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On 7 April 1994, Auburn Calloway, a disgruntled employee, attempts to hijack Federal Express Flight 705 armed with hammers and a speargun. Despite sustaining serious injuries from Calloway's assault, the crew successfully subdues him with a combination of their own strength and using the DC-10 to carry out multiple aerial manoeuvres, and returns the aircraft safely to Memphis International Airport.
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00:02FedEx Flight 705.
00:04Positive rate.
00:05Gear up, please.
00:06A routine trip from Memphis, Tennessee to San Jose, California.
00:10Little do the crew know they will soon have to defend themselves
00:13against a determined attack intended to kill them all.
00:18Flight 705 will never reach its destination.
00:22We've had an attempt to take over.
00:24Investigators will uncover a meticulous plan
00:27and a desperate motive.
00:30No!
00:55It's April 1994.
00:57A FedEx cargo plane is on its way to California.
01:01It's a perfect day for flying.
01:03Altimeters?
01:03Nines and twos here.
01:05But behind the cockpit, in the galley area,
01:08a disaster is about to unfold.
01:13The pilots of FedEx Flight 705 are seconds away
01:17from an unprecedented situation.
01:19God almighty!
01:28I'll kill you!
01:36Senators!
01:37Senators emergency!
01:40He's had an attempted takeover.
01:45We need an ambulance,
01:47and we need armed intervention.
01:51Let me out for you!
01:53Let me out for you!
01:59April the 7th, 1994.
02:02Worldwide headquarters of Federal Express in Memphis, Tennessee.
02:07Servicing 171 countries,
02:09the company delivers over 2 million packages per day
02:12and works to a tight schedule.
02:16Flying conditions are perfect at the Memphis airport.
02:19FedEx Flight 705 to San Jose, California
02:22is preparing to depart with the three-man crew.
02:27Has the afternoon flight to San Jose got any jump seaters on it?
02:31None at all?
02:3242-year-old Aubyn Calloway is a flight engineer.
02:35He hopes to hitch a ride on Flight 705
02:38for pressing personal reasons.
02:40Thanks.
02:42Employees have the privilege of free rides.
02:45They're known as jump seaters.
02:5139-year-old flight engineer Andy Peterson
02:54is the first of the flight crew to arrive on the plane.
02:56Andy Peterson.
02:57Aubyn Calloway.
02:58He's surprised to find Aubyn Calloway on board.
03:01My first thought was,
03:03well, scheduling has gotten,
03:06it's also called someone else out for the flight
03:08and now we've got two engineers,
03:10so I said hey to him
03:12and then asked him if he was
03:14going to be riding out to San Jose with us
03:16and he said he was,
03:17that he was going to ride the jump seat out.
03:20Peterson, a five-year flyer with FedEx,
03:23finds something unusual during his pre-flight check.
03:26The breaker switch of the cockpit voice recorder,
03:28or CVR, is in the off position.
03:31Puzzled, Peterson resets it.
03:33The CVR records all in-flight voice communications.
03:37It's a crucial tool for investigating air disasters.
03:41No large commercial airliner is allowed to fly without one.
03:45The cockpit voice circuit breaker,
03:47it had popped out,
03:48which means the power's off to the cockpit voice recorder.
03:52So I'd never seen that before
03:55and I thought, well, that's kind of weird.
03:5749-year-old pilot David Sanders
04:00and 42-year-old co-pilot James Tucker
04:02are next to board and prepare for departure.
04:05I'm Calloway.
04:06Mind if I hop around?
04:07Are you guys in California?
04:08No, not at all.
04:09I don't see any problems today.
04:10Everything looks good.
04:14You, uh, you play the guitar.
04:16I play at it.
04:18He was very cool, calm, collected,
04:21nothing indicating anything was amiss.
04:22I actually noticed there was a guitar case off to the right
04:26in front of the 9G net.
04:28But I couldn't wait to get in the cockpit
04:29and start going through cockpit checks
04:31because we had a lot to do.
04:32But something was amiss.
04:34They didn't know it,
04:35but Calloway had originally been scheduled
04:37to be the flight engineer on this flight.
04:39However, he and his crew had exceeded their flying hours
04:42by just one minute the previous day,
04:44so they'd been replaced.
04:46But Calloway was determined
04:47to make Flight 705 no matter what.
04:50I think she'll fly.
04:51Oh, will that some bolts are in?
04:52Yeah.
04:54When I came back out on the airplane
04:56and went back up to the cockpit,
04:59I noticed that that circuit breaker
05:00had popped out again.
05:05So I reset it and decided that I would see
05:09if it would stay in instead of calling maintenance
05:12at that time,
05:13that I'd just wait and see if it popped back out
05:15that I would call maintenance
05:15because that is a no-go item.
