- hace 2 días
On 2 October 1996, shortly after take off, the crew of Aeroperú Flight 603 are confused by false speed and altitude readings and contradictory warnings from the aircraft's air data system. In preparation for an emergency landing, the crew descend the aircraft, but unknowingly descend too far by relying on the false readings. The aircraft crashes into the Pacific Ocean, killing all 70 people on board. The false readings and contradictory warnings were caused by duct tape over the static ports, which was used to protect the ports during maintenance, but was not removed afterwards.
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00:00Just minutes after taking off from Lima...
00:02We declare an emergency.
00:04The pilots of AeroPeru Flight 603 get mixed messages from their plane.
00:10I cut the engines, but the speed is increasing.
00:14Having erroneous airspeed indications now puts into your brain,
00:17am I climbing, am I not climbing?
00:19They seek assistance from the ground.
00:22Can you tell us our altitude, please?
00:23You're at 9,700 feet according to my radar.
00:27But nothing makes sense.
00:28We're in the water! Pull up!
00:33All 70 people on board are killed.
00:37Investigators compare the cockpit voice recording...
00:40We will maintain 10,000 feet.
00:4210,000 feet.
00:44...with the flight data recorder...
00:46Captain doesn't realize how close they are to the water.
00:48...and suspect a single faulty sensor prevented the crew from averting disaster.
00:53It violates the laws of physics. Airplanes just don't do that.
01:23It's nearing 1 a.m. at Jorge Chavez International Airport in Lima, Peru.
01:32Thick clouds blanket the sky as Aero Peru 603 taxis to the runway.
01:41The weather in Lima, Peru is a very, very stable environment, especially this time of the year.
01:47The captain is 58-year-old Eric Schreiber.
01:51He's highly experienced, having logged almost 22,000 flight hours.
01:56Aero Peru 603, authorized to Santiago, initial level 29,000 feet, and afterwards on course, transponder 5603.
02:0942-year-old First Officer David Fernandez has flown nearly 8,000 hours.
02:15Correct, Lima Tower.
02:17He will be the pilot flying the aircraft tonight.
02:21Roger.
02:23He's doing double duty by also operating the radio.
02:29Lima Tower, Aero Peru 603, runway 15.
02:34Ready for takeoff.
02:37Aero Peru 603, wind calm, clear for takeoff, runway 15.
02:45There are 61 passengers and 7 flight attendants on board.
02:59Takeoff at 41 minutes past midnight on the dot.
03:04What precision?
03:06Like the Suez.
03:08Let's go.
03:17The crew is extremely professional.
03:20They accomplished their checklists and procedures as what would be expected.
03:23And they were basically an on-time machine.
03:43Flight 603 will fly out to the Pacific Ocean before heading south to Santiago.
03:50The aircraft is a four-year-old Boeing 757-200.
03:55The Boeing 757 is a long, narrow-bodied aircraft, twin-engine.
04:00It's simple in its design, simple in its instrumentation, and just an overall comfortable airplane to fly.
04:10The passengers settle in for the three-and-a-half-hour flight.
04:18In the cockpit, the first officer spots a potential problem.
04:24The ultimators are stuck.
04:30Wind shear. Wind shear. Wind shear. Wind shear.
04:34The pilots also get a wind shear warning.
04:38This is new. Wind shear.
04:40Wind shear. The wind shear is an alert that we're entering into an environment of undesirable winds.
04:46They could be highly critical in the safety of the aircraft.
04:50Wind shear. Wind shear.
04:50Those type of winds are just very uncommon in that area.
04:53And we're not forecasted at night at all.
04:56Wind shear.
04:57Wind shear.
05:00Wind shear.
05:01Wind shear.
05:01Wind shear.
05:02The pilots lose sight of the ground.
05:05The speed.
05:07They now discover another instrument isn't working.
05:12Yeah, right.
05:14Flying in the clouds at night, without knowing how fast they're going or their height above the ground, the pilots
05:21face a potentially dangerous situation.
