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Titulo Original: AIR CRASH INVESTIGATION ｜ US AIRWAYS1549 ｜ MIRACLE ON HUDSON ｜
Canal Autor (Nome): The Flying Khan
Canal Autor (Link): https://www.youtube.com/@TheFlyingKhan
Fonte do Video (Link): https://www.youtube.com/watch?v=up03eI_UrQw
Licenca: Este conteudo e reutilizado sob a Licenca Creative Commons Atribuicao 4.0 Internacional (https://creativecommons.org/licenses/by/4.0/).
Note: The original content has not been modified. / O conteudo original foi mantido integralmente.
Canal Autor (Nome): The Flying Khan
Canal Autor (Link): https://www.youtube.com/@TheFlyingKhan
Fonte do Video (Link): https://www.youtube.com/watch?v=up03eI_UrQw
Licenca: Este conteudo e reutilizado sob a Licenca Creative Commons Atribuicao 4.0 Internacional (https://creativecommons.org/licenses/by/4.0/).
Note: The original content has not been modified. / O conteudo original foi mantido integralmente.
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TVTranscrição
00:01Out of fuel, and with no runway in sight, this plane is going down in the water.
00:07It was up in the underwater, and the aircraft was rolling to the left.
00:11There were bodies, there were people on the floor in the galley.
00:14A routine flight out of New York slams down into the Hudson River.
00:18At this point, I'm thinking this can't be happening to me.
00:20A hijacked 767 is forced into the ocean.
00:23It's the most dramatic ditching ever caught on camera.
00:28The plane was like tumbling or something, and I said, that's it, I'm dead.
00:32These are life and death orders told by the pilots and passengers.
00:37The captain just said, brace for impact.
00:39Dramatic animations put you right into the terrifying scenes.
00:44And an in-depth investigation reveals why some pilots made the risky decision
00:49to put their plans down in the water, and how they lived to tell the tale.
01:19When U.S. Airways Flight 1549 went down in the Hudson River,
01:23Surveillance cameras were only able to capture these remote images of the landing.
01:29It's hard to see what really happened.
01:33Now, this detailed animation shows the dramatic landing
01:37dubbed the Miracle on the Hudson as you've never seen it before.
01:44In the aviation industry, it's known as ditching,
01:47putting a plane down in the water due to an emergency.
01:50It's what happens when the nearest open space is not a runway,
01:53not even a stretch of open field or a highway,
01:56but a body of water.
02:03In the case of U.S. Airways Flight 1549,
02:06the Hudson River in New York City.
02:11Just six minutes before the splashdown,
02:14Flight 1549 is cleared for taxi and take-off at New York's LaGuardia Airport.
02:19First officer Jeffrey Skiles is at the controls.
02:23Though he's flown for more than 30 years,
02:25He's new to Airbus.
02:27For the past eight years, he's flown the Boeing 737.
02:31Well, the take-off was uneventful.
02:33It was a nice day. It was cold.
02:35And this was only my second trip on the plane,
02:37so I was actually hand-flying the airplane when we got used to it.
02:40And about 3,000 feet, we, you know, flew into the birds.
02:46The plane's been in the air for about 90 seconds
02:49when it collides with a flock of Canada geese crippling both engines.
02:55This is Cactus 1539.
02:58It's a bird.
02:59It's a long-term solution.
03:00It's returning back towards LaGuardia.
03:02Okay, you need to return to LaGuardia.
03:04Turn left heading up 2-2-0.
03:07Stop your departure.
03:08It's got emergency returning.
03:11Following protocol, Captain Chesley Sullenberger
03:14takes control of the airplane from his co-pilot
03:16with two simple words,
03:18my aircraft.
03:20Remarkably, there is footage of the plane's last moments airborne.
03:23Sully took over control of the plane
03:25and called for the dual-engine failure checklist that we do,
03:30and I started to perform that.
03:32Trying to get the engines restarted?
03:34Yes.
03:34Was there any luck at all?
03:36Node.
03:36The engines have to be in a certain start envelope, we call it,
03:39to start,
03:40and that is usually predicated on you going a lot faster.
03:45The Airbus dual-engine failure checklist assumes
03:49the engines have failed at cruising altitude.
03:5130,000 feet would typically give pilots ample time
03:55to figure things out.
03:56Hitting a flock of Canada geese at just 3,000 feet
03:59That's another story.
04:03What at this point is going through your mind?
04:05Well, I mean, at this point, I'm thinking this can't be happening.
04:07Even though Flight 1549's engines were no longer producing thrust,
04:13the plane didn't simply fall from the sky out of control.
04:20A plane with engine failure can still be controlled as it comes down.
04:25To keep the plane flying,
04:26the pilot pitches it nose down to maintain lift over the wings,
04:31essentially trading altitude for airspeed.
04:33The plane then gains momentum,
04:36much like a roller coaster going downhill.
04:39In the process,
04:40the pilot has to make a mental judgment
04:42as to how far the plane will travel.
04:45At 3,000 feet,
04:46you're probably only going to travel a few miles.
04:49At 40,000 feet,
04:50you're going to be able to travel 100 miles, roughly.
04:53Michelle Summers Halloran
04:55spent 15 years as a commercial pilot.
04:57She's now an associate professor
04:59at Embree-Riddle Aeronautical University in Florida.
05:02So now you've got to figure out,
05:04based on how long you know this plane will stay in the sky,
05:07as to what you can reach.
05:08That is absolutely correct.
05:09So you're doing some very basic math.
05:11You're doing a lot of mental math in public, yes.