05:19If the CVR is turned off,
05:21there will be no audio record
05:22of the events aboard Flight 705.
05:26The crew is flying together for the first time.
05:29Both Tucker and Sanders are ex-Navy.
05:32Sanders has been with FedEx for 20 years.
05:34James Tucker, who has a wife
05:36and three children at home,
05:37has been with the company for 10 years.
05:41None of the crew know Calloway
05:43or his reasons for being on this flight.
05:51Express 705, heavy runway 27, cleared for takeoff.
05:54Express 705, cleared for takeoff.
06:03Positive rate. Gear up, please.
06:07FedEx Flight 705 is airborne and westward bound.
06:11The weather to California is clear
06:14and if all goes as planned,
06:16they'll be back home within 10 hours.
06:19But back in the cargo area,
06:21Auburn Calloway is launching a different plan.
06:24A plan he's been shaping and reshaping for several days.
06:30Like the brilliant chess player he is,
06:32Calloway has thought out all his moves.
06:36Being bounced from the crew of Flight 705 today
06:39was an unexpected glitch,
06:40but nothing he can't cope with.
06:51At his home that morning,
06:52Calloway already had to make a small adjustment to his plans.
06:58The flight bag he'd planned to take with him on his journey
07:01is in for repairs,
07:02so instead he packs a guitar case.
07:04As a company employee, he's unlikely to be searched,
07:07and a guitar case seems innocent enough.
07:15Here you have a man who made some accomplishments
07:18that no other African American had ever made.
07:23Calloway graduated from Stanford University in 1974.
07:27He became a top Navy flyer, then a commercial pilot,
07:32but his five years at FedEx have been as a flight engineer.
07:35He was highly intelligent, a driven person to accomplish goals,
07:44and had before him an opportunity of a tremendously positive career.
07:52He was married and had children and family,
07:55and it just seemed as though he was almost part of the true American dream
08:03just about the American family.
08:06Before leaving for the airport,
08:08Calloway put some important documents on his bed,
08:10among them his last will and testament.
08:21FedEx Flight 705 is several minutes outside Memphis,
08:24still climbing and passing through 5,800 metres.
08:28Jim Tucker is hand-flying the airplane,
08:31using control wheel steering mode,
08:33and enjoying the clear afternoon skies.
08:36A couple of metres away sits Aubyn Calloway,
08:39behind him lie frustrated expectations of a brilliant career
08:43and a marriage that ended in tears.
08:46Two minutes.
08:47Nine and two is here.
08:49After take-off is complete.
08:53Calloway has a terrifying plan.
08:55His guitar case is packed with several hammers and a spear gun.
08:59Out of sight of the crew, he gets his weapons ready.
09:07To be successful, Calloway will have to act quickly.
09:11Speed and strength will be critical.
09:14Calloway is a former Navy pilot and a martial arts expert,
09:17so speed and strength come as part of the package.
09:24The original plan was to take out his original crew,
09:29which would have only been two individuals.
09:31One was a female, much smaller than the crew that he wound up facing on Flight 705.
09:37No, I live in Fisherville.
09:39Fisherville.
09:40Great spot.
09:41I had the cockpit door locked open,
09:43and I noticed that Calloway was walking up into the cockpit.
09:48I just caught him out of the corner of my eye and basically saw his arm coming up,
09:53and I thought, well, he's just coming up to sit and talk with us for a while.
09:57Oh!
10:02Oh!
10:02Oh!
10:03Oh!
10:03Oh!
10:04Excruciating pain, blinding pain.
10:06So much, in fact, that I never lost consciousness,
10:11but I lost useful consciousness for at least 45 seconds.
10:15The crew is in shock and confused.
10:20What the hell are you doing?
10:22What I saw was simply a face in his eyes
10:27and an object coming down at me.
10:31I didn't discern any emotion or hate or anger.
10:37I just saw a threat, and I didn't really know what the threat was
10:42because it's so shocking.
10:43And for a crew member who is a pilot in uniform to attack another pilot
10:48is unheard of in the airline industry.
10:52Although terribly injured, Peterson and Tucker are still alive.
10:56Oh!
10:56Get him!
10:57Get him!
10:58Calloway hurriedly retreats out of the cockpit.
11:01Unaware of each other's injuries, the crew starts to mobilize.
11:05Get him!
11:08Calloway has a backup plan.
11:10The spear gun stashed outside the cockpit is a deadly weapon.
11:14Sit down!
11:14Sit down!
11:16Get back to your seats!
11:17This is a real gun, and I'll kill you!
11:20There was a loud ringing in my ear, and I was a little unbalanced.
