The Mysterious Tragedy Of Aeroperú Flight 603 | Mayday S1 EP4 | Wonder

[Music] [Music] we are in an emergency [Music] [Applause] you're observing and crossing the 260 of lima at 31 miles west level is 10 700 velocity october 1996 a state-of-the-art passenger jet careens out of control for 30 horrific minutes then crashes into the pacific ocean [Music] [Music] what could have brought down aero peru flight 603 the answer to the mystery may be found in the aircraft's black box flight recorder a puzzle which investigators must solve the story they uncover is how a simple human error set off a chain of events that ended in tragedy [Music] 2 cent of american money brought down a 75 million dollar aircraft and killed 70 people this kind of a problem that they faced that night was um probably one of 10 over the last 20 or 30 years you never lose hope immediately you you know it takes time for you to get to that point that you you will accept the fact that there's no people that got out of their life [Music] lima peru jorge shellers international airport aero peru flight 603 prepared for takeoff to santiago chile the plane was a four-year-old boeing 757 a state-of-the-art passenger jet known for its reliability and safety [Music] aero peru 603 was flown by two of the national airlines best pilots captain eric schreiber 58 and first officer david fernandez 42 [Music] 61 passengers and nine crew members were aboard most were chileans on their way home others were peruvian british italian spanish one new zealander and other latin americans among them the brother-in-law and close friend of mexico businessman monas albert we our companies do business in south america we export and every so often we will go to our clients and and on this trip uh kenny and and abraham went to see some clients in peru and in chile i had a very good relationship with both them with my brother-in-law of course and we were like brothers i loved the guy he married my only sister so we had a great relationship checklists complete first officer fernandez hailed the tower lima tower arrow peru 603 runway one five ready for takeoff aeroproof use noise abatement ready for takeoff on runway one five one five one five transponder flaps one five takeoff briefing complete the captain makes a joke about their precision so accurate we are not even swiss rolling the aero peru 757 was among a new generation of computer-controlled aircraft in which pilots are trained to rely on a central data system designed to reduce errors both mechanical and human the 757 performed perfectly 80 knots check v1 rotate v2 [Music] gear up right within moments the pilots received a highly unusual reading the altimeters are stuck the altimeter indicates the height of the aircraft off the ground it read zero though they were obviously flying the altimeters have stuck yeah all of them this is really new keep v2 plus 10. the 757 is equipped with three altimeters one for pilot one for copilot one backup all three were dead then they lost another crucial instrument the airspeed indicator the speed the speed what's going on we're not climbing i am climbing with the speed hold it maintain speed aero peru 603 left the lights of lima out towards the pacific ocean with no airspeed or altitude instruments the pilots were now flying blind [Music] the air traffic controller in lima maintained contact with the plane noting its altitude and course he did not hear when the pilots got a new minor warning that they must adjust the rudder which steers the aircraft left and right that's strange turn to the right alan mcleod is a veteran air canada pilot they got a rudder ratio warning which consists of an amber light that would come flashing on there with a little beeping horn and a message on this engine crew alerting system saying rudder ratio that's just a system that reduces the amount of rudder the airplane has that can be used as the airplane accelerates and goes faster and faster because it was sensing wrong or improper information it sensed default so it gave a warning to the crew the erratic warnings were being generated by the plane's central computer but the pilots could not understand why [Music] then the dead altimeters sprang to life climb climb climb climb i am climb you're going down david i am up at the speed yeah but it's stuck a mock trim rudder ratio climb climb time time heading 100. now you're it's okay on this head set the climb thrust center autopilot in command just a suddenly the altitude readings returned to normal the moment of calm would be brief just one minute after takeoff captain schreiber attempted to engage the autopilot to give them time to think there is no command the autopilot requires identical data from two of the aircraft's three flight control computers but schreiber's instrument readings were so different from those of fernandez the autopilot disengaged then another alert mac trim indicates that the plane is not flying in a level position yet the 757s seem to be flying normally let's go to basic instruments everything's going to help lock speed trim is a system that trims the airplane it changes the angle of the horizontal stabilizer in the back end of the airplane and that has to be changed as the airplane accelerates to a higher speed was getting false indications so they got a warning that they had an overspeed which of course they didn't that warning would consist of again the master caution and a master warning which is a red light associated with a an oral warning as well despite confusing warnings and no autopilot the aircraft was controllable if necessary shriver could have kept the plane aloft for hours but he decided to land he instructed his first officer to declare an emergency we are in an emergency arrow 603 lima we are declaring an emergency we have no basic instruments no altimeter no airspeed indicator declaring emergency receive altitude we don't have uh we're up to uh 1000 feet approximately 1700.60 confirm if