Speaker 1: More people are flying than ever, and cameras and phones
are all part of the trip, capturing unbelievable moments of danger.
Speaker 2: The plane.
Speaker 1: For the first time, we unpacked the science of what's
really going on in these caught on camera crises.
Speaker 3: Grace for Impact, Grace for.
Speaker 1: Impact, revealing in forensic detail how and why flights turned deadly.
Speaker 4: He was literally clinging to the air to stay ab.
Speaker 1: Unraveling secret stories from cockpit error to engine failure.
Speaker 5: We just had an announcements We've got on emergency landing.
Speaker 1: From freak weather to meltdown on the runwaysh discover the
surprising truth behind planes gone viral. With more aircraft in
the sky than ever before, pressure on pilots has never
been higher. Do you want to dispatch the emergency vehicles?
They need to get us safely where we want to go,
when we want to get there. But every time we
take to the air, there's a risk that the pilot
may make an error.
Speaker 6: Oh my god, it's gonna stand Come on, buddy.
Speaker 1: A sudden lack of concentration.
Speaker 7: It's like time slowed down.
Speaker 1: A miscalculation or a wrong command at thirty five thousand
feet can end in disaster.
Speaker 4: He was literally clinging to the air to stay airborn.
Speaker 1: But sometimes a cool head can be all a pilot
needs to save the day.
Speaker 3: I wouldn't be sitting here today if it wasn't for
his ringers.
Speaker 1: And turn a potential tragedy into triumph. November one, twenty eleven,
lot for Like to zero sixteen approaches Warsaw, Poland after
an eight hour flight from Newark, New Jersey, on board
two hundred and thirty one people.
Speaker 8: This flight was the same as any other flight.
Speaker 1: For the passengers. The initial descent seems normal, but pilot
Captain Varona and Polish air traffic Control realize they have
a problem.
Speaker 8: Things started getting a little unusual and there was a
lot of activity with the flight attendants going back and
forth to the cockpit area, you know, stopping against sam ray.
Speaker 1: The Polish Air Force scrambles to F sixteen fighters to
shadow the flight, but they can only confirm what the
crew already know. This Boeing seven sixty seven is coming
in with no landing gear.
Speaker 9: I looked out the window and I saw F sixteen
circling our plane.
Speaker 3: Yeah, this just is not a normal occurrence.
Speaker 9: There were people who were screaming at certain areas of
the plane and just you know, wanting answers, while't even
know what was happening.
Speaker 1: What's happening is the seven sixty seven is circling Warsaw
to burn off excess fuel ready for an emergency landing.
Speaker 9: And as we were circling around, they didn't tell us.
Speaker 3: We didn't know why we were making this emergency in
the landing. We didn't know what the actual reason was.
Speaker 1: To minimize the risk of an explosion. Captain Rohner wants
his fuel tanks running on empty wheels or no wheels.
This plane's coming down.
Speaker 9: We're getting closer and closer to the runway. I see
the plane lowering, lowering, lowering.
Speaker 1: No one has ever tried to land a seven sixty
seven without wheels.
Speaker 3: Grace for impact, Grace for impact. I was never so
fearful in my life.
Speaker 9: The prospect of death being moments away is a darting prospect.
Speaker 1: The aircraft finally screeches to a halt, but the danger
is far from over.
Speaker 9: Of course, everybody roared with the applause, you know, everybody
was celebrating, and literally we had the flight attendant scream.
Speaker 3: Get off this plane now, and made everybody get up
and we're hysterical and in fear that this plane was
going to blow up. There was smoke.
Speaker 8: Coming into the plane from the engine that was on fire.
Speaker 3: It smelled the smoke and it smelled like burning fuel.
Speaker 9: Those slide rafts came out and everybody is literally in
a mad dish to get off the plane.
Speaker 1: The evacuation takes just ninety seconds. Amazingly, not one of
the two hundred and twenty passengers or eleven crew are injured.
The problem begins as the plane leaves Newark. Just after takeoff.
Captain Varner pulls up the wheels. Immediately, cockpit alarms indicate
a fault with the hydraulic system powering the undercarriage.
Speaker 4: This lot Polish Airlines aircraft had a hydraulic problem. It
wasn't affecting the flight, but it affected the way in
which the undercarriage of the aeroplane the airplane's wheels could
be lowered.