11:24But I saw this spear gun, and I thought,
11:26well, the only thing I can do is try to grab it.
11:29So I grabbed the spear.
11:31It sticks out of the spear gun about, I don't know, four inches or so.
11:34So I grabbed it right behind the barbs and tried to hang onto it real tight.
11:40Tucker does something that Calloway is not expecting.
11:43He pulls back the yoke and puts the plane into a sudden 15-degree climb.
11:49It throws the struggling men out of the cockpit into the galley behind.
11:54I had already figured out that what I had in my hands is probably one of the best weapons available,
12:00and that was the aircraft itself.
12:03Tucker has not been just a Navy pilot, but a combat instructor flying A-4s.
12:08His fighter pilot experience would prove invaluable in the next few minutes.
12:12I was looking at this whole situation as if it was an air combat maneuvering situation.
12:18Get him!
12:19We're taught in the Navy and the fighter community
12:22that the first thing you want to do is engage the bogey, engage the bad guy.
12:27You make him predictable by engaging him,
12:30and you use his predictability then against him, and then you kill the bogey.
12:34Get him! Get him! Get him!
12:35But the co-pilot doesn't stop there.
12:38Tucker immediately rolls the massive aircraft to the left
12:41in an acrobatic maneuver to try and disarm Calloway.
12:45I'm gonna kill you!
12:47The men roll along the smoke curtain to the left side of the plane.
12:52I knew that I had to do something very abrupt,
12:56very, very rough, and something that he would not be expecting.
13:08Get him!
13:10Tucker has no idea whether rolling the plane is helping Sanders and Peterson
13:14as they try to restrain Calloway.
13:18The fight continues with the men pinned to the left side of the plane.
13:22The crew members are rapidly losing blood and strength.
13:30Tucker continues to execute the roll, all the while trying to maintain a visual reference outside the captain's window.
13:37Get him! Get him, Andy! I got the airplane!
13:39So you roll the airplane over on its back and pull through completely in the vertical.
13:44But at this particular point, you know, if I'd rolled the airplane over on its back, I wouldn't really be
13:49able to see what I was doing.
13:50This is not a bubble canopy that you have over the top. You're actually looking out.
13:54It's got expansive windows, but nonetheless, you roll this airplane over on its back, you can't really see that much
14:00of what you're doing.
14:01So I rolled it to about 140 degrees where I can still see out over the side as the airplane's
14:06nose is starting to come through.
14:10Tucker rolls the quarter-million kilogram DC-10 to 140 degrees, almost on its back.
14:17Commercial aircraft are never meant to roll more than 60 degrees.
14:25The men continue their fight on the ceiling of the aircraft.
14:31Calloway wrenches the hammer in his hand free and hits Sanders in the head.
14:37Tucker decides to pull back on the yoke and put the plane into a steep dive.
14:42A risky but cunning move.
14:52The g-force of the dive pushes the men back along the ceiling to the smoke curtain.
15:00The plane is traveling at a very dangerous speed.
15:03Tucker is making demands of the aircraft for which it was not designed.
15:08DC-10s are never meant to be flown past 695 kilometers per hour.
15:13Tucker is over 800 kilometers per hour.
15:16No DC-10 in history has been flown so fast and survived.
15:19The airspeed indicator was maxed. It was all the way to what we call the barber pole.
15:24Couldn't go any faster.
15:25But you could tell that you were going quite a bit faster because of things you don't normally hear in
15:31a jet that size.
15:32And one is the incredible amounts of sound, of wind coming across the cockpit.
15:39The plane approaches supersonic speed.
15:42With the increased airspeed, the airflow over the stabilizer becomes disrupted.
15:46The elevators begin to flutter back and forth.
15:51If the flutter becomes more pronounced, they may become inoperable and Tucker will no longer have the means to pull
15:57the plane out of the dive.
15:58If I didn't pull out soon, the airplane was probably going to come apart because I was getting into a
16:05phenomenon known as Mach Tuck, where the airplane is pitching over because the airspeed is increasing so much.
16:13The wind flow over the surfaces of the wings is doing things that it's not even designed to do.
16:24The injury to the left side of Tucker's brain is beginning to paralyze functions on the right side of his
16:29body.
16:32Tucker notices something alarming.
16:34The plane is traveling at this incredible speed because the throttle levers have been left in their automatic climb setting
16:40from takeoff.
16:41The DC-10 is now in a vertical dive with the engines at nearly full power.
16:49Tucker must release his only usable hand from the yoke to pull back on the throttles.
16:56With power reduced to idle, the DC-10 is still not out of danger.
17:02Despite Tucker's maneuvers, Callaway is gaining the upper hand.