possible if you can change your frequency to 119.7 to make sure you can receive radar instructions just 40 miles from nima the pilots of aero peru 603 now made their first attempt at an emergency landing [Music] puzzled by their problems they began to suspect that the aero peru ground crew had tampered with the aircraft [Music] we changed to 119.7 auto throttle disconnected by itself what's that it's a maintenance move everything what have they done i'll take the controls now okay you have control the pilots did not know that their suspicions were close to the truth but there was no time to speculate further [Music] lima 603 603 lima we request vectors for ils with the help of a guidance transmitter called the instrument landing system or ils the ils provides information on their course while altitude information comes from the aircraft transponder affirmative maintain present altitude what level do we have we have 4 000 feet can you confirm for us correct maintain 4 000. schreiber and fernandez had never experienced nor been trained for this emergency auto throttle disconnect really we don't have any control we don't have any control not even the basics [Music] check everything the airplane was controllable but you first have to diagnose what's wrong and it's very easy for 2020 hindsight sitting here in a chair on a nice sunny day to say this is what he should have done but in the cold dark night with bells and whistles going off it's very difficult to analyze conflicting information that you're getting this kind of a problem that they faced that night was um probably one of ten over the last 20 or 30 years that has been similar to this over the dark pacific ocean the pilots could not determine altitude nor speed by sight they requested that the tower help guide them in air speed is zero all speeds right can you give us the airspeed please if you have us on the radar yes affirmative as of 10 seconds it seems that you're climbing at level 6000 at 22 miles south on heading 195 the air traffic controller's computers calculated a correct air speed by measuring the plane's movement over the ground okay we have that we are on heading 190 and we have but neither the pilots nor the air traffic controller knew that the altitude indicated on the scope was incorrect it was coming from the plane's erratic computer the traffic controller would try to help the pilot but he was receiving the wrong information altitude he was receiving a wrong indication from the captain's altimeter the reason the air traffic control system was transmitting improper altitude readout information to the airplane was because the airplanes altimeter through the air data computer would send the indicated altitude that the airplane was experiencing down to the radar unit and of course it was incorrect and they would read it off their readout down in the air traffic control center and transmit it back to the pilots and of course it was incorrect because they were getting incorrect information to begin with investigators would later discover that aero peru's 603 was drifting downward while the altimeters showed them at a near constant ten thousand feet the passengers was yet unaware of the drama unfolding in the cockpit [Music] avoid large or abrupt radar inputs if normal left hydraulic system pressure available now captain schreiber ordered fernandez to scan the flight manual for some explanation of the yes warnings do not attempt an auto land in lima the air traffic controller continued to guide aero peru's 603 back to the ground aero peru 603 we are observing you now at level 9200 what is your heading now we're heading level 205 affirmative we're turning slowly to the right correct no we are maintaining course to stay away from the coast with incorrect altitude information being transmitted from the aircraft to the tower they did not realize that the plane was descending your distance is 30 miles do you want a heading to proceed to the localizer correct correct we're going to suggest course north 360. three six zero we have problems here reading the instruments you're going to have to help me with altitudes and air speeds if it is possible okay received let's go the approach is set the 757s computer sent critical warnings information that the pilots were trained to obey but could not trust let's try to make a descent on this heading it's climbing the airspeed plummeted to below stall speed and then raced up again let's go down to ten thousand feet how does the speed go away so fast could it be the real speed that's what worries me no i don't think so can you verify our speed please three two zero is indicated we have three five zero but no engines are on idle but we keep accelerating and accelerating okay nerves were now stretched tight you can imagine the pilots they're flying there they don't have a true indication of the speed they're obviously trying to fly the airplane and changing the attitude up and down that in itself will change an indication of airspeed although it was incorrect both pilots were really confused they didn't know what to do they didn't know how to act and they did uh unhuman efforts to save the aircraft but i mean they were really and of all the work and all the confusion and all the alarms fernandez suggested that they try the speed brakes used to rapidly slow the aircraft extend the speed brakes for a moment it appeared to be working then another warning all three indicators are fine on speed finance over speed over speed means the plane is flying too fast the pilots didn't believe it but if it was right the 757 could be torn apart they were forced to make a decision to speed up or slow down if they got it wrong 70 people would die 50 minutes had passed since takeoff then the computerized brain of aero peru 603 sent another burst of contradictory warnings about a ratio it can't be nothing's disconnecting all engine instruments are okay [Music] what can our real speed be indication lima tower provided