05:16Captain Sullenberger
05:17has nearly 20,000 hours of flight time under its belt,
05:20so it doesn't take long for him to realize
05:22that at their altitude and rate of descent,
05:25it's too risky to try to glide all the way to an airport
05:28in such a densely populated area.
05:33It's now 3:28 p.m.
05:36Flight 1549 has less than two minutes until impact.
05:40Air traffic controllers,
05:42at times using the wrong flight number,
05:44try and guide the plane to an airport.
05:47Act is 15.9.
05:49You can get it, see.
05:50Do you want to try to land runway 1-3?
05:52We're unable.
05:53We may end up in the office.
06:02Just north of the George Washington Bridge,
06:05the captain aligns his Airbus A320 with the Hudson River.
06:09He passes the bridge just to the east
06:11and continues towards the southwest.
06:14I looked out the window,
06:15saw we were actually below the rooftops of Manhattan.
06:17I said, this is not a good sign.
06:19We're not making it newer.
06:21Did Sully look at you and say we're going in the water
06:23or did you both come to the realization
06:26Is that where this was going?
06:27I think it was more it was just the only option we had.
06:30There was no, we weren't going to make it to an airport
06:32and that was the only open spot that we saw.
06:35If a pilot is forced to ditch,
06:37the U.S. Federal Aviation Administration
06:39has recommendations for doing so.
06:41It all comes down to wind and waves or swells.
06:45In a perfect world, how would you land on the waves?
06:47Depending on the wind and water,
06:49I would always want to land parallel to the swells.
06:52So if your waves are coming this way,
06:54you'll want to land on the top.
06:55You never, ever want to be able to,
06:57and this is what's called a cross swell,
06:59where you're perpendicular into the water this way.
07:01What might happen?
07:02If you land into the face of the swell,
07:04you could actually flip over like this.
07:06That's not a good thing.
07:08Another potential hazard
07:09that could have spelled disaster for Flight 1549
07:12would have been to come down
07:13with one wing higher than the other.
07:16The airplane could have cartwheeled
07:17and that would have been very violent
07:19and significantly lessened
07:21the opportunity to get everybody out
07:24as well as they did.
07:26Captain 1529, turn right 280.
07:28You can land runway one at Teterboro.
07:30We can't do it.
07:31Okay, which runway would you like at Teterboro?
07:33We're going to be in the house.
07:35The captain just said,
07:36Brace for impact, help.
07:38And everyone started saying prayers,
07:40just kind of looking at each other,
07:42not knowing what to say, what to do.
07:45At 3.30 p.m., with wing flaps and slats extended
07:49to help slow the plane down,
07:51Flight 1549 is about to splash down in the Hudson River.
07:55As you watch this unfold,
07:57everything's just about right.
07:59It moves slow, the nose is up,
08:01wings are level,
08:02and they've got the good fortune of it being fairly calm.
08:06We didn't know if we were hitting water,
08:08if we were hitting land,
08:09which was what we were better off.
08:12And then, you know,
08:13the impact hitting the water
08:15was just, you know,
08:16the most tremendous impact you could imagine.
08:21All 155 people on board survive.
08:26From bird strike to touchdown,
08:28the entire incident lasts just three and a half minutes.
08:32Not enough time to get through
08:33the dual-engine failure checklist,
08:35much less a ditching checklist.
08:37And not enough time to enable the ditch switch,
08:41a valve that effectively seals the plane
08:43and allows it to float for longer.
08:46You're not sinking, you're alive.
08:47Was there an exhilaration?
08:48or was there still an adrenaline going on?
08:50I'm sure there was an adrenaline rush, I guess.
08:52We went to the hospital.
08:53and four hours later,
08:55my blood pressure was, I think, 160 over 100,
08:57which is, you know,
08:58I'm normally a 120 over 70 guy,
09:00so obviously there was something going on physiologically
09:03that I didn't understand at the time.
09:05I am terrific.
09:07This is the best day ever.
09:11A lot of things went our way.
09:12What kind of things went your way?
09:13Apparently there are swells a lot on the huds,
09:15and it was completely flat that day.
09:18And we happened to land right where the ferries go
09:21from New Jersey to Manhattan,
09:23so that they were right there.
09:24They were able to come and rescue us.
09:26Other than hitting the birds,
09:28everything went our way that day.
09:32Next, what really happens
09:34when birds fly into a jet engine?
09:37The starting damage even a small bird
09:40can do to a 70-ton jet.
09:43And Flight 1549 is not the first commercial jet
09:47to be put down in the water.
09:48There have been others.
09:50Some just as successful,
09:52Others, tragically, do not.
09:59In the wake of the ditching of U.S. Airways Flight 1549,
10:03many people wondered how a flock of birds
10:06could incapacitate a 70-ton jet.
10:16As large and powerful as jet engines are,
10:19they can also be surprisingly delicate.
10:24This video was shot during a bird strike test run
10:28by aircraft engine manufacturer Pratt & Whitney.
10:31The birds are dead before the test begins.
10:37The carcasses are shredded
10:39as they collide with a turbofan engine.
10:41But the engine doesn't do much better,
10:44with permanent damage to its hollow titanium fan blades.
10:50When a large bird goes in,
10:51it damages the compressor in the front of the airplane.
10:55And those blades that break,
10:57they just cascade through the rest of the engine.
11:00Ladies and gentlemen,
11:01the bang you heard was not our original problem.
11:04There was a large eagle on the runway.
11:07Bird strikes are more common than you might think.
11:10According to the U.S. Federal Aviation Authority,
11:13there are at least 20 wildlife strikes a day across the U.S.
11:17The problem costs the aviation industry
11:20an estimated $2 billion a year.