17:08Callaway hit me with the third blow, which was in the top of my head, nearly rendered me unconscious.
17:14I began to gray out. At that very same time, it occurred to me we might lose this thing.
17:20As Tucker starts to pull the plane carefully out of the dive, the elevator flutter increases.
17:28Balance panels, counterweights that help the pilots manipulate the elevator, break free and begin to wrinkle the skin of the
17:35stabilizer.
17:36Tucker fears that if he pulls back too hard during the dive, all the surfaces on the tail section would
17:41be in danger of coming off.
17:48Sanders' strength is nearly spent and Peterson's head is bleeding profusely from his ruptured temporal artery.
17:54Somehow they manage to pin their attacker down.
17:57The G-forces began to be reduced as he began to level off from pulling out of the dive.
18:04I saw the hammer in Callaway's hand.
18:07I then reached for the hammer with both my hands and pulled the hammer out of his hand.
18:15Sanders believes this is a turning point.
18:17Let's go, the spirit!
18:21The plane is safe at the moment.
18:29About a minute after the attack begins, Tucker finally has a chance to radio Memphis.
18:36Sanders!
18:37Center, emergency!
18:42Air traffic controller Kent Fleshman and his trainee receive Tucker's emergency request.
18:48Aircraft with emergency, say again.
18:50Center.
18:50Aircraft with emergency, say again.
18:53Listen to me.
18:54It's Express 705.
18:56I've been wounded.
18:57We've had an attempt to take over and onboard the airplane.
19:00You need a vector, please. Back to Memphis at this time. Hurry.
19:02Express 705, fly heading 0-9 or 5, direct Memphis.
19:070-9-5, direct to Memphis.
19:09Get me an ambulance and alert the airport facility.
19:17Hey, Memphis, you still with me?
19:19Affirmative 705.
19:20Affirmative 705, descend and maintain 1-0-1000.
19:23Fleshman takes action in case the hijacker has a gun.
19:27If he can get the plane below 3,000 meters, a bullet hole in the fuselage will not cause explosive
19:32decompression.
19:35Tucker hears the fight increase in the galley.
19:38Again, he uses his only weapon, the aircraft.
19:46The maneuver throws the men onto the side of the plane.
19:50Look, just keep talking to me.
19:52Okay?
19:54Express 705, affirmative.
19:56If you need an ambulance, stand by and we'll get that for you.
20:00Yeah, we need an ambulance and we need armed intervention as well.
20:07Make sure and notify the SWAT team he's asking for armed intervention.
20:11Fleshman recognizes the term armed intervention as the most serious request from a pilot.
20:16It means they want armed officials to storm the plane upon landing.
20:22Memphis' approach has to be alerted.
20:28We have an emergency, Express 705. He's had an attempted takeover on the aircraft.
20:34He's had an attempted takeover?
20:36Okay.
20:38Radar contact, put him on 119.1.
20:41Paul Candelino, a 44-year-old veteran controller, now spots Flight 705 on his radar screen.
20:48But something's wrong.
20:49The plane is heading away from the airport.
20:52It looks like the hijacker has seized the plane.
20:58Air traffic control watches helplessly as they fly away from the airport,
21:02while the fight for control of the plane continues.
21:07Co-pilot James Tucker is pushing the DC-10, his best weapon, to its limits.
21:14He now throws the wheel round, flipping the massive plane in the opposite direction.
21:21Tucker, drawing on his military experience, reverses the role, keeping his maneuvers unpredictable.
21:29Here I am, all alone in the cockpit. The fight is still going on in the back.
21:33I don't know who's winning, I don't know who's losing.
21:36That was about the only time I really had time to be frightened.
21:40And it was a very horrifying situation at that point, thinking that, quite possibly, Auburn was winning.
21:48Three and a half minutes after the attack, though pinned and injured, Auburn Calloway will not relinquish the spear.
21:54Help, son of a bitch, fight me!
21:57Anger was coming in then, and so when I hit him, it was with the intent to disable him and
22:04eliminate his ability to fight.
22:07Not kill, but to injure him sufficiently that he could fight no more.
22:12So when I swung the hammer, it was with all the strength that I had.
22:19Sanders and Peterson momentarily subdue Calloway.
22:22Put it on autopilot. Hey, get back here.
22:24The captain's yelling at Tucker to come and help, but he's the one flying the plane.
22:29Express 705.
22:30Contact Memphis approach on 119.1. They are aware of your emergency.
22:35Jim, quick, Jim.
22:37Request a single frequency approach.
22:38A single frequency approach, Roger. We'll pass it along. 119.1.
22:43Put it on autopilot.
22:44Come on, Jim, quick!