their only chance of survival we are observing you crossing the 260 of lima at 31 miles west level is 10 700 velocity is approximately zero over the ground perfect the controller's altitude reading was incorrect junk information being generated by the 757s computers and radioed to the tower over speed the brakes were on but now another overspeed warning then the stall warning sounded let's descend can't be over speed we're still flying we get a stall warning that the airplane is falling out of the sky at the same time they got over speed warning impossible to have two contradictory alarms either you're stalling or either you're having an overspeed so that created more confusion really this problem has never happened before it was a new emergency in aviation you always figure what's going to kill me what is the critical thing let's take care of that first and then we'll take care of the other lesser issues later on when you get stall warning or when you get an overspeed indication you need to pay attention those immediately in this case they were getting both a stall warning and an overspeed well which is right first officer david fernandez finally realized that the odds were against a safe landing we request is there any plane that can take off and rescue us acknowledged rescue has been alerted any plane in the area to guide us an arrow peru that may be in the area anybody oh don't say anything like that yes because right now we are in a stall the stick shaker vibrated violently indicating that the 757 was going too slow and could fall from the sky aero peru 603 we have a 707 that is leaving for puduel we will advise him we are not in a stall it's a false alarm schreiber's airspeed indicator read 350 knots well above stall speed no we have stick shaker it has to be but even with speed brakes and everything we're maintaining 9 500 feet why aren't we getting the same readings when the airplane is slowed up to a to a point in the air that it can no longer sustain itself in flight it stalls the wing stalls or stops flying there's a warning system built into the airplane that tells the pilots when that's happening it's known as a stick shaker along with a voice warning which we just heard when the stick shaker goes off because the airplane is slowed down too much you get a warning like this where the control column is shaking and vibrating along with the voice warning saying that the airplane is stalling and of course the pilots would go into the aircraft stall recovery procedure at that point in the battle between man and machine the deranged 757 was winning the pilots now had no sense of where they were or how high they had gradually been descending and were now just one thousand feet over the sea lima tower misguided by aero crew 603's incorrect transponder reassured the pilots that they were at 10 000 feet arrow peru 603 you are now flying on course one two zero we observe you to be at level ten thousand your speed is approximately two two zero and a distance from lima of 33 miles to the northwest the 707 will be ready in 15 minutes to fly west to health the pilots had to abandon their attempt at landing the best hope now was that another aircraft could get airborne and guide the 757 back to the airport to have another aircraft come alongside and formate or you formate on it would have won would have been one way of recovering from this abnormal situation however we must remember that the flight was at night and darkness the pilots may or may not have had any formation flying training but that would have been one way to resolve the problem quite quite well what's happening now the pilots receive the most terrifying warning of all it is called the ground proximity alarm meaning a collision with the earth is imminent still the tower told them they were at ten thousand have feet there is no checklist for if you have these seven or eight warnings going off which they did and they couldn't shut them off it's it's a very it's a very rattling experience i could play that tape for you and you hear those things pull up terrain terrain and and all of these things going off and the stick shaker it's a very unnerving uh environment all the computers are going crazy here schreiber turned the aircraft toward the sea away from a possible collision with a mountain or skyscraper [Music] despite the erroneous warnings the terrain alarm was correct there's a system on board the aircraft crown the ground proximity warning system and it senses a rate of descent in the airplane the irony of the situation was they were getting warnings from that thing too low terrain terrain too low that probably in all probability was a true one but because he'd been subjected to so many warnings and ongoing false warnings horns bells and whistles that they didn't really i don't think react to that too seriously the air traffic controller noted aero peru's new course away from lima arrow peru 603. i don't understand you we observe you turning to the left affirmative we are heading 2-5-0 but we are going out towards sea because of the low terrain alarm the tower confirmed that the 757 had turned away from the airport out toward the open pacific yes affirmative you 42 miles flying to the west forest 250. we are over water aren't we affirmative over the water you are 42 miles to the west now in darkness and heavy haze the pilots had another problem with their speed [Music] are we going down now we have 370 knots are we descending now we are showing the same speed you have 200 knots speed approximately speed 200 knots speed reducing speed slightly the pilots were stunned 200 knots was precariously close to a stall speed yeah we're gonna stall right now [Music] let's go up let's see let's go up here the two men struggle with the deadly situation a computer that warns them of flying too fast too slow and too low all at once [Music] schreiber now decided to risk a second attempt at landing seeking the signal known as the ils to