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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
21:45to make sure that important step of removing the tape would never get overlooked again.
21:54So, let's check the last bug entry.
21:57Okay.
21:58Investigators check maintenance records to understand why the ports were taped over.
22:05Interesting.
22:06Hey.
22:08Bird strike.
22:12During the plane's last landing before the accident, the right engine was struck by birds.
22:20They replaced two turbine blades, the hydraulic pump was repaired, and they polished the lower front of the 757.
22:29Exactly where the static ports are located.
22:33Did maintenance personnel follow the correct procedures for polishing the 757?
22:38When you're performing work on the airplane, such as polishing or washing it, it's important not to get any debris
22:45into the ports,
22:46because when you take off, temperatures go down, they may freeze in place, which could cause severe instrument problems to
22:55the airplane.
22:56According to the maintenance manual, they're supposed to cover the static ports.
23:00Whoever polished the plane covered the static ports with tape and didn't remove it.
23:07So, why wasn't the tape removed after the area was polished?
23:13If you look at the maintenance process on an airplane, and cleaning or polishing an airplane is maintenance,
23:20there's multiple steps, multiple people, and multiple looks.
23:24The whole purpose of that is to make sure that nothing is missed.
23:30Were the static ports inspected as part of Flight 603's line check?
23:37It was a crazy night.
23:40Investigators interview the line mechanic to determine if the static ports were inspected after the work was done.
23:46The line chief usually does it, but he was sick.
24:04So, I guess you didn't see the tape then.
24:10Aluminum tape's pretty common.
24:13And if you take it and just spread it over those ports, it blends in perfectly.
24:18And it makes it very easy for somebody to miss it.
24:23Was he adequately trained?
24:25I would say the answer to that is no.
24:30Did you see either pilot do a pre-flight check?
24:34Yes.
24:35The captain.
24:38Do 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.
24:52And it becomes routine for mechanics to watch what the flight crew does.
24:57Okay.
24:58Thank you for your time.
25:01There's at least one, if not two, line checks that are done by supervisors of the line maintenance.
25:07And then one of the crew members would do a walk around, as they're 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.
25:30Investigators 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 faulty air speeds and altitudes.
25:42But faulty air data alone doesn't cause a plane to crash.
25:46So, what did?
25:56Investigators 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 air speed and altitude data.
26:08Pick it up from the takeoff.
26:22Gear up.
26:26Right.
26:27E2 plus 10.
26:28Mm-hmm.
26:30The plane is barely off the ground when the pilots identify the first problem.
26:35The altimeters are stuck.
26:38The captain's altimeter, the first officer's altimeter, the standby altimeter,
26:43all 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.
26:56The speed.
26:59The air speed is also stuck.
27:01Yeah, right.
27:03Hold on.
27:07They were only at 200 feet above the ground and they already knew that there were problems
27:11with altitude and air speed.
27:14In three different places in the cockpit, they're seeing unreliable air speed and altitude.
27:21According to the FDR, they're still climbing.
27:23Let's see how they handle that faulty data.
27:29What's going on?
27:30We're not climbing.
27:32I'm climbing.
27:34Investigators hear the captain continue to rely on the faulty data on his altimeter.
27:39Climb, climb, climb.
27:41I am climbing.
27:43Despite what the first officer tells him, the captain is looking at his altimeter and saying
27:49what he sees right in front of him.
27:52It's very hard to ignore this false data.
27:56The air speed and altitude readings are like a magnet drawing your eye and attention again
28:00and again.
28:01Climb, climb.
28:02I am climbing.
28:03So in this initial moments of the climb, it seems like the first officer was more in
28:08touch with what the airplane was really doing.
28:11What else do the pilots do to handle the situation?
28:14Keep 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.
28:27That's good.
28:29Very quickly on, the captain says basic instruments.
28:32I 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
28:45nose up and the throttles to 55%.
28:48This should result in level flight.
28:52By flying with set pitch and power and ignoring the unreliable airspeed and altitude gives the
28:59crew time to sort out what's going on and think through what might be causing the unreliable
29:05indications.
29:07Then they declare the emergency.
29:09Pick it up after that.
29:11Let's see if they did the procedure properly.
29:17Switching to 1, 19.7.
29:21Auto throttle has disconnected.
29:23Auto throttle has disconnected.
29:25But instead of checking his attitude indicator and engine gauges.
29:30Let's see.
29:31Read that.
29:32The captain focuses on the crew alerting screen, which 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
29:47and altitude indications in the cockpit.
29:50They shouldn't have been the primary focus of the crew.
29:55They'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.
30:13Investigators 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.
30:33We will maintain 10,000 feet.
30:35Set it.
30:3610,000 feet.
30:37But at no point did they disregard the unreliable airspeed and altitude.
30:43They 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, how did the crew end up hitting the ocean?
31:01They can't keep climbing forever.
31:04We have problems reading our instruments.
31:07Investigators 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.
31:20I did.
31:20I did.
31:21Then 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 than 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.
31:49I don't think so.
32:01The pilots don't know whether to believe the faulty airspeed indicator that's showing they're going too fast
32:08after having pulled their thrust levers back to idle.
32:12That would 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 is now triggering the overspeed warning.
32:36An overspeed warning gets your attention very quickly.
32:39And you want to react to it.
32:43But 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, with the power cut and 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...
33:58Too low. Terrain.
34:00A new warning tells them they are dangerously close to terrain.
34:04Too low. Terrain.
34:05The captain doesn't realize how close they are to the water.
34:08Too low. Terrain.
34:10On the 757, a radio altimeter measures the plane's altitude when below 2,500 feet
34:17and sounds the ground proximity warning when the plane drops too close to the terrain.
