:16In their recommendations, the FUS reiterates the need for training and manuals
43:22that clearly describe how to operate in and near thunderstorms.
43:28This is a very different crew than we see today, who are well-trained in cockpit resource management,
43:34who work together as a crew.
43:36And the systems change for the better, and the airplanes are much better.
43:42As for Nuremberg Air Service, the company soon replaced the remaining Metroliners in its fleet.
43:48I made myself one of the last flights with the Metroliner.
43:52I had some tears in my eyes because I think it wasn't the aircraft's fault.
43:56It wasn't the aircraft you expected to take?
43:57untührt.
43:58I got out of it.
43:58sorry about how you should ask them about!
44:02Here, here.
44:02Doctorally said, oh!
44:02Our facade of Doordaco is always has been abandonedämés and�!
44:02Holy практи, he knew it was handed by a really estran cow!
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