05:25Am I climbing? Am I not climbing? Am I near mountainous terrain? Which is very close to the coastal line
05:32of Peru.
05:34Tower, Aero Peru 603.
05:36Flight 603 updates the tower controller.
05:40Aero Peru 603, Tower, go ahead.
05:43We have no optimeter and no airspeed.
05:45Declaring an emergency.
05:51When a pilot declares an emergency with air traffic control, the controller is going to give that aircraft priority handling.
05:59Roger, change frequency to 119.7 for further instruction from radar control.
06:04Switching to 119.7.
06:11Before contacting radar control, the captain takes over from the first officer.
06:17Okay, I have control.
06:19The captain may decide to take over the flying role and tell the first officer to talk on the radio
06:25and work procedures.
06:27Lima 603, we request vectors for ILS runway 15.
06:32The pilots request directions for a return to the airport.
06:36Roger, we suggest a right turn heading 330.
06:40It was a good call to ask air traffic control, give us vectors.
06:43We are so busy up here dealing with everything else.
06:46You can certainly help us out if you tell us which direction to turn and guide us back towards the
06:50airport.
06:52Turn right heading 330.
06:55A heading of 330 will take the plane north to a position where it can then make the turn back
07:02to Lima.
07:04But two and a half minutes later.
07:07Aero Peru 603, you're showing level 9200.
07:11What is your heading now?
07:13The radar controller notices that flight 603 hasn't turned back towards the airport.
07:23Heading 205, we're heading away from the shore.
07:26Affirmative.
07:29We will maintain 10,000 feet.
07:3110,000 feet.
07:33The captain decides to fly further out to sea before returning to Lima.
07:39They go out over the ocean, which is one of the best decisions to possibly do.
07:44They don't now have to worry about other aircraft in the Andes Mountains.
07:50In the cabin, passengers are unaware of what's happening in the cockpit.
08:00Safely away from shore.
08:02According to the radar, you're crossing radial 230 from Lima.
08:07Distance west, southwest is 37 miles.
08:11Flight 603 finally starts turning north to begin the approach to Lima,
08:16and needs to begin its descent to the airport.
08:20I'll try to descend with the power cut.
08:29He was going to descend at idle thrust,
08:32which is a good way to descend.
08:33It's nice and steady in a 757,
08:36and keeps the airspeed under good control.
08:45I cut the engines, but the speed is increasing.
08:49Even with power to the engines cut,
08:51the airspeed indicators show that the plane is accelerating.
08:57Can you tell us the speed, please?
08:59I have 320.
09:01We have 350.
09:05They'll need to use a different strategy to descend.
09:11Getting to the lower altitude, hopefully getting into some clearer areas to see the coastal line,
09:17could give them more comfort for a safe landing.
09:20Take the speed brakes out.
09:24That is another great way of slowing the aircraft and getting better control of the airspeed.
09:33But deploying the speed brakes has the opposite effect.
09:40Over speed.
09:41A new warning tells them they're flying far too fast.
09:46The airplane's above its maximum allowable airspeed.
09:49It's in danger of breaking apart if they don't do something right now.
09:58But I have the speed brakes out and all the power is cut.
10:01This can be right.
10:04What more possibly can be confusing and going wrong right now?
10:10Seconds later, they get a contradictory warning that the plane's flying far too slow.
10:18The stick shaker indicates to pilots that if the airplane gets any slower, it's going to be in a stall
10:24condition.
10:27Are they going too fast or too slow?
10:30The pilots must decide which alarm to react to.
10:35We're stalling!
10:42The captain decides to increase the speed by pitching the nose down, silencing the stall warning.
10:53But they're not out of danger yet.
10:57With conflicting warnings and no reliable airspeed or altitude readings, the pilots of Flight 603 urgently need help.
11:07Is there any plane that can take off to rescue us?
11:11Yes, we're coordinating immediately.
11:14At this point, it was a totally out of the box thought by the first officer to ask for this
11:23type of assistance,
11:24which would have given them a visual reference right next to them with altitude, airspeed.