guide the aircraft to the runway i want to try to intercept the ils i'm trying to descend [Music] lima aero peru 603 we will try to intercept the ils let us know if we are in terrain receive 603. the show now level 9 700. the instrument seemed to be working for a moment there was a glimmer of hope this one's right this one's okay too the air traffic controller attempted to raise the pilot's spirits with good news stand by to verify speed the 707 is about to take off it is on taxi it is very important we do not have any speed indications on board understood you're starting to turn and we observe your ground speed at two seven zero stay there eric two seven zero is okay they now knew their speed but altitude remained fatally wrong your speed is 240 knots ground speed on the monitor how can we be flying at this speed if we're descending with engines on idle give me the altitude please yes you are maintaining 9 700 according to the sculpture 9700 yes correct what is your indicated altitude do you have any visual reference 9700 but it is indicating too low terrain are you sure you have us on the radar at 50 miles hey look the 370 we have 370 what do we lower gear [Music] aero peru 603 lima what do we do with the gear suddenly they realize the awful truth [Music] we're heading water pull it up climb climb arrow 603 if you need to pull up for 20 seconds the pilots struggled for altitude [Music] i got it i've got it we're gonna turn over [Music] 603 lima the next morning mexico businessman monas albert learned that an aeroperu flight had crashed five minutes after takeoff the crew informed the tower that they were having an emergency and they requested clearance to return to lima during the process contact with the aircraft was lost at 0 110 with the latest position on the aircraft being 50 miles north of the city of lima about six o'clock in the morning i got up and turned on the new channel and i heard there was a a crash an airplane crash of aero peru but the news mentioned new york to lima rescue operations are underway by authorities the aircraft was carrying 61 passengers and nine crew members his brother-in-law and his business partner were on aero peru 603 so i went to the shower and didn't pay a lot of attention but when i came out they corrected the news and they said from lima to santiago and i knew in that plane kenny and abraham were flying the news was very vague so they mentioned there might be some survivors and they mentioned that the the plane crashed on the pacific ocean and and they didn't have a lot of news and the crash was at night so in my mind i thought that the plane sort of landed on water and and most people got out guido fernandez had just been appointed peru's accident investigator aero peru was his first case the co-pilot david fernandez was his nephew i was in bed it was about 4 30 in the morning and they called me your nephew is lost in an airplane they asked me i mean how do you feel that your nephew was a co-pilot my gosh i feel very bad but i'm a professional i have to do a job i have to comply and complete my my duty so that's what i did fernandez rushed to the crash site in a navy helicopter it was clear there were no survivors nine bodies were floating in the debris the rest sank with the 757 fernandez met with the air traffic controller at lima tower his account was baffling well the controller really didn't know he was just trying to help did all he could to help him but unfortunately for him it was a new emergency too fernandez put thoughts of his nephew out of his mind his job was to retrieve the aircraft's flight data and voice recorders to determine what happened he needed help fernandez contacted the national transportation safety board in washington dc the world's leading agency for air accident investigation they had found the aircraft it was uh pretty well documented by radar uh the navy the peruvian navy had uh gotten a uh fix on the flotsam and the wreckage in the ocean and the only thing left to do was find it on the bottom of the ocean which they did not have the facilities for flew to lima to join guido fernandez's effort to find answers i found out that his nephew was the first officer i suggested that perhaps they should consider removing captain fernandez from the investigation because of emotional involvement and what have you the american investigators concerns soon vanished he was very objective i would say an excellent investigator considering that it was and not a distant nephew i mean it was his very close relative he did an outstanding job the black box in the boeing 757 can emit a locator beacon for 30 days before batteries run dead [Music] the u.s navy provided underwater remote operated vehicles to survey the debris field seeking the black boxes [Music] the wreckage confirmed that the plane went down in one piece [Music] i've done in-flight breakups that were spread over 15 16 miles and maybe a mile and a half wide which tells you instantly that just what you know of the looking at the wreckage that this thing didn't hit in one piece it clearly was disintegrating as it was crashing but in this case it was a fairly tight debris field and so obviously it hit at high speed and was fairly closely knit with a wreckage pattern the data recorders were retrieved from the 757 brought to the surface the boxes were placed in coolers full of fresh water to keep them from oxidizing they were taken back to washington for analysis at the ntsb the cockpit recorder could offer the evidence investigators sort every word spoken by pilot schreiber and fernandez and every unnerving alarm was recorded on audio tape [Music] the recorded voices were faint sometimes hard to make out but the chaos in the cockpit rang through with chilling clarity [Music] the tape was digitized into a computer filtered and enhanced now investigators have the clue they've been looking for [Music] it was clear to us that they're what they were really experiencing a problem with