Speaker 1: Fortunately, modern aircraft have an electrical backup if the undercarriage
hydraulics fail. Captain Varner flies on to Poland, assuming he
can use the standby system. When he comes into land
in Warsaw after a flight of almost eight hours, he's
making his final approach to Warsaw Airport, knowing full well
he has no hydraulic system to lower the landing gear.
It's time to employ the electrical failsafe backup. The only
problem with the backup is that you can't test it
in flight. You can only use it once, and then
only when you really need it.
Speaker 5: As the aircraft approached Warsaw, then the flight crew obviously
needed to lower the undercarriage before landing.
Speaker 1: As he nears the airport, Captain Vrohner engages the backup
system and nothing happens.
Speaker 5: They tried lowering it with the standard system and that
didn't work. They tried to lower with what's called the
alternate system. That didn't work as well.
Speaker 1: Vrona is high and dry over Warsaw with no hydraulics,
no electrical backup, and no wheels. Flight zero sixteen is
in trouble, deep trouble.
Speaker 4: So the crew told the air traffic control and circled.
Speaker 1: The fail safe system has failed.
Speaker 5: It's one of those days where it's a hard day
at the office, but you're trained for it.
Speaker 1: With no undercarriage and the lives of two hundred and
thirty one people at stake, Vroner has no option but
to land the plane with no wheels. In a normal landing,
he'd lift the nose slightly to reduce the rate of descent,
landing on the back wheels first before engaging reverse thrust
and applying the wheel brakes. With no wheels and no brakes,
Broner's best chance is to touch down resting on the
two engines and the rear part of the fuselage as
delicately as possible. It's what pilots call a gear up
or belly landing.
Speaker 5: Eventually, they had decided that they had to do a
gear up landing, so no undercarriage legs coming down.
Speaker 1: This will hopefully ensure it lands relatively smoothly on the
engine casings instead of slamming down on the nose or tail,
causing the plane to cartwheel and explode.
Speaker 5: For a pilot, it's not really something you want to do.
Speaker 4: I wouldn't like to have to do a bonny landing.
Speaker 10: I wouldn't.
Speaker 4: I'd very much not like to be a passenger. During one.
Speaker 1: One hundred and seventy nine tons of Boeing seven sixty
seven is about to hit the runway at one hundred
and eighty miles an hour with minimal directional control and
no brakes. Emergency services spray foam on the runway in
a desperate attempt to stop Flight zero sixteen turning into
a fireball.
Speaker 4: It would feel dreadful, The noise would be frightening. The
mere fact that you know exactly what's happening that's going
to be absolutely awful.
Speaker 1: So why didn't this aircraft catch fire when it's smashed
down on its enngine? Up to eighty percent of the
material used in a modern aircraft is aluminium. It's both
light and strong. Crucially, unlike steel, aluminium doesn't produce many
sparks during friction, and the remaining fuel on this boeing
is in sealed tanks well away from the engines. So
if the landing is controlled and smooth, the hope is
the aircraft is less likely to catch fire, which means,
thanks to Varna and the emergency services at Warsaw Airport,
this was one belly landing that didn't go belly up?
But how had the failsafe system failed?
Speaker 5: Essentially, the undercarriage didn't come down when they were required
to on approach. What they hadn't detected was the fact
that a circuit breaker, which is like a fuse that
had popped now wider pop nobody knows.
Speaker 1: Accident investigators discovered that the supply of electricity powering the
backup landing gear had cut out.
Speaker 4: That had been switched off, and they didn't know that,
and that's why the standby system for lowering the wheels
wasn't working. There was nothing wrong with it, it was
just switched off.
Speaker 1: Someone had accidentally knocked the switch and this went unnoticed.
A simple incident, but one that nearly led to a
fatal disaster. Six days after pulling off his spectacular landing,
Captain Varner was awarded the Order of Polonia Restitutor, one
of Poland's highest decorations, and acclaimed a national hero.
Speaker 3: He knocked it out of the park.
Speaker 8: Captain Rona is a hero and I will be forever
indebted to him because I wouldn't be sitting here today
talking to you if it wasn't for his greatness.
Speaker 1: Despite increasing levels of aircraft reliability, pilots still require a
great deal of training, skill, and crucially calmness under pressure
to captain a commercial aircraft. In the US, the Federal
Aviation Authority stipulates you must clock up at least fifteen
hundred hours in the air. But the man at the
controls of this light aircraft still has a long way
to go. Twelve thousand feet above Wisconsin, three skydivers are
seconds away from their sixth and final jump of the day.