22:46But you have to understand that that's probably the strangest request that I've ever had, you know, come my way,
22:52because here I am, the only one up front in the cockpit.
22:55And for me to go ahead and get up and go to the back means I've got to, first of
23:00all, stand up,
23:01which I didn't know until the particular time I tried to stand up that it was very, very difficult to
23:05do so.
23:06Jim Tucker, with a fractured skull and only one side of his body functioning,
23:10puts the plane on autopilot and struggles out of his seat to help.
23:14Okay, wait a minute, I'm coming.
23:19Autopilot.
23:19But the plane's gyros haven't stabilized sufficiently for the autopilot to take over.
23:25Okay.
23:29Now, no one's flying the plane.
23:33705 heavy, how do you hear?
23:36Paul Candelino tries to establish radio contact with Flight 705, but there's no response.
23:43Their radar screens show the aircraft turn to the north, then the west, finally southwest heading away from the airport.
23:51There's only an eerie silence.
23:54Anything could be happening on board the plane.
24:00As I stepped into the Ford cargo area, I was absolutely amazed at what I was seeing.
24:05All three of the individuals are completely covered with blood.
24:09Auburn Calloway on his back.
24:13There are papers everywhere in the back.
24:16You can see where the jump seats, which is just a normal commercial airline seat, has had the covers torn
24:22off.
24:22There's bloody footprints on the top of the ceiling.
24:25There are coats that have come out of closets.
24:29It's total carnage in the back.
24:32Sanders has disarmed Calloway and handed the spear to Tucker.
24:36You move, I'll kill you.
24:37You keep him contained, I'm going to get the airplane.
24:39Go get the airplane.
24:41They decide that Sanders, the captain, should fly the plane back to Memphis.
24:45You take this.
24:46Tucker wants the weapons as far away from Calloway as possible,
24:49and asks Sanders to take them with him to the cockpit.
24:53In an emergency situation, it's expected that the captain of the airplane will fly the airplane.
25:02I was in somewhat of a daze because of the fight.
25:05I wasn't sure of the direction of the airplane.
25:08I wasn't sure of the condition of the airplane.
25:11But it appeared to be flying okay.
25:13I was bleeding excessively from the top of my head.
25:18I couldn't see out of my left eye.
25:19I thought the fight was over.
25:21I mean, I had hit Calloway four times in the head with a 20-ounce framing hammer as hard as
25:27I could swing it.
25:28He had stopped fighting, and he was bleeding, and he looked like he was severely injured.
25:35Tucker can't tell anymore whether his hand is gripping the spear.
25:38The blows to his head have caused a blood clot on his brain, and have damaged his sense of touch.
25:45Let me up! Let me up! I won't fight anymore, please! I can't breathe!
25:54Though several gashes have been opened in his skull, Auburn Calloway cannot be trusted.
25:59Both pilots know their strength is quickly running out.
26:03I can't breathe!
26:06I can't breathe!
26:07Sanders, safely back in the driver's seat, must get the plane on the ground, and fast.
26:12Memphis, can you hear me?
26:13Is this Express 705 Heavy?
26:16705 Heavy, yes.
26:18Express 705 Heavy, Memphis Roger, I do hear you.
26:21You can proceed direct to Memphis if able. Expect runway Niner.
26:25The altimeter is 30.29.
26:28You understand we're declaring an emergency.
26:30We need security to meet the airplane. We'll stop on the runway if we can.
26:35Captain Sanders, without his glasses and with blood dripping into his eyes, thinks that the plane is on a course
26:40back to the airport.
26:42But it's still heading southwest, away from Memphis at over 550 kilometers per hour.
26:48Roger. Express 705 Heavy, is the situation under control?
26:53Or is it still in progress?
26:54We appear to have it under control.
26:59Candelino wants to warn the pilot, but he's afraid the crew may still be under attack, and trying to mislead
27:05the hijackers by flying in the wrong direction.
27:07Express 705 Heavy, are you able to turn toward the airport?
27:10Yeah, give me a vector.
27:121-0-0, vector Memphis.
27:16Sanders takes the plane off autopilot, and sets a course back to the airport.
27:22We're turning to the airport now.
27:24For now, aboard the DC-10, the situation seems under control, but a potential disaster is only moments away.
27:33At the Memphis airport, emergency personnel begin to move into position.
27:37We need security to meet the airplane. We'll stop on the runway if we can.
27:42A FedEx cargo plane is about to land, after a would-be hijacker tried to seize control.
27:47All members of the crew are badly injured.
27:53Paramedic David Teague is one of the first to get the call.
27:57They came over the loudspeaker system from the air traffic control center, and I was new to the area, so
28:05I wasn't able to understand them real well.