11:30Also communications, and we have somebody alongside of us holding our hand to the airport.
11:37The plane is now 50 miles from Lima's airport.
11:42Aero Peru 603, you are heading 270, 10,000 feet.
11:48While they wait for a rescue plane, the captain attempts to join the approach path to the runway.
11:54I'll try to intercept the ILS and then descend.
11:58Lima, Aero Peru 603, we will try to intercept the ILS.
12:02Roger, Aero Peru 603.
12:04They think they're flying at a nice, safe altitude.
12:07And they think that they pretty much have airspeed under control.
12:10They probably thought they were in a pretty darn good position.
12:16Soon after, the radar controller provides an update on the escort flight.
12:22Aero Peru 603, there is a 707 about to take off.
12:27Starting to move now.
12:32It seems to be flying well.
12:37Can you tell us our altitude, please?
12:39You're at 9700 feet, according to my radar.
12:43Terrain.
12:43Too low.
12:44Terrain.
12:48Too low.
12:49Terrain.
12:50Terrain.
12:509700 feet.
12:51But we're getting a terrain warning.
12:54Pull up.
12:55Pull up if he's telling you to pull up.
12:57Terrain.
12:58We're hitting the water.
12:59Pull up.
13:07We're running over.
13:18We're running over.
13:1929 minutes after taking off, Flight 603 crashes into the Pacific Ocean, 48 miles from Lima, Peru.
13:29We're running over.
13:35Within hours, a Navy aircraft discovers debris from Flight 603.
13:43The accident occurred at night, and the wave conditions were very high.
13:48So the first few ships that went out to look for the wreckage really struggled to find it.
13:54Heavy fog also hampers recovery efforts.
14:13By the end of the first day, the bodies of only 13 of the 70 people on board are recovered.
14:20There are no signs of survivors.
14:26Those who haven't been found are believed to be inside the fuselage on the seabed.
14:44It's up to air crash investigators from Peru's Accident Investigation Board to find out why a plane, last observed flying
14:53nearly 10,000 feet above the sea, suddenly crashed into it.
15:03We have the military radar.
15:24We have the military radar.
15:27We have the altitude and altitude and position of the accident flight.
15:30So, after taking off, they follow the approved flight plan over the ocean, and then they start heading north.
15:38Yeah, they're headed back towards Lima.
15:40Mm-hmm.
15:43The flight climbs to 13,000 feet, and then it starts to descend.
15:48And now, in the last seven minutes, the flight has a series of erratic climbs and descents before it crashes.
15:58It appears they lost control.
16:05It becomes just a rollercoaster ride of altitudes, because they don't have control.
16:16What could have caused the pilots to lose control?
16:20When you start putting an investigation together, you start putting the what-ifs on the table.
16:26What if this failed?
16:27What if that failed?
16:28What if this went wrong?
16:29What if the crew made a mistake?
16:32Pre-take-off seems okay.
16:34Investigators scrutinize the communications between air traffic control and the pilots.
16:39Look at this.
16:40The crew reported problems with airspeed and altitude readings only two and a half minutes into the flight.
16:46Tower, Aero Peru 603.
16:49Aero Peru 603. Tower, go ahead.
16:51We have no altimeters and no airspeed.
16:59Faulty air data.
17:02Sounds like an issue with the PITO static system.
17:07The PITO static system uses tubes and sensors mounted on the plane, which measure air pressure to calculate airspeed and
17:15altitude.
17:18Wasn't there a recent crash involving the PITO static system?
17:21Yeah.
17:23Birken Air flight 301.
17:27Only eight months earlier, another Boeing 757 crashed soon after taking off from Puerto Plata in the Dominican Republic.
17:36The cause was a blocked PITO tube.
17:40Some investigators were wondering if we had a similar situation to what we had in Bergen Air.
17:45It wasn't entirely the same, but it still involved blockage or covering parts of the PITO static system.
17:53Well, maybe that's what happened here.
18:05Nearly two weeks since Aero Peru Flight 603 crashed into the ocean,
18:10a US Navy ship helps the Peruvian Navy to track the pings from the Boeing 757's two black boxes.
