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#video #Air Crash Investigation - Season 26 - Episode 06: A Perfect Storm (Nürnberger Flugdienst Flight 108) #drama2026 #movie2026 #hotmovie
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Short filmTranscript
00:01Just minutes after taking off from Lima...
00:04We declare an emergency.
00:05The pilots of Aero Peru Flight 603 get mixed messages from their plane.
00:11I caught the engines, but the speed is increasing.
00:15Having erroneous airspeed indications now puts into your brain,
00:18am I climbing, am I not climbing?
00:20They seek assistance from the ground.
00:23Can you tell us our altitude, please?
00:24You're a 9,700 feet according to my radar.
00:28But nothing makes sense.
00:30We're in the water! Pull up!
00:34All 70 people on board are killed.
00:38Investigators compare the cockpit voice recording...
00:41We will maintain 10,000 feet.
00:43Set it.
00:4410,000 feet.
00:45...with the flight data recorder...
00:47Captain doesn't realize how close they are to the water.
00:49...and suspect a single faulty sensor prevented the crew from averting disaster.
00:54It violates the laws of physics.
00:56Airplanes just don't do that.
00:59D-D-D-D-D-D-D-D-D-D-D-D-D-D-D-D-D-D-D-D
01:07-D-D-D-D-D-D-D-D.
01:24It's nearing 1 a.m. at Jorge Chavez International Airport in Lima, Peru.
01:33Thick clouds blanket the sky as Aero Peru 603 taxis to the runway.
01:42The weather in Lima, Peru is a very stable environment, especially at this time of the year.
01:49The captain is 58-year-old Eric Schreiber.
01:52He's highly experienced, having logged almost 22,000 flight hours.
01:58Aero Peru 603, authorized to Santiago, initial level 29,000 feet.
02:03And afterwards on course, transponder 5603.
02:1042-year-old first officer David Fernandez has flown nearly 8,000 hours.
02:16Correct, Lima Tower.
02:18He will be the pilot flying the aircraft tonight.
02:22Roger.
02:24He's doing double duty by also operating the radio.
02:30Lima Tower, Aero Peru 603, runway 15.
02:35Ready for takeoff.
02:38Aero Peru 603, wind calm, clear for takeoff, runway 15.
02:46There are 61 passengers and 7 flight attendants on board.
03:00Take off at 41 minutes past midnight on the dot.
03:05What precision?
03:07Like the Suez.
03:09Let's go.
03:18The crew is extremely professional.
03:21They accomplished their checklists and procedures as what would be expected.
03:24And they were basically an on-time machine.
03:44Flight 603 will fly out to the Pacific Ocean before heading south to Santiago.
03:51The aircraft is a four-year-old Boeing 757-200.
03:57The Boeing 757 is a long, narrow-bodied aircraft, twin engine.
04:01It's simple in its design, simple in its instrumentation, and just an overall comfortable airplane to fly.
04:11The passengers settle in for the three-and-a-half-hour flight.
04:19In the cockpit, the first officer spots a potential problem.
04:25The ultimeters are stuck.
04:31Windshear, windshear, windshear, windshear.
04:35The pilots also get a windshear warning.
04:41The windshear is an alert that we're entering into an environment of undesirable winds that could be highly critical in
04:49the safety of the aircraft.
04:50Those type of winds are just very uncommon in that area.
04:54And we're not forecasted at night at all.
04:58Flight 603 climbs into the thick clouds above Lima.
05:02The pilots lose sight of the ground.
05:06The speed.
05:08They now discover another instrument isn't working.
05:13Yeah, right.
05:15Flying in the clouds at night, without knowing how fast they're going or their height above the ground, the pilots
05:22face a potentially dangerous situation.
05:26Am I climbing? Am I not climbing? Am I near mountainous terrain, which is very close to the coastal line
05:33of Peru?
05:35Tower, Aero Peru 603.
05:37Flight 603 updates the tower controller.
05:41Aero Peru 603, tower, go ahead.
05:44We have no optometer and no airspeed.