air speed and altitude and the airspeed and altitude indications in the aircraft are strictly a function of the what we call the pedostatic system the pitostatic system is found on all aircraft large or small external ports measure outside air pressure to provide data on altitude and speed if these ports are blocked the plane's computers receive false data and generate false warnings but why these ports will be blocked was a mystery robotic vehicles searched for the missing piece of the puzzle [Music] what they found stunned investigators captain schreiber's static port was completely blocked with tape investigators now learned what happened just before aero proof 603 lifted off from lima maintenance workers cleaned the aircraft a worker covered the static ports with tape to protect them this is standard procedure but he forgot to remove the tape it was a small oversight with catastrophic results the taping was never removed and when the airplane departed and started to fly and nothing but trapped static sea level air pressure was sensed by those instruments and in a matter of fact the airplane was climbing up in thinner air and the um the information presented on the instruments and to the air data computer was false which generated just totally non-normal readings the inspector who was supposed to quality check his work did not do it and the supervisor out on the line that night was not there he was sick and there was a a regular mechanic who was filling that role he did not see it and the captain or the pilot in this case the captain did the pre-flight um they do a walk around looking for just that kind of thing the captain did the pre-flight that night and he did not detect it either a little piece of paper with glue caused an accident but the paper and the glue are not to blame humans are to blame because humans use that tape in their own place for their own purpose another accident shockingly similar to aero peru's 603 had happened just eight months earlier to another 757 in february 1996 189 people died when a german charter called bergen air crashed five miles after takeoff from puerto plata dominican republic the ntsb assisted in the investigation [Music] a survey of the wreckage revealed that one pitot tube the other critical part of the pitot static system was blocked as with aero peru 603 knight was the pilot's worst enemy the bergen air pilot flipped the plane upside down before crashing into the sea the bergen accident clearly pointed out already that a crew will get confused by these cryptic advisories rudder ratio mark airspeed trim and not getting a clear indication uh what the underlying problem is which is a problem with the air data computer or anything which comes behind it the pitot tube or the static port these were effects which were well known to the manufacturer and so it happened again three months after the bergen air crash bulletins were issued to all airline carriers about the pitostatic problems but aero peru had not yet implemented the changes the bulletins and the let's call it the fruits of the dominican republic investigation of bergen air had not yet reached arrow peru at the time this accident occurred the peruvian government very correctly made a point of that in their report on the accident saying that they should have given more impetus to those recommendations to get them out to the industry quicker well it's very unfortunate but it comes back to the fact that communication in aviation is sometimes deficient there is not that high level of exchange of information between different operators as they're all competitors they do not exchange certain information and specifically not the one which is safety related and that's definitely the case in the in the air peru accident 9700 but it is indicating too low terrain even if schreiber and fernandez had known about bergen air it may not have helped them survive given the high pressure of their situation it's easy to sit here in the 757 cockpit and play the monday morning quarterback uh having heard the bells from the overspeed warnings the ground proximity warning the stall warning was very easy to do that and sit here and say what i would have done being an experienced pilot but to put yourself into the position of those two pilots at night they were in an extremely difficult situation to fly that airplane and and recover from that that experience [Music] two weeks after the crash monis albert joined dozens of grieving families seeking the remains of his brother-in-law and friend he finally identified them in a lima morgue i wanted to find them i really wanted to find them and and one part of me didn't wanted to find him because there was this fantasy that if i don't find him maybe they're in an island with a with a with a drink and looking at some girls dancing i can close the chapter i can i can go and take him and have him buried and and there'll be a place for the family to go and and put some flowers once in a while and and say okay my my brother-in-law's here my dad is here my husband is here now that investigators had the answer to the mysterious loss of aero peru 603 the lawsuits began in november 1996 a miami lawyer took on the case on behalf of 41 passengers and crew arguing that the manufacturer boeing was liable for the accident [Music] boeing has to foresee the misuse of their product in other words the manufacturer of a product is legally liable for the foreseeable misuse of their product if it can be corrected in other words boeing built the airplane with a potential hazard in it that hazard is that in order to clean the airplane you have to cover the static port and if you don't take it off the airplane can crash i wanted them back and since i couldn't get him back at least i wanted the wives of the victims to get compensated how much is that worth i don't know i didn't know abraham i had three daughters and now they don't have a father so what is the compensation the best compensation