18:19The wreckage is finally located at a depth of 680 feet.
18:27Using remotely operated vehicles, investigators finally get their first view of the wreckage site.
18:36The wreckage was very concentrated. The plane was intact when it hit the water.
18:49The fact that all the major pieces of the airplane are in one concentrated area really gives the investigators a
18:56much clearer picture of how the airplane came down.
18:59So they either came down in a flat spin or it came down nose first, which is a very unusual
19:05accident.
19:08Near.
19:09The black boxes are also located.
19:14It's very, very critical to get both recorders.
19:18First, you want to know how the airplane was behaving.
19:21And then secondly, what was going on in the cockpit between the crew members of the airplane.
19:28They are packed in seawater and sent to Washington, where the NTSB, the National Transportation Safety Board, will process their
19:36invaluable data.
19:44That's it. Keep moving that way.
19:48The team also searches for evidence of some kind of blockage of the pitot tubes and static ports.
19:55There. Keep going.
19:58They focus on a section of the left fuselage where the static ports are located.
20:03OK, now moving.
20:09That's it.
20:11The static ports were blocked.
20:15They can see that the ports are covered.
20:21When we saw that those static ports were covered, it was case closed.
20:26Drop the curtains.
20:28We knew exactly what happened in this accident.
20:32How did such a critical device, which determines airspeed and altitude, get covered up and blocked?
20:41Make sure you tag everything.
20:44Investigators survey the recovered wreckage of Aero Peru Flight 603 to find out what is covering the static ports.
20:55Look at that.
20:59Looks like silver tape.
21:01Same color as Ofisovac.
21:04Same color as Ofisovac.
21:08Ours.
21:30The ports were covered with tape.
21:30Why were the ports covered with tape?
21:32And by whom?
21:38it wasn't our job to assign blame or liability but we wanted to understand the procedure to
21:44make sure that important step of removing the tape would never get overlooked again
21:53so let's check the last bug entry okay investigators check maintenance records
21:59to understand why the ports were taped over interesting hey bird strike during the
22:12plane's last landing before the accident the right engine was struck by birds they replaced
22:20the turbine blades the hydraulic pump was repaired and they polished the lower front of the 757 exactly
22:29with the static ports are located did maintenance personnel follow the correct procedures for
22:35polishing the 757 when you're performing work on the airplane such as polishing and washing it
22:42it's important not to get any debris into the ports because when you take off temperatures go down
22:48they may freeze in place which could cause severe instrument problems the airplane according to the
22:56maintenance manual they're supposed to cover the static ports whoever polished the plane cover the
23:01static ports with tape and didn't remove it so why wasn't the tape removed after the area was polished
23:12if you look at the maintenance process on an airplane and cleaning and polishing an airplane is maintenance
23:19there's multiple steps multiple people and multiple looks the whole purpose of that is to make sure that nothing is
23:28missed
23:29were the static ports inspected as part of flight 603 line check
23:36it was a crazy night investigators interview the line mechanic to determine if the static ports were inspected after the
23:44work was done
23:45the line chief usually does it but he was sick so I did it
24:03so I guess you didn't see the tape then
24:09aluminum tape is pretty common and if you take it and just spread it over those ports it blends in
24:16perfectly and it makes it very easy for somebody to miss it
24:22was he adequately trained I would say the answer to that is no
24:29did you see either pilot do a pre-flight check yes the captain
24:37you know if he checked them
24:42couldn't tell you
24:45if I had a new person on my crew I would tell them to watch the captain see what he's
24:50doing and it becomes routine for mechanics to watch what the flight crew does
24:57okay thank you for your time
25:00there's at least one if not two line checks that are done by
25:03supervisors of the line maintenance and then one of the crew members would do a walk around as they're obligated
25:10to do always
25:12so there are several levels where things should have been detected but weren't in this flight
25:22so both the line mechanic and the pilot missed investigators now know that despite all the safety checks that were