05:47Declaring an emergency.
05:52When a pilot declares an emergency with air traffic control, the controller is going to give that aircraft priority handling.
06:00Roger, change frequency to 119.7 for further instruction from radar control.
06:05Switching to 119.7.
06:12Before contacting radar control, the captain takes over from the first officer.
06:18Okay, I have control.
06:20The captain may decide to take over the flying role and tell the first officer to talk on the radio
06:26and work procedures.
06:27Lima 603, we request vectors for ILS runway 15.
06:33The pilots request directions for a return to the airport.
06:37Roger, we suggest a right turn heading 330.
06:41It was a good call to ask air traffic control, give us vectors. We're so busy up here dealing with
06:46everything else.
06:47You can certainly help us out if you tell us which direction to turn and guide us back towards the
06:51airport.
06:53Turn right heading 330.
06:56A heading of 330 will take the plane north to a position where it can then make the turn back
07:03to Lima.
07:05But two and a half minutes later.
07:08Aeroperu 603, you're showing level 9200. What is your heading now?
07:14The radar controller notices that flight 603 hasn't turned back towards the airport.
07:24Heading 205, we're heading away from the shore.
07:28Affirmative.
07:30We will maintain 10,000 feet.
07:32Set it, 10,000 feet.
07:34The captain decides to fly further out to sea before returning to Lima.
07:40They go out over the ocean, which is one of the best decisions to possibly do.
07:45They don't now have to worry about other aircraft in the Andes Mountains.
07:51In the cabin, passengers are unaware of what's happening in the cockpit.
08:01Safely away from shore.
08:03According to the radar, you're crossing radial 230 from Lima. Distance west, southwest is 37 miles.
08:11Flight 603 finally starts turning north to begin the approach to Lima, and needs to begin its descent to the
08:20airport.
08:21I'll try to descend with the power cut.
08:30It was going to descend at idle thrust, which is a good way to descend. It's nice and steady in
08:35a 757, and keeps the airspeed under good control.
08:46I cut the engines, but the speed is increasing.
08:50Even with power to the engines cut, the airspeed indicators show that the plane is accelerating.
08:58Can you tell us the speed, please?
09:00I have 320.
09:02We have 350.
09:06They'll need to use a different strategy to descend.
09:12Getting to the lower altitude, hopefully getting into some clearer areas to see the coastal line, could give them more
09:19comfort for a safe landing.
09:20Take the speed brakes out.
09:25That is another great way of slowing the aircraft and getting better control of the airspeed.
09:34But deploying the speed brakes has the opposite effect.
09:41Over speed.
09:42A new warning tells them they're flying far too fast.
09:47The airplane's above its maximum allowable airspeed.
09:50It's in danger of breaking apart if they don't do something right now.
09:59When I have the speed brakes out and all the power is cut, this can be right.
10:05What more possibly can be confusing and going wrong right now?
10:11Seconds later, they get a contradictory warning that the plane's flying far too slow.
10:19The stick shaker indicates to pilots that if the airplane gets any slower, it's going to be in a stall
10:25condition.
10:28Are they going too fast or too slow?
10:31The pilots must decide which alarm to react to.
10:36We're stalling!
10:38We're stalling!
10:43The captain decides to increase the speed by pitching the nose down, silencing the stall warning.
10:53But they're not out of danger yet.
10:58With conflicting warnings and no reliable airspeed or altitude readings, the pilots of Flight 603 urgently need help.
11:09Is there any plane that can take off to rescue us?
11:12Yes. We're coordinating immediately.
11:16At this point, it was a totally out of the box thought by the first officer to ask for this
11:24type of assistance, which would have given them a visual reference right next to them with altitude, airspeed, also communications,
11:32and we have somebody alongside of us holding our hand to the airport.
11:38The plane is now 50 miles from Lima's airport.
11:43Aero Peru 603, you are heading 270, 10,000 feet.
11:49While they wait for a rescue plane, the captain attempts to join the approach path to the runway.
11:55I'll try to intercept the ILS and then descend.