Two Cessna's are flying in close formation, and just as
the sky divers they're about to jump.
Speaker 7: They're flying and they're getting ready to go ahead and
get out. So I was actually the first one out
the door, and I climbed all the way out to
the outside of the strut, and I hang on out
there while everybody else is climbing out of the airplane
getting ready to jump.
Speaker 10: I felt just jold, and.
Speaker 7: I knew that the airplanes had collided, so I.
Speaker 3: Just let go.
Speaker 1: This is one jump the skydivers will never forget.
Speaker 11: I was getting ready to climb out of a plan
to get to the Native.
Speaker 9: And then it just exploded.
Speaker 11: The w seared off our pilot, and the cheese queens yelled.
Speaker 3: For us to go.
Speaker 11: So I jumped out and trying to get as far
away from the debree as possible. Dorm was exploded in
and it was really really hot, and there were cleans
and three everywhere.
Speaker 1: Incredibly, all eleven people on board the planes lived to
tell the tale.
Speaker 7: I just watched this on fold in front of my face,
and it was like slowed down.
Speaker 11: Ten bodies skydiving through the air, all going in different directions.
It's absolutely a miracle.
Speaker 3: That no one was hurt for kills.
Speaker 1: So what caused this spectacular mid air collision.
Speaker 10: Well, the two aircraft were information because the jumpers wanted
to jump simultaneously and close together and probably link up
in the air before they deployed the shoots.
Speaker 1: When flying in formation, the lead plane should maintain a
constant speed to keep the formation tight. The trail plane
must hold its position relative to the lead plane, remaining
within one hundred feet of the plane up front at
all times. It's vital good visibility is maintained. The trail
pilot must react to even the slightest adjustments in speed
or altitude of the plane in front.
Speaker 7: As soon as they see us lead, they leave. So
that's generally how it works.
Speaker 9: Does not.
Speaker 1: As the skydivers ready to jump, suddenly they find themselves
pinned between the two aircraft. It's only sixteen seconds since
the first jumpers climbed out.
Speaker 5: When you fly in formation, then you generally have the
least experienced pilot as the lead, and the more experienced
pilot will follow you off to one side and slightly below.
Speaker 4: The lead aircraft is responsible for lookout, to make sure
they don't bump into other aeroplanes, for navigation all the rest.
And this guy, he has no other responsibility except to
keep the other guy in sight to stay with him.
That didn't happen.
Speaker 1: What did happen was that the trail plane got in
front of the lead plane, which was now above and behind.
The pilots lost sight of each other, with dramatic consequences.
Inexperience led the two planes onto a catastrophic collision.
Speaker 11: Cause our pilot in the chase plane it was his
first time whind that position in a formation.
Speaker 5: In this particular situation, everything is reversed. We end up
with the more experienced pilot flying in front, and he
ends up on top of the other airplane rather than
behind to the side and below.
Speaker 4: In the Cessna one eighty series aeroplanes, these both were
they've got high wings. When you're like that, you can't
neither can see the other.
Speaker 10: See and avoid is the rule in this situation. If
you don't see, you can't avoid. And I think it's
as simple as that.
Speaker 4: This guy, who should have been following and keeping inside
the lead aircraft at all times, lost sight of him,
didn't know where he was. And the drill at that
point is to break off and get clear and then
established level flight, look around and then find out where
he is and then rejoined safely. Okay, that's the drill.
But no, he lost sight of him and thinks, oh,
what's going on here?
Speaker 1: So on top of having the most inexperienced pilot leading
the formation, the Cessna design with the overwing restricting vision
caused the trail pilot to lose sight of the lead
But why in this catalog of errors wasn't either pilot
able to take evasive action sooner.
Speaker 5: One of the problems with amid air collision is the
fact that there's no relative movement to the aeroplane. The
airplane looks the same angle out of the window as
you approach the collision.
Speaker 1: According to the FAA, while looking for other planes in
a largely featureless sky, pilots may suffer from a phenomenon
called eyemiopia. When our eyes scan blank sky, there is
little to focus on. Our focal length remains short. We're
not likely to see another airplane closing in, even if
it's in plane sight, and by then it's often too late.