11:23And since 1988,
11:25wildlife strikes have resulted
11:26in more than 200 deaths around the world.
11:31Fortunately, there were no human fatalities
11:33as a result of the bird strike
11:35that forced Flight 1549 into the water.
11:43A pilot ends up over the Caribbean Sea,
11:47Out of fuel, out of options,
11:50and soon into the ocean.
11:52That's the tragic story of ALM Flight 980.
11:57What went so wrong?
12:04May 2, 1970.
12:06In a partnership between two now-defunct charter airlines,
12:10Dutch carrier ALM
12:12and American carrier Overseas National Airlines,
12:15ALM Flight 980 is set to leave New York's JFK Airport
12:19at 11 a.m.
12:2257 passengers and 6 crew members are on board.
12:26It was a beautiful spring day.
12:27Temperatures were in the 60s.
12:29Scattered clouds, light winds.
12:31It was a beautiful day in New York.
12:33Flight 980's destination is the Caribbean,
12:37Juliana Airport in St. Martin.
12:40Landing here presents unusual challenges,
12:42as this video shows.
12:45The runway is dangerously close to a beach.
12:48People can practically reach out and touch jets
12:51as they're coming down just a few feet over their heads.
12:57If the plane were to land short
12:59and end up on that beach full of people,
13:01It would be catastrophic.
13:03To be that close to that large an airplane,
13:06moving that quickly,
13:07I guess the overturn of the word awesome comes to mind.
13:11There's also a mountain range off to the east.
13:14And if all of that isn't enough,
13:16there's the unpredictable Caribbean weather.
13:24All those factors combined
13:26are about to turn a routine flight into a nightmare.
13:31For the first time after four decades,
13:33the pilot of that flight,
13:35Captain Ballsy DeWitt,
13:37tells his dramatic story.
13:39As far as an accident being a change of events,
13:44This definitely was it.
13:45Captain DeWitt says he confirmed
13:47He had enough fuel to make it.
13:49not just to his destination,
13:51but also to an alternative airport
13:53in case of diversion,
13:55standard for all commercial flights.
13:57On the ground,
13:58he goes through his equipment checklist
14:00and discovers the cockpit's PA system isn't working.
14:04He's still permitted to fly without it.
14:06At 11:14 a.m.,
14:08the flight is cleared for takeoff.
14:11The DC-9 is designed for short, frequent flights.
14:14At nearly 1,700 miles,
14:16the route from New York to St. Martin
14:18will stretch this aircraft to its limit.
14:21As the flight heads south,
14:23the weather begins to deteriorate.
14:25Captain DeWitt is revealed visibility
14:27at the St. Martin airport
14:28is below the standard minimum required for landing.
14:32He elects to have fun in nearby San Juan in Puerto Rico.
14:36But a few minutes later,
14:37San Juan Air Traffic Control Center
14:39tells him St. Martin Tower wants to talk to him.
14:42So I picked up and I tried to get all of San Martin.
14:45I got all of San Martin Tower
14:47and all they did was start giving me good,
14:49good fairly weather, 1,500 broken, et cetera,
14:51which was well above the minimums I needed.
14:54I asked him a question.
14:55where did the report come from
14:56Did you know you were below the minimum?
14:58I elected then to refile for San Martin,
15:00my original destination, which I did.
15:05Contrary to the information Captain DeWitt says he was given,
15:09The weather is terrible.
15:10He tries to land the plane anyway,
15:13burning massive quantities of fuel in the process.
15:21Visibility was poor, it was raining,
15:24and because of those conditions,
15:26he had to stay in closer to the airport and through the runway
15:28than he would normally have liked to have done.
15:30So first attempt was unsuccessful.
15:32So I lined it up with the runway
15:35and I took my second circular round.
15:37Now on the second attempt,
15:38the winds were starting to shift
15:40and he was unable to line it up for a landing.
15:44So I decided to go around again.
15:48On the third attempt,
15:50the same conditions existed,
15:52however, by now the winds had shifted 180 degrees.
15:56Now he had a tailwind.
15:57Because he had a tailwind,
15:59he was too high on the approach.
16:03So at that point,
16:04I told my crew,
16:05tell the tower I'm going to my alternate.
16:09Calculations showed
16:10that they would make it just barely.
16:12They were legal by their calculations,
16:15But there wasn't much extra.
16:17In hindsight, it's easy to sit and say,
16:20well, they should have stopped in Bermuda
16:21or they should have stopped on the way down in San Juan.
16:24The moment they missed the runway,
16:26it went from fuel critical to a full fuel emergency.
16:30The bad weather,
16:31low visibility,
16:33and lack of fuel
16:33mean Captain Ballsy-DeWitt
16:35has no choice
16:36but to ditch his plane
16:38in the Caribbean Sea.
16:41No footage exists of this incident,
16:43but this animation shows
16:45what the plane might have looked like
16:46as it slammed into those turbulent waters.
16:50Here's how the pilot describes
16:51what it felt like to be in the cockpit
16:53at that life-and-death moment.
16:55My first contact with the water
16:57was quite smooth
17:00and it wasn't too long after that
17:02that the rest of the airplane
17:04was starting to make contact with the water
17:05and starting to get heavy dragged
17:06that an extreme amount of vibration in the cockpit.
17:10The instrument panel was vibrating
17:11so that I couldn't even read it.
17:16But how did this flight end up
17:18in such a dire situation?
17:20After failing to land
17:21at St. Martin's Juliana Airport
17:23in bad weather,
17:24Captain DeWitt decides to have fun
17:26first to the nearby island of St. Thomas,
17:29then to St. Croix
17:31when he realizes it's even closer.