11:59Lima, Aero Peru 603, we will try to intercept the ILS.
12:03Roger, Aero Peru 603.
12:06They think they're flying at a nice, safe altitude.
12:08And they think that they pretty much have airspeed under control.
12:11They probably thought they were in a pretty darn good position.
12:17Soon after, the radar controller provides an update on the escort flight.
12:23Aero Peru 603, there is a 707 about to take off.
12:27It's starting to move now.
12:33It seems to be flying well.
12:38Can you tell us our altitude, please?
12:40You're at 9700 feet, according to my radar.
12:44Terrain.
12:45Too low.
12:45Terrain.
12:49Too low.
12:50Terrain.
12:51Terrain.
12:519700 feet, but we're getting a terrain warning.
12:55Pull up.
12:56Pull up if he's telling you to pull up.
12:59Terrain.
12:59We're in the water.
13:00Pull up.
13:09We're running over.
13:2029 minutes after taking off, Flight 603 crashes into the Pacific Ocean, 48 miles from Lima,
13:29Peru.
13:36Within hours, a Navy aircraft discovers debris from Flight 603.
13:44The accident occurred at night, and the wave conditions were very high.
13:49So the first few ships that went out to look for the wreckage really struggled to find it.
13:55Heavy fog also hampers recovery efforts.
14:20Heavy fog also hampers recovery efforts.
14:27Those who haven't been found are believed to be inside the fuselage on the seabed.
14:45It's up to air crash investigators from Peru's Accident Investigation Board to find out why a plane, last observed flying
14:54nearly 10,000 feet above the sea, suddenly crashed into it.
15:04We have the military radar.
15:06With the underwater wreckage still beyond reach, investigators get their first lead from the Peruvian military.
15:15Any coastal nation will have military radar that's constantly scanning for any approaching aircraft.
15:22So by querying the Peruvian military radar, we were able to get some data about the altitude and position of
15:30the accident flight.
15:32So, after taking off, they follow the approved flight plan over the ocean, and then they start heading north.
15:39Yeah, they're headed back towards Lima.
15:41Mm-hmm.
15:43The flight climbs to 13,000 feet, and then it starts to descend.
15:49And now, in the last seven minutes, the flight has a series of erratic climbs and descents before it crashes.
15:59It appears they lost control.
16:06It becomes just a roller coaster ride of altitudes, because they don't have control.
16:17What could have caused the pilots to lose control?
16:21When you start putting an investigation together, you start putting the what-ifs on the table.
16:27What if this failed?
16:28What if that failed?
16:29What if this went wrong?
16:30What if the crew made a mistake?
16:33Pre-take-off seems okay.
16:35Investigators scrutinize the communications between air traffic control and the pilots.
16:40Look at this.
16:41The crew reported problems with airspeed and altitude readings only two and a half minutes into the flight.
16:48Tower, Aero Peru 603.
16:50Aero Peru 603. Tower, go ahead.
16:52We have no altimeters and no airspeed.
17:00Faulty air data.
17:03Sounds like an issue with the Pitostatic system.
17:08The Pitostatic system uses tubes and sensors mounted on the plane, which measure air pressure to calculate airspeed and altitude.
17:19Wasn't there a recent crash involving the Pitostatic system?
17:22Yeah.
17:25Birken Air flight 301.
17:28Only eight months earlier, another Boeing 757 crashed soon after taking off from Puerto Plata in the Dominican Republic.
17:37The cause was a blocked Pitot tube.
17:41Some investigators were wondering if we had a similar situation to what we had in Bergen Air.
17:46It wasn't entirely the same, but it still involved blockage or covering parts of the Pitostatic system.
17:54Well, maybe that's what happened here.
18:06Nearly two weeks since Aero Peru flight 603 crashed into the ocean, a U.S. Navy ship helps the Peruvian
18:15Navy to track the pings from the Boeing 757's two black boxes.
18:19The wreckage is finally located at a depth of 680 feet.