Speaker 5: So all you have is a dot that gets bigger
and bigger and bigger. And our eyes are built to
detect movement, but there's no relative movement in this case. Actually,
it can be very difficult to see an aeroplane that
you're going to collide with.
Speaker 7: Well, I never saw the other airplane comings cordus. What
I felt was I felt the other airplane hit us,
and I just decided time to go.
Speaker 10: So I let go.
Speaker 7: We skydive because we want action, we want things to happen.
Speaker 3: Well, that was about of action.
Speaker 1: Miraculously, everyone survives and without serious injury. Almost as incredibly,
no one is struck by falling debris from the exploding planes.
Speaker 4: They were damned lucky that somebody didn't either directly get
hit by wreckage or didn't get their parachutes snagged in
some way while they were trying to get clear of
the damaged aeroplanes. The wing that detached, and then the
aeroplane tumbling through the sky, the remainder of the airplane
to through the sky.
Speaker 11: We're falling than the debris, but once the opener, parachute
is actually going to be quite opposite, and the degree
is going to be calling faster than us. So I
wanted to make sure I had it as a pair
of airspace as possible to pull my parents deeply and
make it back to the ground.
Speaker 4: The potential for having your parachute wrecked or your parachute
rigging snagged in something. And the pilot of the terminally
damaged aeroplane managed to extricate himself and use his emergency
chute and he landed safely. Ah, that's a nightmarish to have.
Speaker 11: Both feet on the ground and to know that I'm
going to see my son, and I'm going to see
my family, and I get to continue to live, not
to survive life, but live life. That was a very
powerful experience that absolutely changed my life and changed my
life for the better.
Speaker 1: Mid Air collisions are extremely rare, and accidents at altitude
account for only about ten percent of all aircraft disasters.
Over two thirds of all airplane incidents occur during takeoff
or landing, which makes these by far the most dangerous
phases of flying. Twenty third July twenty sixteen, a Royal
Air Moroc Boeing seven three seven is preparing for takeoff
at Frankfurt Airport, Runway eighteen, destination Casablanca. It seems like
a standard takeoff, but the plane has barely left the
ground when it quickly touched down again. The pilot attempts
a second takeoff, but again it can't get off the ground.
Something is clearly wrong. This time, the aircraft's tail is
perilously close to the tarmac. This plane is running out
of runway and the pilot is running out of options. Finally,
on the third attempt, the seven three seven lifts off,
its passengers, unaware of how close they came to disaster.
So what caused this near catastrophe.
Speaker 10: In the case of the Air Moroc it looks as
though the pilots were trying to get the aircraft into
the air before it was ready to go.
Speaker 5: As you take off down a runway, you set the
engine power steal the aeroplane straight down the runway, and
as the speed builds up, you need to lift the nose.
This is called rotation. So one of the pilots will
say this is the speed to rotate the aeroplane out
and then you start to pull the control column or
the stick towards the back. The nose lifts up and
then the aeroplane should climb away.
Speaker 1: At take off speed. The pilot pulls back the control column,
lifting the aircraft's nose until it rises to an angle
of about twelve degrees and the plane lifts up.
Speaker 10: If you observe an aircraft taking off, it's almost seamless,
so as the pilot rotates, the aircraft starts to lift
off almost immediately. What happens in the case of that
clip is that the aircraft rotates into the flying attitude,
but it's sort of almost bouncing along very light, but
it's not climbing away.
Speaker 1: So it appears the crew on the Royal air Morock
flight a rotating at too low a speed, lifting the
nose of the plane too early, which could have caused
the tail to hit the runway. Fortunately, they managed to
control the pitch of the aircraft enough to avoid a
tail strike before increasing their speed to achieve a successful takeoff.
Speaker 10: The other possibility is that the correct thrust was not set.
The aircraft does appear to be reluctant to fly, but
eventually it does and after that it seemed to climb
away quite normally, which might be an indication that they
suddenly went oh, not enough power more and the aircraft
accelerated and climbs away normally.
Speaker 1: So, although it seems like pilot error is to blame,
a Raal Airmerock statement claims the landing of a Turkish
air flight just moments earlier caused the problem. They point
out that the Frankfort tower advised the Morocc captain of
the presence of wake turbulence over the runway. Wake turbulence
is a disturbance in the atmosphere that forms behind an
aircraft as it passes through the air. A wing tip
vortex is the most dangerous component of this churning air.
It occurs when a wing is generating lift, thereby causing
a vortex to trail from each tip.