28:07But I got the words hijacking and some other stuff, and was advised that there had been a hijacking on
28:14an airplane, and then dispatched us out to the runway where the plane was going to be landed.
28:21The airplane is heading for the safety of Memphis airport, but that in itself presents another scary possibility.
28:29The aircraft is more than 16,000 kilos over the recommended landing weight, with more than 38,000 kilos of
28:36fuel still in its tanks.
28:40In most emergency landing situations, there's time and opportunity to dump any excess fuel.
28:45But Sanders knows the switches and levers are too far away to access safely.
28:50You'd have to get up and go back to the engineer's panel where the fuel dumping switches are, and set
28:56up the engineer's fuel panel to dump fuel.
29:00So it's virtually impossible for, say, the captain to dump fuel while he's attempting to fly the airplane.
29:09In the galley, Auburn Calloway still hasn't given up the fight.
29:15Calloway drags himself towards the jump seats with Peterson and Tucker on top of him.
29:22He hopes to gain enough leverage to get back on his feet, where he'll have an advantage.
29:27He was using his thumbs to go ahead and try and push my eyes out, doing everything he possibly could
29:34to break Andy and I down as a team.
29:36You know, we could handle them together, but we certainly couldn't handle it one-on-one.
29:39This is certainly a fight against the clock. Auburn's getting stronger. I know we're getting weaker.
29:45I know if he ever got back in the cockpit, we were history. I just know we had to keep
29:48him. Somehow, we had to keep him from getting back in that cockpit.
29:56Approaching 7,000 feet, the fight in the back started again.
30:00And it was as violent and as loud as when I was in the back in the midst of the
30:05fight. It became so violent and loud that approaching 7,000 feet, I decided that I was going to level
30:11the airplane, turn on the autopilot, go to the back of the airplane, and kill Calloway.
30:19It was so severe, I thought that had to be done.
30:23The DC-10 is less than 40 kilometers from Memphis airport.
30:27Is he under control? I don't know!
30:29The sound of the struggle worries Sanders. He decides this has to end.
30:34I released the seatbelt, climbed out of my seat, headed to the back of the airplane, and Jim Tucker said
30:40to me,
30:41David, I think we have him under control now. I said, are you sure?
30:46Yeah, he is.
30:47He said, I think we have him under control.
30:51Went back to the seat, climbed into the left seat of the airplane, continued to descent on down toward the
30:57airport.
30:59Express 705, have you verified the situation is still under control?
31:04Yeah, we're, uh, sort of under control.
31:08Wind is, uh, 0-3-0-1-5, cleared to land runway Niner.
31:17Clear to land.
31:19Now Sanders faces yet another possible disaster.
31:22The delay caused by getting out of his seat means he's way over the normal approach speed, too high and
31:28too fast.
31:29He'll not be able to slow the overweight plane quickly enough to land on runway Niner.
31:36I'm coming around to 3-6 left.
31:43Runway 3-6 left is longer, at 2,800 meters, but it's perpendicular to his flight path.
31:49To land there, he needs to make a series of turns.
31:52Reasonable maneuvers for a fighter jet or a crop duster.
31:55But for an overloaded DC-10 with an injured pilot, nearly impossible.
32:01First, he must turn 90 degrees to the right, fly parallel to the runway, and then execute a tight 180
32:08degree turn.
32:11Okay, express 7-0-5 heavy, runway 3-6 left, cleared to land, cleared visual approach, 3-6 left. Wind
32:18is, uh, 0-5-0 at 8.
32:23Big angle.
32:24Sanders must ignore the computer warnings and push the plane beyond normal operating limits.
32:29The plane is nearly on its side.
32:31All of a sudden, he just turned it up on his wingtip, looked like a fighter jet, and, uh, put
32:36it in a real tight turn, and then disappeared down behind the terminal when he got down low enough.
32:41We couldn't see him.
32:42And, uh, uh, at first, I thought he might have crashed because there was some construction going on, on the
32:50run, on the airport at that time, and there was some smoke coming up south of the terminal, kind of
32:55where we were going.
32:57A hammer is lying in the galley.
33:01The men struggle to reach it. This could be Calloway's last chance to gain control.
33:08Sanders has turned 90 degrees to the south, flying the downwind leg parallel to runway 3-6 left.
33:15The airplane was probably at about 300 feet above the ground at that time.
33:20The throttles are at idle. They've been at idle since I left 7,000 feet.
33:26That's an extremely unusual engine power setting to land a big airplane.
33:31You always land, make the approach with power on, a lot of power on.
33:35In this case, it was at idle because I wanted the airplane to slow down so that we'd not exceed
33:40the limits of the landing gear and the flaps,
33:44so that we would touch down at or below 195 knots.