18:28Using remotely operated vehicles, investigators finally get their first view of the wreckage site.
18:37The wreckage was very concentrated. The plane was intact when it hit the water.
18:50The fact that all the major pieces of the airplane are in one concentrated area really gives the investigators a
18:57much clearer picture of how the airplane came down.
19:00So they either came down in a flat spin or came down nose first, which is a very unusual accident.
19:09Yeah.
19:11The black boxes are also located.
19:15It's very, very critical to get both recorders.
19:19First, you want to know how the airplane was behaving.
19:22And then secondly, what was going on in the cockpit between the crew members of the airplane.
19:29They are packed in seawater and sent to Washington, where the NTSB, the National Transportation Safety Board, will process their
19:38invaluable data.
19:45That's it. Keep moving that way.
19:49The team also searches for evidence of some kind of blockage of the pitot tubes and static ports.
19:56There. Keep going.
19:59They focus on a section of the left fuselage where the static ports are located.
20:04OK, now move in.
20:10That's it.
20:12The static ports were blocked.
20:16They can see that the ports are covered.
20:22When we saw that those static ports were covered, it was case closed.
20:28Drop the curtains.
20:29We knew exactly what happened in this accident.
20:33How did such a critical device, which determines airspeed and altitude, get covered up and blocked?
20:42Make sure you tag everything.
20:45Investigators survey the recovered wreckage of Aero Peru Flight 603 to find out what is covering the static ports.
20:56Look at that.
21:00Looks like silver tape.
21:02Same color as a fuselage.
21:09Flyers.
21:30Why were the ports covered with tape?
21:33And by whom?
21:39it wasn't our job to assign blame or liability but we wanted to understand the procedure to
21:45make sure that important step of removing the tape would never get overlooked again
21:54so let's check the last bug entry okay investigators check maintenance records
22:00to understand why the ports were taped over interesting hey bird strike during the
22:13plane's last landing before the accident the right engine was struck by birds they replaced
22:21the turbine blades the hydraulic pump was repaired and they polished the lower front of the 757 exactly
22:30where the static ports are located did maintenance personnel follow the correct procedures for
22:37polishing the 757 when you're performing work on the airplane such as polishing and washing it it's
22:43important not to get any debris into the ports because when you take off temperatures go down
22:49they may freeze in place which could cause severe instrument problems the airplane according to the
22:57maintenance manual they're supposed to cover the static ports whoever polished the plane cover the
23:02static ports with tape and didn't remove it so why wasn't the tape removed after the area was polished
23:13if you look at the maintenance process on an airplane and cleaning and polishing an airplane is maintenance
23:20there's multiple steps multiple people and multiple looks the whole purpose of that is
23:26to make sure that nothing is missed were the static ports inspected as part of flight 603's line check
23:37it was a crazy night investigators interview the line mechanic to determine if the static ports were inspected after the
23:45work was done
23:46the line chief usually does it but he was sick so i did it
24:04so i guess you didn't see the tape then
24:10aluminum tape is pretty common and if you take it and just spread it over those ports it blends in
24:17perfectly and it makes it very easy for somebody to miss it
24:23was he adequately trained i would say the answer to that is no
24:30did you see either pilot do a pre-flight check yes the captain
24:39do you know if he checked them
24:43couldn't tell you
24:46if i had a new person on my crew i would tell them to watch the captain see what he's
24:51doing
24:51and it becomes routine for mechanics to watch what the flight crew does
24:58okay thank you for your time
25:01there's at least one if not two line checks that are done by
25:05supervisors of the line maintenance and then one of the crew members would do a walk around as they
25:10are obligated to do always
25:13so there are several levels where things should have been detected but weren't in this flight
25:23so both the line mechanic and the pilot missed it
25:29investigators now know that despite all the safety checks that were meant to be performed