34:22The ground proximity warning system is separate from the pedostatic system.
34:26It was telling them the truth.
34:29Too low. Terrain.
34:31Too low. Terrain.
34:32And now we've induced a terrifying alert of, I'm about to hit a mountain.
34:39The pilots thought they were near a mountain when they were actually approaching the surface of the ocean.
34:45Too low. Terrain.
34:48Let's go left.
34:50Too low. Terrain.
34:58Radar shows you're turning left. You're heading to the west.
35:03Observative.
35:03We're heading 250.
35:06We're heading out to sea because we have a low terrain warning.
35:09Too low. Terrain.
35:12He knew that the water, the ocean, is to the left, and that's going to be my safe environment.
35:19Tink rate. Tink rate.
35:23No sooner do they deal with the terrain warning than the pilots are confronted by an alert
35:28telling them they are descending too rapidly.
35:31Tink rate. Tink rate.
35:33Let's climb. Let'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 and they stayed there for approximately one minute.
35:56So what led to the final plunge into the sea?
36:00Let's go back to Lima.
36:01I'll try to intercept the ILS and then descend.
36:05After 25 harrowing minutes, the captain initiates a turn back to Lima.
36:11Lima, Aero Peru 6-0-3. We will try to intercept the ILS.
36:16Can you tell us our altitude? Is our altitude 9,700 feet?
36:21Roger. Aero Peru 6-0-3. You're showing level at 9,700.
36:28But when the terrain warning activates, investigators know the plane was below 2,500 feet.
36:36They both had the wrong altitude.
36:41Investigators discover the controller was also providing Flight 6-0-3 with incorrect altitude information.
36:50Assumption was the controllers can tell us our altitude, but the flaw in that is, is that that altitude is
36:55actually being sent to the controller from the aircraft itself.
36:59If the information on board the aircraft is incorrect, then the information that's being sent to the radar is also
37:06going to be incorrect.
37:09Investigators speak to the controller to understand why he relayed the faulty readings back to Flight 6-0-3.
37:17So it looks like you were providing the crew with altitude data.
37:21Yes, they said they didn't have any altimeters, so I told them what I was seeing on my radar screen.
37:27Were you using SSR in mode C?
37:30Yes, that's right.
37:31Your radar's altitude is coming from the plane's transponder.
37:38When the controller confirmed the altitudes for the pilots, I think it gave them a false sense of hope that
37:45at least one of our problems has been solved, the altitude problem, when in fact that was tragically incorrect.
37:57But even with the faulty altitude readings, could 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 to save their plane, investigators listened to the final moments of
38:20Aero Peru Flight 6-0-3.
38:24It seems to be flying well.
38:27Can you tell us our altitude?
38:29You're at 9,700 feet, according to my radar.
38:349,700 feet, but we're getting a terrain warning.
38:39The crew can't understand the conflicting information.
38:44But there was a way for the pilots to determine their actual altitude and save the plane.
38:51If they checked the radio altimeter, they would have realized how close they are to crashing.
38:58When the ground proximity warning system activated in the cockpit, the crew could have referred to the radio altimeter,
39:05and that would have given them the truth data about how high they were above the ground.
39:09Too low. Terrain. Too low. Terrain.
39:13But they never check their radio altimeter.
39:16Pull up.
39:17Too low. Terrain.
39:19Pull up.
39:20Pull up.
39:21Pull up. We're just standing here to pull up.
39:23Terrain.
39:25Too low. Terrain.
39:27We're hitting the water.
39:28Up.
39:29Too low. Terrain.
39:30When an aircraft has its wing touch the water in a bank attitude, the situation is hopeless.
39:39Pull up.
39:40Pull up.
39:47The pilots try to get the plane back in the air.
39:53But the plane banks left and falls back towards the sea.
39:58We're running over!
40:02Marine.
40:03Marine.
40:04Ah!
40:12They really had no idea how low they were.
40:14And all those alarms fall so real just made matters worse.
40:29The situation in the cockpit was so confusing.
40:35It was hard for either crew member to understand which cautions and warnings were true and important.
40:41And there didn't seem to be a good balance between the two crew members in sorting that out.
40:48For investigators, there's one final unanswered question.
40:53Were the pilots properly prepared to handle an emergency like this?
40:58They examined the quick reference handbook, which provides guidance in emergency situations.
41:04As well as AeroPeru's training procedures.
41:10Well, there's nothing here.
41:12Anything in the training procedures?
41:15Not one single word on how to handle erroneous air data.
41:20The lack of training worked against them.
41:26A big takeaway from this accident was that flight crews need to be better trained to get to pitch and
41:32power in the event of unreliable airspeed 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 altimeters are stuck.
41:51...created faulty air data readings.
41:55Over speed.
41:56And those faulty readings created so much confusion in the cockpit...
42:01...but I have the speed brakes out and not the power is cut.
42:05That can't be right.
42:06That 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.
42:21Marine, terrain, pull up.
42:22The captain's failure to react to the ground proximity warnings in time...
42:27He's telling you to pull up!
42:30We're hitting the water! Pull up! Pull up!
42:32...pull up!
42:34...contributed to the death of 70 people.
42:53There's nothing highly technical about tape.
42:56But boy, did it start a chain of events.
43:02The investigation's report outlines a number of recommendations.
43:07But chief among them is for more training...
43:10...to ensure crews know how to deal with inaccurate air data.
43:15And implementing the use of eye-catching static port covers...
43:19...while a plane is being maintained.
43:22Remember, it's the simple things that cause problems.
43:28And we need to keep that in everybody's mind.
43:32Attention to detail.
43:33If you perform that detail, whatever it is...
43:37...you're not going to get problems.
43:42This 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.
44:02Here we go.
44:27The��inging
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