25:32meant to be performed no one spotted the silver tape covering the static ports so we know what
25:39cause the faulty air speeds and altitudes but faulty air data alone doesn't cause a plane to crash
25:45so what did
25:55investigators turn to the cockpit voice recorder from aero peru flight 603
26:00there you go thank you
26:01to determine how the pilots dealt with faulty airspeed and altitude data pick
26:07it up from the take-off
26:20yeah
26:28the plane is barely off the ground when the pilots identify the first problem
26:34the altimeters are stuck
26:36the captain's altimeter the first officer's altimeter the standby altimeter all three sources were different and they were all wrong
26:49keep V2 plus 10 V2 plus 10
26:52it's quickly followed by a second issue
26:56the speed
26:57the airspeed is also stuck
27:00yeah right
27:01hold on
27:06they were only at 200 feet above the ground and they already knew that there are problems with altitude and
27:11airspeed
27:13in three different places in the cockpit they're seeing unreliable airspeed and altitude
27:20according to the FDR they're still climbing let's see how they handle that faulty data
27:28what's going on
27:29we're not climbing
27:30I'm climbing
27:33investigators hear the captain continue to rely on the faulty data on his altimeter
27:38climb climb climb
27:40I am climbing
27:42despite what the first officer tells him
27:45the captain is looking at his altimeter and saying what he sees right in front of him
27:51it's very hard to ignore this false data
27:54the airspeed and altitude readings are like a magnet drawing your eye and attention again and again
28:00climb climb
28:01I am climbing
28:02so in this initial moments of the climb
28:05it seems like the first officer was more in touch with what the airplane was really doing
28:10what else do the pilots do to handle the situation
28:13keep playing
28:15let's go to basic instruments
28:18but within a minute the captain stops focusing on the faulty instruments
28:24he decides to use the pitching power procedure
28:26that's good
28:28very quickly on the captain says basic instruments
28:31the pitch and power procedure
28:37the pitch and power procedure requires reducing the pitch angle of the aircraft to two degrees nose up
28:45and the throttles to 55%
28:48this should result in level flight
28:51by flying with set pitch and power and ignoring the unreliable airspeed and altitude
28:57gives the crew time to sort out what's going on
29:01and think through what might be causing the unreliable indications
29:07then they declare the emergency
29:08pick it up after that
29:09let's see if they did the procedure properly
29:16switching to 19.7
29:20auto throttle has is connected
29:22auto throttle has disconnected
29:23but instead of checking his attitude indicator and engine gauges
29:29let's see read that
29:30the captain focuses on the crew alerting screen which is displaying more alerts
29:40the rudder ratio and max speed trim warnings were just the result of the unreliable airspeed and altitude indications in
29:48the cockpit
29:48they shouldn't have been the primary focus of the crew
29:53they're getting distracted by false alerts
29:56they ignore the pitching power procedure
30:02soon after
30:03speed is zero
30:06all airspeed indicators at zero
30:11investigators hear the pilots turning their attention back to the erroneous airspeed and altitude readings
30:19the tape on the static ports meant that the airspeed and altitude were always wrong
30:26and they were always changing as the airplane climbed and descended
30:31we will maintain 10 000 feet
30:34set it
30:3410 000 feet
30:36but at no point did they disregard the unreliable airspeed and altitude
30:41they looked at them constantly
30:4412 000 feet
30:45the crew never switched their mindset to just using pitch and power
30:52they climbed for several more minutes
30:55but if they were climbing
30:57how did the crew end up hitting the ocean
30:59they can't keep climbing forever
31:03we have problems reading our instruments
31:05investigators continue listening to the cockpit voice recorder of aero peru flight 603
31:11to determine how the crew carried out the return to lima with faulty instrument data
31:16set the approach please
31:18i did
31:19i did
31:19then let's go
31:23the captain he knew he had to to get down to lima airport
31:27i'll try to descend with the power cut
31:30and the way to do that was to reduce the power
31:35no sooner do the pilots cut the power than they face another problem
31:40the speed is increasing
31:43why is the speed so high