25:34no one spotted the silver tape covering the static ports
25:38so we know what caused the fault here speeds and altitudes
25:42but fault here data alone doesn't cause a plane to crash
25:46so what did
25:55investigators turn to the cockpit voice recorder from aero peru flight 603
26:01there you go thank you
26:02to determine how the pilots dealt with faulty airspeed and altitude data
26:07pick it up from the takeoff
26:30the plane is barely off the ground when the pilots identify the first problem
26:35the altimeters are stuck
26:37the captain's altimeter the first officer's altimeter the standby altimeter all three sources were different and they were all wrong
26:50keep v2 plus 10 v2 plus 10
26:53it's quickly followed by a second issue
27:03they were only 200 feet above the ground and they already knew that there are problems with altitude and airspeed
27:14in 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
27:34investigators hear the captain continue to rely on the faulty data on his altimeter
27:39climb climb climb climb i am climbing
27:43despite what the first officer tells him
27:45the captain is looking at the captain is looking at the captain is looking at his altimeter and saying what
27:49he sees right in front of him
27:52it's very hard to ignore this false data
27:55the airspeed and altitude readings are like a magnet drawing your eye and attention again and again
28:01climb climb i am climbing
28:03so in this initial moments of the climb it seems like the first officer was more in touch with what
28:09the airplane was really doing
28:10what else do the pilots do to handle the situation keep playing
28:16let's go to basic instruments
28:19but within a minute the captain stops focusing on the faulty instruments
28:25he decides to use the pitching power procedure that's good
28:29very quickly on the captain says basic instruments i believe he means the pitch and power procedure
28:39the pitch and power procedure requires reducing the pitch angle of the aircraft to two degrees nose up and the
28:47throttles to 55 percent
28:48this should result in level flight
28:51by flying with set pitch and power and ignoring the unreliable airspeed and altitude
28:58gives the crew time to sort out what's going on
29:02and think through what might be causing the unreliable indications
29:08then they declare the emergency
29:09pick it up after that
29:10let's see if they did the procedure properly
29:17switching to
29:181 19.7
29:21auto throttle has disconnected
29:23auto throttle has disconnected
29:24but instead of checking his attitude indicator and engine gauges
29:30let's see read that
29:32the captain focuses on the crew alerting screen
29:35which is displaying more alerts
29:39rudder ratio and max speed trim
29:41the rudder ratio and max speed trim warnings were just the result of the unreliable airspeed and altitude indications in
29:49the cockpit
29:49they shouldn't have been the primary focus of the crew
29:54they're getting distracted by false alerts
29:57they ignore the pitching power procedure
30:01we're flying without speed
30:03soon after
30:04speed is zero
30:07all airspeed indicators at zero
30:12investigators hear the pilots turning their attention back to the erroneous airspeed and altitude readings
30:20the tape on the static ports meant that the airspeed and altitude were always wrong
30:27and they were always changing as the airplane climbed and descended
30:32we will maintain 10 000 feet
30:35set it 10 000 feet
30:37but at no point did they disregard the unreliable airspeed and altitude
30:42they looked at them constantly
30:4512 000 feet
30:46the crew never switched their mindset to just using pitch and power
30:53they climbed for several more minutes
30:56but if they were climbing
30:58how did the crew end up hitting the ocean
31:01they can't keep climbing forever
31:04we have problems reading our instruments
31:06investigators continue listening to the cockpit voice recorder of aero peru flight 603
31:12to determine how the crew carried out the return to lima with faulty instrument data
31:18set the approach please
31:19i did i did
31:20then let's go
31:24the captain he knew he had to to get down to lima airport
31:28i'll try to descend with the power cut
31:31and the way to do that was to reduce the power
31:36no sooner do the pilots cut the power
31:39than they face another problem
31:41the speed is increasing
31:44why is the speed so high
31:46is it the real speed
31:48that's what worries me i don't think so
31:52they think they're speeding up
31:54and they can only be slowing down
32:01the pilots don't know whether to believe the faulty airspeed indicator