17:33But as the plane is climbing away
17:35from the airport
17:36in a torrential downpour,
17:37There's a problem.
17:41My navigator told me,
17:42Bally, my God,
17:43Look at the fuel gauges.
17:45Because of the wind,
17:47the turbulence and the conditions,
17:48the airplane was rocking
17:50back and forth as it was climbing.
17:53The fuel totalizer was spinning.
17:55I told him not to worry about it
17:56because I considered it was probably a,
17:58you know, being low on fuel to begin with,
18:00these turbulence and slashing up
18:02down on the tanks
18:02might cause this.
18:05But at 7,000 feet,
18:07warning lights
18:08indicating low fuel pressure illuminate.
18:10And Captain DeWitt knows
18:11just how serious this situation has become.
18:15He talks to the controller,
18:16how far are we from St. Thomas?
18:18I have five minutes of fuel left.
18:19I'm not going to make St. Thomas.
18:20I briefed the crew
18:21that we will keep going to St. Croix,
18:23but we were going to set up
18:25for a possible ditching.
18:27It's dark, it's overcast, it's raining,
18:30And the sea is very angry.
18:33And a lot of white caps,
18:34the swells were quite enormous,
18:35And I had heavy winds.
18:38Captain DeWitt's years of experience
18:40are about to come into play.
18:42As he descends,
18:43he watches the 10 to 15 foot waves
18:46and choose one,
18:48knowing full well he has to land on top of it
18:51rather than head into it,
18:53or the plane could break into pieces.
19:04Unlike U.S. Airways Flight 1549,
19:07which skimmed across the top of the Hudson River,
19:09this plane submerges
19:11before bobbing back up to the surface.
19:14Captain DeWitt says the plane continues to function
19:17while in the water.
19:19The aircraft was rolling to the left
19:21and was already in a high-degree bank,
19:23Well, bounded 30 to 35 degrees.
19:26All I did was start flying it
19:28like I would in the air,
19:29and it rolled out, level,
19:32and a minute it rolled out, level,
19:34I sort of popped to the surface
19:35just like a cork.
19:37Not all have survived the impact,
19:39but those who do escape
19:41into shark-infested waters.
19:44It's an hour and a half
19:45before rescue helicopters
19:46begin arriving on the scene.
19:49Because the cockpit microphone
19:51for the PA system was not working,
19:53the pilot never had a chance
19:55to verbally warn passengers
19:57to put on their seatbelts
19:58or brace for impact.
20:0040 out of 63 survive.
20:03According to the U.S. National Transportation Safety Board,
20:07fewer lives would have been lost
20:09had passengers received adequate warning.
20:12Of the 23 who don't make it,
20:14Two are infants.
20:15To this day,
20:16It's difficult for the pilot.
20:17to come to terms
20:18with the loss of life.
20:19The story itself,
20:20not very difficult,
20:21except if I let my mind
20:23wander to the people I lost.
20:26Yeah.
20:27No, the two kids I lost back there.
20:34The final NTSB report
20:36on ALM 980,
20:37issued nearly a year later
20:39in March 1971,
20:41reveals a long list
20:42of all that went wrong that day.
20:44It reads,
20:46the probable cause of this accident
20:47was fuel exhaustion,
20:49which resulted from continued
20:50unsuccessful attempts
20:51to land at St. Martin
20:53until insufficient fuel
20:55remained to reach
20:55an alternative airport.
20:57And it tells of another factor,
20:59reduced visibility
21:01a condition not reported
21:02to the flight.
21:03I think the biggest thing
21:04was that they kept thinking
21:07that they would make it.
21:08And they kept doing the planning
21:11and realizing increasingly
21:13that they weren't going to.
21:14The airplane,
21:15after its second approach
21:17into St. Martin,
21:17It was fuel critical.
21:20And to allow a jet
21:21to get to be in that
21:22fuel critical state
21:26This is an error.
21:27on the crew's part.
21:28There's one thing
21:29in this accident
21:30that cannot be taken away
21:31from me
21:31and I will not let anybody
21:32Take it away from me.
21:33That's the responsibility.
21:34I accept that.
21:35I wore the four stripes.
21:36I made all the decisions.
21:39Somewhere along the line,
21:40I should have been sharp enough
21:42to know regardless.
21:45I had to get myself
21:46into a situation
21:48Like that.
21:49And to this day,
21:51I still haven't found
21:53where I could have done
21:54Anything better.
21:56The FAA revoked
21:58Captain DeWitt's
21:59pilot's certificate
22:00six weeks after the ditching.
22:02He never flew as a pilot again.
22:11Next, terrorism in the skies
22:13and another dramatic ditching.
22:15This one was caught on camera.
22:21When a commercial jet
22:23has to make an emergency landing,
22:25the hope is to find
22:26a nearby runway.
22:27But that's not always possible.
22:29Sometimes in a dire situation,
22:31ditching a plane
22:32in a body of water
22:34It's the only choice.
22:36These are the nail-biting stories
22:38of planes
22:39that had to do just that.
22:41Amazingly,
22:42what's often described
22:43as terrifying
22:44life-or-death experience
22:45for passengers
22:46doesn't even seem
22:47to do the men
22:49in the cockpit.
22:49There was no fear factor.
22:51I had no problems
22:52with the crew.
22:53Everybody was with me.
22:55We had things to do
22:56and I think that
22:57makes a big difference.
22:59I've always felt
22:59that certainly
23:00the flight attendants
23:01and passengers from back
23:02would have had
23:03a lot more fear than us
23:04because they had
23:04Nothing to do.
23:05Water ditchings
23:06like those made
23:07by Flight 1549
23:08and ALM 980
23:10They are rare.