31:45is it the real speed
31:47that's what worries me i don't think so
31:51they think they're speeding up
32:00the pilots don't know whether to believe the faulty airspeed indicator that's showing
32:06they're going too fast after having pulled their thrust levers back to idle
32:11that'd be totally confusing for the captain
32:14he'd be saying this can't be happening
32:16it's impossible it violates the laws of physics of aircraft
32:20but the captain's thought process is overtaken by what happens next
32:26overspeed
32:29the faulty airspeed data is now triggering the overspeed warning
32:34an overspeed warning gets your attention very quickly
32:39and you want to react to it
32:41but this is the time when he should have been questioning whether that was correct
32:48the first officer makes a split second decision
32:52take the speed brakes out
32:56and now
32:59with the power cut and the speed brakes out
33:03slows the plane down to the point of stalling
33:06the erroneous overspeed data leads the pilots to reduce their speed
33:11which puts their plane into a stall
33:25the crew instinctively lowered the nose and increased their actual airspeed
33:30those are the steps that will keep you from stalling the airplane
33:36responding to the stall warning was the right move
33:40but after that
33:44they head further out to sea
33:46instead of towards lima
33:49why would they do that
33:55shortly after the stall warning ends
33:59a new warning tells them they are dangerously close to terrain
34:04the captain doesn't realize how close they are to the water
34:09on the 757
34:10a radio altimeter measures the plane's altitude when below 2500 feet
34:15and sounds the ground proximity warning when the plane drops too close to the terrain
34:21the ground proximity warning system is separate from the pedostatic system
34:25it was telling them the truth
34:27too low terrain
34:29too low terrain
34:31and now we've induced a terrifying alert of
34:35i'm about to hit a mountain
34:38the pilots thought they were near a mountain
34:40when they were actually approaching the surface of the ocean
34:43too low terrain
34:47let's go left
34:48too low terrain
34:57radar shows you're turning left you're heading to the west
35:02we're heading 250
35:04we're heading out to sea because we have a low terrain warning
35:08too low terrain
35:11he knew that the water
35:13the ocean is to the left
35:15and that's going to be my safe environment
35:18think great
35:19think great
35:21no sooner do they deal with the terrain warning
35:24than the pilots are confronted by an alert telling them they are descending too rapidly
35:30think great
35:31think great
35:32let's climb
35:32let's go up
35:34too low terrain
35:39now going up was the right call
35:41they were descending at 3,000 feet per minute
35:43they climbed to 4,000 feet
35:45and they stayed there for
35:48approximately one minute
35:55so what led to the final plunge into the sea?
35:59let's go back to Lima
36:00I'll try to intercept the ILS
36:02and then the set
36:04after 25 harrowing minutes
36:06the captain initiates a turn back to Lima
36:09Lima Aero Peru 6-0-3
36:12we will try to intercept the ILS
36:15can you tell us our altitude?
36:16is our altitude
36:189700 feet
36:20Roger Aero Peru 6-0-3
36:22you're showing level at 9700
36:27but when the terrain warning activates investigators know the plane was below 2500 feet
36:35they both had the wrong altitude
36:39investigators discover the controller was also providing flight 603 with incorrect altitude information
36:48the assumption was the controllers can tell us our altitude
36:51but the flaw in that is that that altitude is actually being sent to the controller from the aircraft itself
36:58if the information on board the aircraft is incorrect
37:01then the information that's being sent to the radar is also going to be incorrect
37:08investigators speak to the controller to understand why he relayed the faulty readings back to flight 603
37:16so it looks like you were providing the crew with altitude data
37:19yes they said they didn't have any altimeters
37:22so I told them what I was seeing on my radar screen
37:26were you using SSR in mode C?
37:28yes that's right
37:30your radar's altitude is coming from the plane's transponder
37:37when the controller confirmed the altitudes for the pilots
37:41I think it gave them a false sense of hope
37:44that at least one of our problems has been solved
37:46the altitude problem
37:48when in fact that was tragically incorrect
37:56but even with the faulty altitude readings
37:59could the pilots still have landed their planes safely?