32:06that's showing they're going too fast
32:08after having pulled their thrust levers back to idle
32:12that'd be totally confusing for the captain
32:15he'd be saying this can't be happening
32:17it's impossible
32:18it violates the laws of physics of aircraft
32:21but the captain's thought process is overtaken by what happens next
32:27overspeed
32:30the faulty airspeed data
32:32is now triggering the overspeed warning
32:35an overspeed warning gets your attention very quickly
32:38and
32:40you want to react to it
32:42but this is the time when he should have been questioning whether that was correct
32:49the first officer makes a split second decision
32:53take the speed brakes out
32:57and now
33:00with the power cut
33:01and the speed brakes out
33:04slows the plane down to the point of stalling
33:07the erroneous overspeed data leads the pilots to reduce their speed
33:12which puts their plane into a stall
33:26the crew instinctively lowered the nose and increased their actual airspeed
33:31those are the steps that will keep you from stalling the airplane
33:37responding to the stall warning was the right move
33:41but after that
33:45they head further out to sea instead of towards lima
33:50why would they do that
33:56shortly after the stall warning ends
34:00a new warning tells them they are dangerously close to terrain
34:04too low
34:05the captain doesn't realize how close they are to the water
34:10on the 757
34:11a radio altimeter measures the plane's altitude when below 2500 feet
34:17and sounds the ground proximity warning when the plane drops too close to the terrain
34:22the ground proximity warning
34:24the ground proximity warning system is separate from the pitostatic system
34:26it was telling them the truth
34:28too low terrain
34:30too low terrain
34:32and now we've induced a terrifying alert of
34:36i'm about to hit a mountain
34:38the pilots thought they were near a mountain
34:41when they were actually approaching the surface of the ocean
34:45too low terrain
34:48let's go left
34:49too low terrain
34:58radar shows you're turning left you're heading to the west
35:03we're heading 250
35:05we're heading out to sea
35:07because we have a low terrain warning
35:09too low terrain
35:12he knew that the water
35:14the ocean is to the left
35:16and that's going to be my safe environment
35:19think great
35:21think great
35:23no sooner do they deal with the terrain warning
35:25then the pilots are confronted by an alert
35:28telling them they are descending too rapidly
35:31think great
35:32think great
35:33let's climb
35:33let's go up
35:35too low terrain
35:40now going up was the right call
35:42they were descending at 3,000 feet per minute
35:44they climbed to 4,000 feet
35:46and they stayed there for
35:49approximately one minute
35:56so what led to the final plunge into the sea
35:59let's go back to lima
36:01i'll try to intercept the ILS
36:03and then the set
36:05after 25 harrowing minutes
36:07the captain initiates a turn back to lima
36:11lima aero peru 603
36:13we will try to intercept the ILS
36:16can you tell us our altitude
36:17is our altitude
36:199700 feet
36:21roger aero peru 603
36:23you're showing level at 9700
36:28but when the terrain warning activates
36:31investigators know the plane was below 2,500 feet
36:36they both had the wrong altitude
36:41investigators discover the controller
36:43was also providing flight 603
36:46with incorrect altitude information
36:49assumption was the controllers can tell us our altitude
36:52but the flaw in that is
36:54is that that altitude is actually being sent
36:57to the controller from the aircraft itself
36:59if the information
37:01on board the aircraft is incorrect
37:02then the information that's being sent
37:05to the radar is also going to be incorrect
37:09investigators speak to the controller
37:11to understand why
37:12he relayed the faulty readings
37:14back to flight 603
37:17so it looks like you were providing the crew
37:19with altitude data
37:20yes they said they didn't have any altimeters
37:23so I told them what I was seeing
37:25on my radar screen
37:27were you using SSR in mode C?
37:30yes that's right
37:31your radar's altitude is coming
37:33from the plane's transponder
37:38when the controller confirmed the altitudes for the pilots
37:42I think it gave them a false sense of hope
37:45that at least one of our problems
37:46has been solved
37:47the altitude problem
37:49when in fact that was tragically incorrect
37:57but even with the faulty altitude readings
38:00could the pilots still have landed their planes safely?