23:11But there have been
23:12several more
23:13dramatic cases.
23:19In January 2002,
23:22a Boeing 737
23:23operated by the airline
23:25Garuda Indonesia
23:26flies into severe thunderstorms
23:29and both engines
23:30are lost.
23:31After two unsuccessful attempts
23:33to restart them,
23:34the pilot ditches
23:36in a shallow section
23:37of an Indonesian river.
23:3959 of the 60 people
23:41Survive on board.
23:49In August 2005,
23:52an ATR-72 turbo prop
23:54fitted the wrong
23:55fuel gauge
23:56runs out of fuel
23:57and ditches
23:58in the Mediterranean Sea
23:59off the coast of Sicily.
24:0116 of 39 on board
24:03are killed.
24:04Seven airline employees,
24:06including mechanics,
24:08executives,
24:08the pilot and co-pilot
24:10received prison sentences
24:12of up to 10 years.
24:16More than half a century ago,
24:18there was another ditching
24:19and amazingly,
24:20the entire incident
24:21was caught on camera.
24:25The Old Coast Guard film
24:27is starting,
24:28but it doesn't tell
24:28the whole story.
24:32This graphic animation
24:33shows what it might
24:34have looked like
24:35if you'd been in the middle
24:36of the Pacific Ocean
24:37on October 16, 1956,
24:40watching Pan Am flight
24:42N90943 go down
24:44in open water.
24:50The images are very similar.
24:53to U.S. Airways flight 1549,
24:55the so-called miracle
24:56on the Hudson,
24:58but there are also
24:59some major differences.
25:01It's open ocean,
25:03so it's going to be
25:04significantly more difficult
25:05than, say, a river
25:06just because of the swells
25:08inside of the air.
25:11The differences
25:12is that this,
25:13They had had hours.
25:14to plan this.
25:15The Hudson River crew
25:18I only had a couple of minutes.
25:21A Pan Am passenger flight
25:23leaves Honolulu, Hawaii
25:24with 31 people on board
25:26and 44 crates of canaries
25:28in the cargo hold.
25:30known as the Clipper
25:31Sovereign of the skies,
25:33the Boeing 377 Strata Cruiser,
25:35a long-range post-war airliner,
25:37is bound for San Francisco.
25:39This is footage
25:40of that actual flight
25:41Filmed by the Coast Guard.
25:45Joanne Marzioli
25:46is on board.
25:47It was a month
25:48before my third birthday.
25:49I was with my mother.
25:51We were returning
25:53to the Bay Area
25:54from the Philippines
25:56and my mother
25:57I was very anxious
25:58to get back
25:59to California
26:00to see my father.
26:02But the reunion
26:03would be dramatically delayed.
26:06Several hours
26:07into the flight,
26:08far from land,
26:09the plane is climbing
26:10to 21,000 feet
26:12when one of its four engines
26:13begins to overspeed.
26:15It's normal, hum
26:16now becoming
26:17a deafening scream.
26:19It's the middle of the night
26:21and pitch black
26:22over the Pacific.
26:23They had a problem
26:24with a propeller
26:25and they created
26:27so much drag
26:28that they were doing
26:29okay with it
26:30for a while
26:31and then they ended up
26:32having another engine problem
26:33that the second engine
26:35couldn't sustain
26:35the high power.
26:36It would be
26:37an unbelievable
26:38set of circumstances.
26:39Two engines
26:40that should be moving
26:41the plane forward
26:42They are now holding it back.
26:44It's like driving a car
26:45with a handbrake on.
26:46The plane won't make it
26:48to San Francisco
26:49Or back to Hawaii.
26:52The pilot,
26:53Captain Richard Og,
26:54quickly determines
26:55he has no choice
26:56but to ditch
26:57in the Pacific.
26:58My mother mentioned
26:59that she didn't hear
27:00any yelling
27:00or screaming.
27:01She did hear a lot
27:03of praying
27:03in different languages.
27:05The mood was very,
27:06Very serious.
27:08The pilot radios
27:09a nearby Coast Guard
27:10cutter for assistance
27:11and a plan is formed.
27:13The plane will circle
27:15above the ship
27:15for the rest of the night,
27:17lightening its fuel load
27:18and waiting for a day break.
27:20You want to be
27:21as light as you can
27:22because with less weight
27:23You can go slower.
27:25and fly it more slowly
27:26so the impact
27:27with the water
27:27is going to be lessened.
27:28But you also want
27:29to do it with daylight
27:31because it improves
27:32your depth perception.
27:33You're going to be able
27:34to put the airplane
27:35into the water
27:37with a better judgment
27:38of exactly how high
27:40You are above the water.
27:41And that's going to increase.
27:42the likelihood
27:43of having survivors.
27:45Despite a well thought
27:47out plan
27:47it's an incredibly
27:48dangerous situation.
27:50Captain Ogg
27:51is remarkably calm
27:52even managing
27:54to provide
27:54some comic relief
27:55suggesting passengers
27:57Light their cigarettes.
27:58and relax.
28:01I mean, here he is.
28:02He's in a situation
28:03where he's going to
28:04have to ditch the plane
28:05and yet he's able
28:06to joke like that.
28:07He seems to me
28:08to be very calm
28:09and have his sensibilities
28:11about him
28:11which if you have
28:13to have a pilot
28:14who's going to ditch
28:14a plane
28:15You'd want a pilot
28:16who has his senses
28:17about him.
28:18The plane remains aloft
28:19for three and a half hours
28:21operating on two
28:22of its four engines.
28:24By daybreak
28:25conditions are more
28:26conducive to ditching.