33:50With flaps extended and landing gear down, Sanders is still coming in too fast, and he's being bombarded by computerized
33:57auto-warning alarms.
34:01The runway is 2,800 meters long. A normal DC-10 needs only 1,900 meters to stop.
34:07But Flight 705 is too heavy. Even this runway may not be long enough.
34:18Peterson manages for the first time in the fight to get hold of a hammer, but is extremely weak due
34:24to blood loss.
34:27You gotta hit him, Andy! You gotta hit him!
34:30I was almost like pleading with him, and I told him, I said, Andy, you know, you gotta hit him.
34:34You know, he's about ready, you know, to take us down.
34:37And I guess I gave him kind of a blank stare of, you know, what are you talking about?
34:41And he looked at me real stern like a father would look at his son saying, you've got to do
34:46this.
34:47And he said, hit him!
34:58The DC-10 is only meters above the runway, traveling at 382 kilometers per hour.
35:06Sanders can only hope he won't explode the tires or crash beyond the runway.
35:24Luckily, all 10 tires withstand the landing impact.
35:28Captain David Sanders has landed the plane with only 300 meters of runway to spare.
35:33The crew of Flight 705 is safely on the ground, but not out of danger.
35:47Blow the door!
35:54The chute is covered with kind of a talcum powder, so it won't stick when it needs to be deployed,
36:00but it made it slick trying to go up.
36:04The police and firemen tried to climb up the slide.
36:10One fireman made it almost all the way to the top, and I leaned out the door of the airplane
36:16and pulled him on board.
36:17Who's the bad guy?
36:19That's the attacker.
36:21There was blood all over the floor, all over the ceiling.
36:24The seats in the little area were just covered with blood.
36:29You got any handcuffs?
36:30If not, you better get some, because that son of a bitch is still dangerous.
36:35I need handcuffs. Can you throw me some handcuffs?
36:39Teague is thrown a pair of handcuffs.
36:48Stand here, in the middle of the chain.
36:52Ouch!
36:54Get your foot off!
36:55You're hurting me!
36:58Ow!
37:01Sanders holds Calloway down as Teague examines Peterson,
37:04who barely has a pulse and is the first crew member to leave the plane.
37:13Sanders is the last member of the crew on board.
37:16Standing in the door of the airplane, I had a sense of euphoria I've never experienced before since.
37:23It was the sense of, we had been there, and we came back and we won.
37:32The three men have weathered the attack of a co-worker, but they're badly injured.
37:38Co-pilot Jim Tucker has bone chips driven into his brain.
37:43Flight engineer Andy Peterson's life is in danger from massive blood loss.
37:47Both are in critical condition.
37:52The wounded men are rushed to the regional medical centre at Memphis.
37:55The pilot, Dave Sanders, shares an ambulance with Tucker.
38:00It's only during this ride that he realises the extent and severity of his co-pilot's injuries.
38:06Tucker is taken to emergency by stretcher.
38:09Sanders is helped, but can walk.
38:16Restrained and under guard, Calloway is also taken to the same emergency facility.
38:22But the important question still remains.
38:24Why did Orban Calloway attack the crew of Flight 705?
38:30The full story is beginning to unfold.
38:33Divorced in 1990, Orban Calloway still tries to support his ex-wife and their two children,
38:38and wants to secure their financial future.
38:41He was very interested in the welfare of his children,
38:43very interested that they not live the kind of childhood he had lived.
38:49The evidence for a suicidal mission against FedEx grows,
38:52as investigators search the aircraft and find a letter to Calloway's estranged wife.
38:57Dear Pat, I want you and the kids to know that I lived for you.
39:02I thought of your welfare every day.
39:05Though, for example, how can I guarantee having enough money for Keel and Bernie's Stanford education?
39:12He was obsessed with his financial well-being.
39:16He was interested in his children.
39:20I tend to believe he was interested in his marriage.
39:22I know his marriage was coming apart, or had come apart, basically, at the time of this incident.
39:28But I suspect he was also a difficult man to be married to.
39:32By April the 7th, 1994, Calloway may be thinking his career is over.
39:36Life had been one disappointment after another.
39:39The failed marriage, the kids he can't afford to send to university,
39:43the brilliant pilot who ends up as an engineer on a cargo plane.
39:47And now even that may be about to go.
39:49The following day, he's supposed to report to a FedEx hearing
39:52about falsified information he'd given the company.
39:54During our investigation, it appeared that he had overestimated the number of hours of flight experience that he had,
40:04and that the company was taking a look at this.
40:08Calloway may be afraid he'll be fired.
40:11At just 42, his professional life could be finished.
40:14He comes up with a solution.
40:19The goal is to leave my children well off.