is if can be done is getting back give them life back again but because that is not possible then the other possibility is to get a monetary compensation and then you fight for the best compensation you can get boeing argued that aero peru was at fault not its 757 an aero peru worker taped the static port which is marked with clear warnings boeing also blamed captain eric schreiber it was his job to visually inspect the aircraft before taking off but investigator richard rodriguez can understand how schreiber overlooked the tape on the static port one of the reasons is it's very high it's about maybe 15 17 feet up in the air and at night with a flashlight and this happened to be duct tape which you're not supposed to use they specify the tape and it was duct tape which is silver so it would not distinguish itself against the background of the fuselage of the aircraft so basically three or four people failed to detect the tape on the aircraft prior to departure as the search for blame continued the worker who taped the ports was jailed for his negligence lawyers the lawyers you know sometimes they confuse the matters and they [Music] send the guy and ask people questions and ask questions and the one that stuck the tape was a painter it was the the lowest cultured and the the one that knew less about what could happen and the judge resolved that he was the one responsible and he was in jail so that you don't lose the airplane because a maintenance man making two dollars an hour down in peru makes a mistake it's foreseeable that that kind of a person is going to make a mistake that's human nature they're going to make a mistake and you build your system so you don't lose your 50 million dollar airplane because a maintenance guy makes a simple mistake schreiber and fernandez were also scrutinized veteran pilot alan mcleod believes that in their situation he would not have attempted to land he would have continued to fly for as long as he could with the plane angled upwards slightly and the speed set just above cruise [Music] experience has shown that if if you don't fly the airplane when you're experiencing an abnormal situation and they certainly were you must fly the airplane just concentrate on flying the airplane and get the airplane under control first and foremost are we going down now we have 370 knots if you don't do that the airplane's going to bite you and you're going to end up in more serious situations so i would fly the airplane make sure i was able to fly it safely if only by using the attitude direction indicator and normal power settings that i was familiar with and then eventually work my way back and get it on the ground pilots call it flying by numbers relying not on computers but on basic aviation and human instinct it always becomes a problem when pilots are reduced to be push button nests the man machine interface has to work and has to work as humans are to operate these airplanes they have to be to be designed appropriately for the use of a human being of course you can put in all digits and numbers and and and and computer gimmicks and you can but still it's man who has to operate and survey it and i believe a human being should be in charge in 1999 boeing and aero peru decided to settle the lawsuits out of court families and loved ones received an exceptional settlement averaging a million dollars u.s per victim the damages were high because of the terrible way the passengers and crew on aero peru died we were able to show that a lot of the people were alive in a crash like this a lot of the people would survive the crash and then died of drowning there was no question in our minds that the people suffered terrible terrible terror and pain when this happened to them they were horrified they were awake they knew what happened the disaster helped sink aero peru combined with increased competition and rising debt the national airline went bankrupt in 1999 boeing increased training on pitostatic problems and issued new regulations about unapproved static port covers since 1996 there has not been another pitostatic failure like the one on aero peru 603 the designers of these products the manufacturers of the products i know that they have to take safety into account they have to of course they do that because they know it's the right thing to do but they also know that if they don't do it there's going to be somebody watching them that's going to investigate it that's going to find out why it happened and that they're going to be accountable for what they do wrong and that if they don't take into consideration safety they're going to have to pay for it well it the accidents made the aviation industry aware that something simple like a pitot tube or a static port can cause a major incident or even an accident and even airline pilots were reminded that this is a vital basic thing and it may happen and this is the way how to prevent it to turn into a catastrophe the case was settled the industry repented and moved on such is the world of commercial aviation but it was little consolation for those whose lives were scarred forever by an insignificant piece of tape they suddenly say that guy doesn't exist anymore it's very hard [Music] to swallow that it's very hard to to understand and it took me a long time to accept so the memory is still there and it will be there for a long time i'm not going to let go i don't want to let go [Music] you

Channel: Wonder

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Keywords: Wonder, wonder channel, survivial videos, survival stories, i shouldn't be alive, wonder i shouldn't be alive, outdoor channel, extreme documentary, air crash investigation, plane crash, aeroperú flight 603, air crash investigation 2020, air crash investigation 2021, air crash investigation full episodes, plane crash documentary, plane crash documentary 2021, plane crash 2021

Id: Byq4Aj5L5qk

Length: 51min 43sec (3103 seconds)

Published: Thu Mar 25 2021