28:28The wind is calm
28:29and the temperature
28:30It is around 20 degrees Celsius.
28:32A Coast Guard camera
28:34records the scene
28:35from below
28:36as flight attendants
28:37prepare the passengers
28:38above
28:39telling them
28:40to remove their shoes
28:41tighten their seatbelts
28:42put out their cigarettes
28:44and put on
28:45their life jackets.
28:46The pilot has the crew
28:48move passengers away
28:49from the back
28:50of the cabin.
28:51I was probably worried
28:53that the tail
28:53would break off
28:54and if that was the case
28:56then he wanted
28:56to make sure
28:57We were all safe.
28:58in the front
28:59of the plane.
29:00There's a ten-minute warning.
29:02a one-minute warning
29:04and then three simple words
29:06from the pilot
29:06This is it.
29:08The plane splashes down
29:10at a speed
29:10of 104 miles per hour.
29:17The impact is brutal.
29:19The plane whips around
29:20its tail snapping off
29:22just as the captain
29:23I had been afraid.
29:27But neither the film
29:28nor the graphic animation
29:30can fully express
29:31what the people
29:32who were on that plane
29:33experienced at that moment.
29:35When it hit the water
29:36it jarred me
29:37apart from my mother
29:39and I slide
29:39from under her legs
29:41and just slide
29:41under the chair.
29:42So that was very scary
29:44for my mother.
29:45I think that was the one time
29:46where she did let out a sound
29:48where she probably screamed
29:51Where's my child?
29:52The Coast Guard crew
29:53is convinced no one
29:55could have survived this
29:56but then
29:57movement.
29:59Within seconds
30:00the front doors
30:01are thrown open
30:02and life rafts
30:03thrown out.
30:05In the midst of the chaos
30:06Joanne is handed
30:07to a Coast Guardsman
30:08and then reunited
30:09with her mother.
30:11Another moment
30:12Caught on camera.
30:13When I saw myself
30:14being lifted up
30:16out of the life raft
30:18by one of the Coast Guards
30:19I could picture them
30:21just smiling
30:22and just be
30:24really loving
30:24and then seeing myself
30:27on the video
30:27put my arm around
30:28one of the Coast Guards
30:30when I saw my mother
30:31looking
30:32at me
30:33and I reached out
30:35for her
30:35to see my mother
30:36on the video
30:37and to see that
30:38stressed look
30:41I've got to say
30:43that just really
30:44made me think
30:44about what happened
30:45and what she had
30:47to go through.
30:48Captain Og
30:49is the last person
30:50off the plane
30:51which sinks
30:52about 20 minutes
30:53after hitting the water.
30:56The only casualties
30:57are the 3,300
30:59canaries
31:00in the cargo hold.
31:01Miraculously
31:02all 31 people
31:04Survive on board.
31:07I feel like
31:08It's such a miracle.
31:09All of us
31:10that survive
31:11now have lives
31:12and we're able
31:13to create lives.
31:20It's a rarity
31:21for commercial jets
31:22to end up
31:23in the water.
31:24When they do
31:24passengers rely
31:26on a combination
31:26of luck,
31:27skill
31:28and good judgment
31:29in the cockpit.
31:30Experience is something
31:31you can never buy
31:32and you don't need
31:33it often
31:34but when you do
31:35There's no substitute.
31:37for it.
31:38What are you looking for?
31:39at is the most
31:39dramatic,
31:40most violent ditching
31:41ever caught
31:42on camera.
31:43It's a Boeing 767
31:45slamming down
31:46in the Indian Ocean
31:48off the east coast
31:49of Africa.
31:50Unlike the other
31:51ditchings we've seen,
31:52this one was not
31:53caused by mechanical
31:55failure,
31:56nor by the weather
31:57or even a bird strike.
32:00As perilous as those
32:01situations were,
32:02at least those pilots
32:03were able to do
32:04their jobs
32:05without having to
32:06wrestle with terrorists
32:07in the cockpit.
32:09That captain was under
32:10a different kind of stress
32:12than we've seen
32:12in these others.
32:13Absolutely.
32:14He not only had
32:15the issues of having
32:16to put the airplane
32:16in the water,
32:17He had people on board.
32:19that were trying
32:20to kill the airplane
32:21and everybody on board
32:22with it,
32:22including himself.
32:30November 23rd
32:311996,
32:33Ethiopian Airlines
32:34Flight 961
32:35from Addis Ababa
32:36to Nairobi, Kenya
32:38should be a routine
32:39two-hour flight.
32:40It turns out
32:41to be anything but.
32:45The pilot,
32:46Captain Leul Abati,
32:48sat with documentary
32:49filmmaker Salim Amin,
32:50whose father Mo
32:52He was killed in the crash.
32:53In the cockpit
32:54of a Boeing 767 simulator,
32:57Captain Abate
32:58revives the hellish flight.
33:00So they came
33:01into the cockpit.
33:02How many of them?
33:03There were three of them.
33:04They took the fire to extinguish
33:05and they started
33:06beating the copilot.
33:08Go out, go out.
33:09I said,
33:10Guys, hold on.
33:11What's going on?
33:12He said,
33:12Shut up.
33:13The flight is hiding.
33:14Claiming to have a bomb,
33:16the hijackers demand
33:17to be flown to Australia.
33:20Okay, guys,
33:21I told them.
33:22This flight is
33:23destined for Nairobi.
33:24We don't carry
33:26enough fuel for Australia.
33:27Let's land in Nairobi,
33:29we refuel,
33:30and then we can go to Australia.
33:31Otherwise,
33:32I told them
33:32It's impossible.
33:33The hijackers
33:34refuse to allow
33:35Captain Abate
33:36to refuel
33:37at cities along his route.