Speaker 10: So you've got high pressure air underneath, you've got low
pressure air, which is the lift sucking, or two of
them will act together to produce what we call lift.
What happens to the wingtip when those the high pressure
underneath meets the low pressure up dear starts to spin
what's know as a vortex.
Speaker 1: Wingtip vortices spread laterally away from the plane. Their strength
determined primarily by the and air speed of the aircraft.
During takeoff and landing, aircraft operate at a high angle
of attack, which maximizes the formation of strong vortices. This
makes wake turbulence most dangerous during takeoff and landing, when
there's little altitude for recovery. If the onset of wake
is occurring, immediate invasive action is vital.
Speaker 10: And that's why there are minimum separation distances for times
between aircraft arriving on the same flight path.
Speaker 1: As a result of the alleged wake turbulence, air Morocs
said that their captain performed a maneuver to accelerate in
order to achieve speeds permitting a safe takeoff. However, an
accident investigation said it wasn't possible to establish whether this
was the cause and decided to refrain from initiating an investigation.
Speaker 5: Certainly, the way that the aeroplane was flying doesn't necessarily
look as if it was encountering awake turbance.
Speaker 10: There was some explanation proffered about wake turbulence from the
flight bef ire. No, I don't give that much credence
at all.
Speaker 1: Whatever the reason, and despite a very shaky start, the
aircraft continued safely on to Casablanca. Although flying is safer
than ever, flight deck confusion is by far the leading
cause of commercial airline accidents, with close to eighty percent
of all incidents caused by pilot error, and when it
comes to light aircraft, the skill the limit. June thirtieth,
twenty twelve, a group of family and friends are returning
from a hiking trip in the aptly named frank Church
River of No Return wilderness in Idaho. The aircraft, an
aged Stinson one oh eight, is at Bruce Meadow's High
Altitude Airfield, taxiing down the five thousand foot dirt airstrip
with full fuel tanks and four people on board. The
plane is close to its maximum takeoff weight.
Speaker 10: It's a four seater with four people in it. A
lot of light aircraft, you can't have full passenger load
and full fuel.
Speaker 1: The plane struggles to get lift and about three quarters
of the way down the strip it's still not airborne.
Rapidly running out of runway, the pilot is about to
abort the takeoff when a gust of wind lifts the
plane into the air.
Speaker 5: This is the time where you just land the aeroplane
back again, or you get a taxi home.
Speaker 1: The plane may be airborne, but the pilot still can't
get the Stinson to climb as expected.
Speaker 10: He seemed to have a minute or two where he
could have just landed it on the grass, But to.
Speaker 1: Do that, the Stinson is now getting perilously close to
the trees. But how did this seemingly simple take off
end in disaster. To minimize the risk at high altitude,
all pilots are required to use charts to calculate their
density altitude before takeoff.
Speaker 4: To work out what the engine performance will do. Aviators
use a system known as density altitude. It's an equation
where you bring together two factors, the temperature and the
thickness of the air, or the thinness of the air
at altitude.
Speaker 1: Bruce Meadows Airfield is six three hundred and seventy feet
above sea level and the outside air temperature is twenty
seven degrees centigrade.
Speaker 4: It was not only at high altitude that day the
temperature was higher than it normally was.
Speaker 1: Before takeoff, the pilot checked his performance charts and calculated
that the density altitude was approximately nine two hundred feet.
Speaker 5: And the certification of the aeroplane only allows it to
take off from airports up to six thousand feet.
Speaker 1: So even though the air strip is above the maximum
takeoff height for this plane, the high temperature and much
thinner air make it feel even higher.
Speaker 5: As you go up in terms of altitude, then the
air gets thinner. This has two separate effects. Firstly, the
amount of lift that you can generate reduces for a
fixed forward speed across the ground. And secondly, the engine
actually takes less oxygen into the cylinder each time is
cycled through, and that gives you less power, so you
end up in a nasty situation where you have to
fly faster and faster in order to generate enough lift
and the engine power is reduced.
Speaker 1: Lift is the force that holds an aircraft in the air.
Most lift on an aircraft is generated by the wings.
Airplane wings are shaped to make the air move faster
over the top of the wing. When air moves faster,
the pressure of the air decreases, so the pressure on
the top is less than the pressure on the bottom.
The difference in pressure creates a force on the wing
that lifts the plane into the air despite a lack
of lift. And engine power. The plane still manages to
get airborne, but why does it struggle to gain height?