38:11pick it up during their final descent
38:13to determine if the pilots had any other options
38:16to save their plane
38:17investigators listened to the final moments
38:20of Aero Peru flight 603
38:24it seems to be flying well
38:27can you tell us our altitude?
38:29you're at 9700 feet according to my radar
38:32too low, terrain
38:33too low, terrain
38:359700 feet?
38:36but we're getting a terrain warning
38:38too low, terrain
38:39the crew can't understand the conflicting information
38:43too low, terrain
38:44but there was a way for the pilots
38:47to determine their actual altitude
38:49and save the plane
38:50if they checked the radio altimeter
38:52they would have realized how close they are to crush them
38:54too low, terrain
38:56too low, terrain
38:58when the ground proximity warning system
39:00activated in the cockpit
39:02the crew could have referred to the radio altimeter
39:05and that would have given them the truth data
39:07about how high they were above the ground
39:09too low, terrain
39:12too low, terrain
39:13but they never check their radio altimeter
39:15pull up
39:17too low, terrain
39:18pull up
39:21pull up, terrain
39:22pull up, terrain
39:26we're hitting the water
39:28we're hitting the water
39:28up, too low, terrain
39:29when an aircraft
39:31has its wing touch the water
39:33in a bank attitude
39:35the
39:37situation is hopeless
39:39pull up, terrain
39:40pull up, terrain
39:42pull up, terrain
39:45terrain, terrain
39:46pull up, terrain
39:47the pilots try to get the plane
39:49back in the air
39:50terrain, pull up
39:53but the plane banks left
39:55and falls back towards the sea
39:57we're running out
39:59terrain, terrain
40:12they really had no idea how low they were
40:14they really had no idea how low they were
40:15and all those alarms fall so real just
40:17made matters worse
40:29the situation in the cockpit
40:30was so confusing
40:35it was hard for either
40:36crew member to understand which
40:38cautions and warnings were true
40:40and important and there didn't seem
40:42to be a good balance between the two
40:44crew members in sorting that out
40:48for investigators there's one final
40:51unanswered question
40:53were the pilots properly prepared to
40:56handle an emergency like this
40:58they examined the quick reference
41:00handbook which provides guidance
41:02in emergency situations
41:04as well as aero peruse training
41:06procedures
41:10well there's nothing here
41:11anything in the training procedures
41:15not one single word on how to handle
41:16erroneous air data
41:21the lack of training worked against them
41:26a big takeaway from this accident
41:28was that flight crews need to be
41:30better trained to get to pitch
41:32and power in the event of unreliable
41:34airspeed and altitude
41:40investigators needed only two months to solve the mystery of flight 603
41:45they now know that blocked static ports
41:49the ultimate resistance
41:51created faulty air data readings
41:56and those faulty readings created so much confusion in the cockpit
42:01but i have the speed brakes out
42:03another power is cut
42:04that can be right
42:05that the overwhelmed crew was unable to separate the false alarms from the true ones
42:15they really needed to develop a laser focus on just flying the airplane
42:19but they never got there
42:22the captain's failure to react to the ground proximity warnings in time
42:27he's telling you to pull up
42:29we're hitting the water
42:31pull up
42:34contributed to the death of 70 people
42:53there's nothing highly technical about tape
42:55but boy did it start a chain of events
43:02the investigations report outlines a number of recommendations
43:06but chief among them is for more training to ensure crews know how to deal with inaccurate air data
43:15and implementing the use of eye-catching static port covers while a plane is being maintained
43:22remember it's the simple things that cause problems
43:27and we need to keep that in everybody's mind
43:31attention to detail
43:33if you perform that detail
43:35whatever it is
43:37you're not going to get problems
43:43this accident was one of the pillars of safety procedures
43:51our training changed
43:53our pre-flight procedures changed
43:55our attention to details changed
43:58and it still lives to this day
44:03friendly before we stop
44:04a lot of people
44:05and we have to think about it
44:05so here's some work
44:06that we've done
44:06we have a lot of practice
44:06we have to think about the challenges
44:07we have to think about it
44:13we have to think about it
44:30and we have to think about how
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