33:38They want him
33:39to fly out
33:40over the water
33:41Towards Australia.
33:43The pilot knows
33:44they can't make it,
33:45So he hugs the coast.
33:47Then he said,
33:49why are you
33:49flying along the coast?
33:51Australia is
33:51somewhere in this direction.
33:54And I told him,
33:55okay.
33:55I turned the heading.
33:57And now
33:58This message arrived.
34:00Fuel.
34:01No fuel.
34:02Almost out of fuel,
34:03the plane approaches
34:04the Comoros Islands
34:05off Africa's east coast.
34:08As the plane descends,
34:09the hijackers
34:10fight the pilot
34:11for control
34:12of the plane.
34:12I said,
34:13guys,
34:15This is finished now.
34:16We are all dead people now.
34:17Let me do it my way.
34:19And he said,
34:21I don't know
34:21How he did it.
34:22He disengaged
34:23the autopilot.
34:25Disengaged it?
34:26He did.
34:27From this control?
34:28Yeah,
34:28from that control.
34:29Right.
34:30Then I disconnected
34:31the autopilot.
34:33Then I had to start
34:34flying it myself.
34:36In the cabin,
34:37Passengers start to panic.
34:39When the pilot
34:39first made the announcement
34:41that the plane
34:42was out of fuel
34:44in one engine
34:44and running out
34:45in the other,
34:46The plane just broke.
34:47into pandemonium.
34:48And then we heard
34:50passengers in the back
34:51who panicked
34:52and they all inflated
34:53their life jackets.
34:54They all put them on
34:55and inflated them.
34:56So you could hear this now?
34:57You could hear a little
34:58pop, pop, pop, pop, pop, pop, pop, pop, pop.
35:00In the cockpit,
35:01Captain Abate
35:02tries as hard as he can
35:03to put the plane
35:04he nicknamed Zulu
35:06down safely
35:07into the water.
35:08OK, you have to hold it.
35:10Hold it, hold it.
35:11OK, Zulu,
35:12Now you're going to make it.
35:13Now you'll make it.
35:15The 767 is traveling.
35:17at about 200 miles an hour,
35:19far too fast
35:20to ditch safely.
35:21But there's an even
35:22more serious problem.
35:24As this video shows,
35:25the wings are not level,
35:27a dangerous angle
35:29for ditching.
35:30The left wing
35:31drags along the water
35:32with disastrous results.
35:37They catch the left wing first.
35:40You'll actually see
35:40It comes off.
35:42He's fighting
35:42to control the airplane.
35:44The engine hits,
35:45It's shedding parts.
35:46and then
35:48it finally,
35:48It's actually pretty good.
35:50rolls over
35:50as it sheds both wings.
35:52And if he had been able
35:53to hit a little bit
35:54more wings level,
35:55the chances of survival
35:57would have gone up.
35:58The biggest problem
35:59with this ditching
36:00is the fact
36:00that they catch
36:01that left wing.
36:03One can only imagine
36:04the pandemonium
36:05inside the airplane.
36:07Survivors report
36:08feeling a series
36:09of increasingly
36:09violent impacts.
36:11The plane first hit the water
36:12And it was quite gentle.
36:14Then there was
36:15a hard bump.
36:16The third one
36:16It was like a 60-mile-an-hour.
36:18worst thing you've ever felt
36:19kind of thing.
36:21And then
36:22it was getting
36:23progressively worse.
36:24The plane was like
36:25tumbling or something.
36:26I said,
36:26That's it, I'm dead.
36:27Of 175 passengers
36:29and crew,
36:30123 die
36:32at the crash site,
36:33including all
36:34Three hijackers.
36:35Some victims
36:36are standing
36:37at the time of impact
36:38and are violently
36:39thrown to their deaths.
36:40Many die
36:41because they disregard
36:42safety instructions
36:43and inflate
36:44their life jackets
36:45while still inside
36:46the plane.
36:47As the cabin
36:48fills with water,
36:49they're pushed up
36:50against the ceiling
36:51and drown.
36:52But as tragic
36:53an outcome
36:53as it is,
36:54it could have been
36:55even worse.
36:56The fact that
36:57some people survive,
36:58Is it good, heroic piloting?
37:01or were there mistakes
37:02Made here?
37:02There were mistakes.
37:03You can Monday morning
37:04quarterback this
37:05and say,
37:05well,
37:05they could have done
37:06this better,
37:06they could have done
37:07that's better.
37:08But under the conditions
37:09that they faced,
37:10I'd say this crew
37:11did pretty well.
37:16Commercial jets
37:17are not designed
37:17to land on the water.
37:19It's dangerous
37:20and potentially deadly.
37:22So why would a pilot
37:23Would you take such a risk?
37:24As we've seen,
37:26sometimes they simply
37:27They have little choice.
37:31In one case,
37:32a giant 767
37:34is felled
37:34by terrorists,
37:36hijackers
37:37who don't care
37:37if they or anyone
37:38else on board
37:39Live or die.
37:40The pilot does his best
37:42to put the plane
37:43down safely,
37:44but the impact
37:45kills 123 people
37:47out of 175
37:48on board.
37:51Over the Pacific Ocean,
37:53another flight
37:54has a mechanical problem
37:55and it ends up
37:56in a virtual
37:57no-man's land,
37:58too far to go back
37:59or forward.
38:01When the plane
38:02meets the water,
38:03There are violent
38:04consequences.
38:05The aircraft
38:06ends up in pieces.
38:08Miraculously,
38:10everyone on board
38:11survivors.