40:23The goal is to escape, I guess, the pain of this life.
40:27I can't continue to participate in this life and still leave them well off,
40:31because I'm fixing to lose my career.
40:34And I won't have the ability to provide for them like I'd like to.
40:38But my life has value if it's given in an accident.
40:44Calloway cashes in all the funds he can lay his hands on,
40:48and sends a total of $54,000 to his ex-wife.
40:52But his life insurance is worth about $2.5 million,
40:56if he dies in a work-related accident.
41:03I would much rather go on a date, time, place, and a method of my own choosing.
41:10I resolved some time ago that the next time my security and future is threatened,
41:15or seriously jeopardized,
41:17it's time.
41:18My time to go.
41:21Perhaps he believes his family would receive the maximum insurance payout
41:25if he crashed the plane in an apparent accident.
41:37If this was Calloway's idea, he was planning it perfectly.
41:41He was armed with unusual weapons for a hijacking, hammers and a spear gun.
41:46After injuring the crew, he could take control of the plane.
41:50A bomb or gun could leave traces of the scene of a crash.
41:54But if investigators found a spear gun or hammers,
41:57it would be very difficult to tie them to an attack on the crew.
42:04I believe it would have been impossible to tell the difference in the type of injuries that a hammer would
42:11have made
42:12with the type of injuries that you might sustain in a large crash.
42:17Auburn had spent the week leading up to this incident preparing to die and basically get his affairs in order.
42:26Calloway even goes to a lawyer to change his will before boarding the FedEx flight.
42:33He left his will and testament on his bed so that it would be easily found.
42:42For any crash to look like an accident, there is a key obstacle.
42:46The plane's cockpit voice recorder.
42:49Switching off the CVR's power would disable any recording.
42:53I think she'll fly.
42:55There's only nuts and bolts in there.
42:56Yeah.
42:59If Peterson in his pre-flight inspection discovers the throne switch, it would be a setback.
43:04But Calloway would know he simply has to fly the airplane for half an hour.
43:08That's the length of the tape's recording time.
43:11After 30 minutes, any incriminating recording would be gone forever.
43:18The flight of FedEx 705 took about 30 minutes.
43:22But the impact it had will last for years.
43:26He was convicted of attempt aircraft piracy, an offense that carried a minimum of 20 years confinement and up to
43:35life in prison.
43:36Although Auburn Calloway pleaded temporary insanity at his trial, the jury didn't believe him and found him guilty.
43:44On August the 11th, 1995, he was sentenced to life imprisonment in a federal penitentiary.
43:49He has no chance of parole.
43:53The pilots on Flight 705, they are the real heroes.
43:58It is amazing that they were able to do what they did, given the injuries that were inflicted upon them.
44:06When someone's struck with a hammer on the skull, there can be linear radiating cracks that go out on the
44:13skull.
44:14And then if it's hard enough, there may well be an end-driven bone right at the site where the
44:19hammer head hits the skull and drives it into the skull.
44:23This is a replica of my skull cap. It was put together by use of a CAT scan protocol to
44:31give the proper shape of my skull and also the shape of the defect that we're dealing with here.
44:37This is the area that I was hit on the left parietal. For a year and a half, I was
44:41actually walking around in this configuration.
44:44It took two and a half years to recover completely because I had to learn how to walk, talk and
44:49chew gum all over again. I had three major operations.
44:51I operated on him twice more after his initial injury and then followed him through his rehabilitation.
44:58They can fashion a piece of material to fit the exact size of the defect, the shape of the skull
45:07and, of course, the thickness of the skull as well.
45:08It's a blown acrylic called an HDR or hard tissue replacement.
45:14On May the 26th, 1994, the crew of FedEx Flight 705 was awarded the Airline Pilots Association Gold Medal Award
45:22for Heroism, the highest award a civilian pilot can receive.
45:27However, because of the legacy of their injuries, none of the crew has been certified as medically fit to fly
45:33commercially.
45:34I always thought, I'm going to fight, I'm going to overcome this thing.
45:39Except that that's when they found out that I had a slight seizure disorder.
45:43I'm seizure free, but it's because I had to take medication.
45:47And the only way for me to be able to fly without somebody with me is to be off of
45:54medication.
45:55At this particular point, it's been ascertained that I'll never be able to do that.
45:59I'll be on medication for the rest of my life.
46:01I miss the flying. Every time I see an airplane go over, you know, I wonder where it's going.
46:06So I miss that part of it.
46:09But I really cherish the fact that, you know, I'm still alive and able to be with my family.
46:16The bond of pilots and what you do together in the airplane, outside the airplane, all that, I miss that.
46:28I miss it very much.
46:45I miss it very much.