38:10pick it up during their final descent
38:12to determine if the pilots had any other options to save their plane
38:16investigators listen to the final moments of Aero Peru flight 603
38:23it seems to be flying well
38:26can you tell us our altitude?
38:28you're at 9700 feet according to my radar
38:31too low, terrain
38:32too low, terrain
38:349700 feet? but we're getting a terrain warning
38:37too low, terrain
38:38the crew can't understand the conflicting information
38:42too low, terrain
38:43too low, terrain
38:44but there was a way for the pilots to determine their actual altitude
38:48and save the plane
38:49if they check the radio altimeter
38:51they would have realized how close they are to crushing
38:53too low, terrain
38:55too low, terrain
38:57too low, terrain
38:57when the ground proximity warning system activated in the cockpit
39:00the crew could have referred to the radio altimeter
39:04and that would have given them the truth data
39:06about how high they were above the ground
39:08too low, terrain
39:11too low, terrain
39:11too low, terrain
39:11But they never check their radio altimeter.
39:14Pull up.
39:16Too low.
39:17Terrain.
39:18Pull up.
39:19Pull up.
39:20Pull up.
39:21We're just telling you to pull up.
39:22Terrain.
39:24Too low.
39:25Terrain.
39:26We're hitting the water.
39:27Up.
39:28Too low.
39:28Terrain.
39:29When an aircraft has its wing touch the water in a bank attitude, the situation is hopeless.
39:38Pull up.
39:39Pull up.
39:40Hurry.
39:41Hurry.
39:42Pull up.
39:42Hurry.
39:44Hurry.
39:45Hurry.
39:45Pull up.
39:46The pilots try to get the plane back in the air.
39:50Hurry.
39:50Pull up.
39:52But the plane banks left and falls back towards the sea.
39:57We're running over!
39:58Hurry.
40:00Pull up.
40:01Hurry.
40:02Hurry.
40:03Hurry.
40:03Hurry.
40:11They really had no idea how low they were.
40:13And all those alarms fall so real just made matters worse.
40:28The situation in the cockpit was so confusing.
40:34It was hard for either crew member to understand which cautions and warnings were true and important.
40:40And there didn't seem to be a good balance between the two crew members in sorting that out.
41:02And there's nothing here.
41:11There's nothing here.
41:12Anything in the training procedures?
41:13Not one single word on how to handle erroneous air data.
41:20The lack of training worked against them.
41:25There's nothing here.
41:26A big takeaway from this accident was that flight crews need to be better trained to get
41:30to pitch and power in the event of unreliable airspeed and altitude.
41:39Investigators needed only two months to solve the mystery of Flight 603.
41:44They now know that blocked static ports created faulty air data readings.
41:55And those faulty readings created so much confusion in the cockpit that the overwhelmed crew was unable
42:07to separate the false alarms from the true ones.
42:14They really needed to develop a laser focus on just flying the airplane.
42:18But they never got there.
42:21The captain's failure to react to the ground proximity warnings in time.
42:26He's telling you to pull up.
42:29We're hitting the water.
42:30Pull up.
42:30Pull up.
42:31I am.
42:33Contributed to the death of 70 people.
42:35That was in danger of gold.
42:36Pull up!
42:38...
42:52There's nothing highly technical about tape, but boy, did it start a chain of events.
43:01The investigation report outlines a number of recommendations.
43:05But chief among them is for more training to ensure crews know how to deal with inaccurate air data
43:14and
43:15Implementing the use of eye-catching static port covers while a plane is being maintained
43:21Remember it's the simple things
43:25that cause problems and
43:28we need to keep that in everybody's mind
43:30Attention to detail if you perform that details whatever it is
43:36You're not going to get problems
43:41This accident was one of the pillars of safety procedures
43:50Our training changed our pre-flight procedures changed our attention to details changed and it still lives to this day
44:03The
44:04The
44:33Transcription by CastingWords
44:38CastingWords