38:12Over the Caribbean
38:14sea,
38:14DC-9
38:15that's had a staggering
38:16chain reaction
38:17of bad weather
38:18and bad luck
38:19runs out of fuel.
38:21The violent impact
38:22kills 23 of 63
38:24on board.
38:25And in the most
38:26famous case,
38:27a jet has the misfortune
38:29of running into
38:29a flock of Canada geese.
38:31All on board
38:33survive.
38:34If your plane
38:35runs into a situation
38:37where it may have
38:37to ditch,
38:38you want the right
38:39person in the cockpit
38:40making sound decisions.
38:42I just know
38:43that it took
38:44every bit of my
38:45education,
38:46training,
38:47and experience
38:48along with that
38:49of my entire crew.
38:51I think we have
38:52nearly 140 years
38:53of experience
38:54at this airline,
38:55the five of us,
38:56to be able
38:57to come up
38:59with a number
38:59that was 155
39:00on January 15th.
39:03The Flight 1549
39:05incident
39:05and Sully Sullenberger
39:07has gotten a lot
39:07of us thinking
39:08about experience.
39:09When we see
39:10very young people
39:11in the cockpit,
39:11what should we know
39:13about their training
39:14and their level
39:14of experience?
39:15I think the point
39:16is not how many
39:17hours someone has,
39:18But what's happened?
39:19during those hours.
39:20What kind of training
39:21Has it gone on?
39:23At America's oldest
39:24and largest
39:25aeronautical university,
39:27Embry Riddle,
39:27in Daytona Beach,
39:28Florida,
39:29tomorrow's pilots
39:30are being prepared
39:31for their own
39:32dramatic moments.
39:36Students here
39:37are constantly drilled
39:38in just about
39:39every type of emergency
39:40that could
39:41but rarely does
39:42Come up.
39:44So that when
39:45something does happen,
39:46it's sort of like
39:47muscle memory.
39:48They go back
39:48to a mental process
39:50they've already
39:50done before.
39:51If the engine
39:52does quit
39:52on a small airplane,
39:53they've already
39:54done it 15 times
39:55in the simulator
39:56and in the airplane
39:57as well.
39:59coming up on 3,000.
40:03But the engines
40:04are rolling back.
40:05I feel like we're
40:06Losing thrust.
40:06We're losing momentum.
40:07Television journalist
40:08Lester Holt
40:09is not a licensed pilot,
40:10but he has had plenty
40:12of flight instruction.
40:13He's about to ditch
40:14a plane in the Hudson River
40:16in one of the university's
40:1736 flight simulators.
40:19It's clear that even
40:20in a training exercise,
40:22It's nerve-wracking.
40:23I'm going to stop
40:24and drop the nose.
40:26Yep, drop the nose.
40:27You're going to head
40:27for about 230 knots.
40:29Okay, I don't think
40:30we're going to make
40:30an airport.
40:31I see the Hudson River
40:32off.
40:32You're about 400 feet
40:33Right now.
40:34Start leveling off.
40:35Good.
40:36Now back pressure.
40:37Good.
40:38We're down.
40:38That's it.
40:39You're in the water.
40:40We're down.
40:40We're down.
40:41Okay.
40:42Woo!
40:43That'll get your
40:44heart rate going.
40:45Yeah.
40:47Six weeks after
40:48the real Hudson River
40:49ditching,
40:50the crew of U.S.
40:51Airways Flight 1549
40:53tested before Congress.
40:54It's clearly important
40:56to have the right person
40:57in the cockpit
40:58making the right decisions.
41:00Airline professionals
41:01like Captain
41:01Chesley Sullenberger
41:03worry that the industry
41:04is going in the wrong
41:05direction.
41:06If we do not
41:07sufficiently value
41:08the airline piloting
41:09profession and future
41:11pilots are less
41:12experienced and less
41:13skilled, it logically
41:15It follows that we will
41:16see negative consequences
41:18to the flying public
41:19and to our country.
41:21With all due respect
41:21to the captain,
41:24I'm kind of surrounded
41:25by a lot of young
41:25people and they're 18
41:28to 22 who all aspire
41:29to be at Captain
41:30Sullenberger's seat
41:31one day.
41:32I look at them
41:33at age 22.
41:34They're further along
41:35than I was and I was
41:36a military aviator.
41:37When they get to be
41:38Our age, they're going
41:39to be as good as we
41:40are and probably a little
41:41a bit better.
41:42U.S. Airways
41:43first officer,
41:44Jeffrey Skiles,
41:45who sits in what he
41:46refers to as the
41:47right seat as a
41:48copilot, is troubled
41:50He says it's based on the trend.
41:51he sees of less
41:53experienced pilots
41:54being rushed into the
41:55cockpit before they
41:56May be ready.
41:58When we were brought
42:00up in the industry,
42:01you started out so you
42:02Learn how to fly
42:02smaller airplanes,
42:03you worked your way
42:04up to bigger ones,
42:05but the smaller
42:05commuter jets have
42:07the exact same
42:08complexity and speeds
42:09that we fly at,
42:10but people are
42:11essentially learning
42:13how to fly in six
42:14months and all of a
42:15suddenly they're in the
42:15right seat of one
42:16of those airplanes.
42:17The standards that
42:18the pilots meet
42:19and the training is
42:20still set by the FAA
42:22and everybody, of
42:24of course, has to meet
42:25that, but is there
42:26a lessening of
42:27experience across the
42:29industry?
42:29Yeah, there is,
42:30and you don't find
42:32as many Sullenbergers
42:35today as you did
42:3610 years ago.
42:37I'm sorry.
42:39I'm sorry.
42:40I'm sorry.
42:40I'm sorry.
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