Speaker 5: As the aircraft takes off and flies at very low altitude,
it flies in something called ground effect. This is like
a cushion of air underneath from the wings being there,
so the aircraft isn't really flying in free air. It's
dependent on this cushion of air that it's flying along with.
Speaker 1: At high altitude, ground effect can fall a pilot into
believing his aircraft can fly, but although airborne, he can
find himself without enough lift to climb to escape potential obstacles.
Speaker 4: He was literally clinging to the air to stay airborne.
Speaker 5: And then as it enters the air around the trees,
then it doesn't have any of this ground effect and
starts to sink back again. The pilot's obviously trying to
steer around the trees, but the problem being that every
time you steer the aeroplane, you're actually reducing the amount
of lift that's available to keep the aeroplane up, and
you're using some of the lift to turn you. So
it was pretty much a one way course to the forest.
Speaker 1: For all his bad planning, this pilot had one piece
of luck coming down in the forest. Each impact slows
the plane and reduces its energy, softening the final crash
as it hits the ground. If they'd cleared the trees,
there was little he could have done. Faced with low
air speed and a rising terrain, A turn was out
of the question, and the impact would probably have been
far more severe.
Speaker 5: It's a fairly typical light aircraft accident in terms of
the pilot pressing on. Rather than rejecting the takeoff.
Speaker 4: He should have realized that the aircraft's performance was simply
not good enough to fly safely. He should have abandoned
his takeoff.
Speaker 1: Despite some injuries to the pilot, all four men were
lucky to be able to walk away from this wreckage
with their lives. One of the basics for pilots is
knowing what your plane is capable of, whatever the weather.
High tech cockpit equipment assists flight crews like never before,
but there are still many things computers can't do. Over
ninety nine percent of all landings a manual, and as
yet there's no such thing as an automated takeoff. One
hundred percent of all takeoffs must be carried out by
the pilot, and sometimes they have to trust their instincts.
Speaker 4: Oh my god, my god, Oh my god, my plane,
my point is crushed.
Speaker 1: Thirteenth of March twenty fourteen, eighteen year old Hannah Udran
is one of one hundred and forty nine passengers on
a US air flight from Philadelphia to Fort Lauderdale.
Speaker 3: Oh my god, the plane is on. Oh my gosh.
Speaker 1: Using CCTV footage taken from Philadelphia International Airport in the distance,
we can see Hannah's plane US Airways flight seventeen oh
two preparing for takeoff. Hannah's plane has crashed on takeoff.
Speaker 3: You're evacuating the plane.
Speaker 1: Oh my god, seventeen We're going to dispatch the emergency vehicles.
Speaker 4: Okay, all right, it seems to be everything's okay.
Speaker 2: This is the first time I was ever flying alone.
And we take off the runway and then all of
a sudden, the plane skidd it and hit the ground
very very roughly. We were all jerked in our seats.
Of course, everyone on the plane is screaming and yelling
and evacuate. No one's really sure what just happened. What's
going on.
Speaker 1: When the pilot aboarts take off, the front wheel gear crumples,
causing the plane to crash.
Speaker 2: Once we went in the air, it sort of sounded
like like a tired path doing.
Speaker 3: Some like loud noise had happened.
Speaker 2: There's just screaming happening, and the pilots and consay things.
Speaker 3: Everything happened, so fairst.
Speaker 1: But wide does Hannah's plane nosedive on the tarmac mechanical
failure or pilot error. Before leaving the gate, the copilot
enters the data into the flight computer, which then calculates
the speed and thrust needed for takeoff. But there's a problem.
Flight seventeen oh two is cleared for takeoff on runway
twenty seven L. The co pilot enters twenty seven R
into the flight computer, and that runway is one thousand
feet shorter. After backing away from the gate, the captain
spots the error, but the co pilot fail to update
the information. The pilot speeds down the correct runway twenty
seven L, but at ninety two miles an hour, a
cockpit alert Triggersdane. The computer is warning the pilots to
slow down as far as it's concerned, they're rapidly approaching
the end of the shorter runway twenty seven RAN. Neither
pilot understands what the retard alarm means during a takeoff situation,
as they more often hear it on landing, but the
pilot suddenly decides the plane is unsafe to fly and
aborts the takeoff, smashing the aircraft down on the nose gear.
The plane could have taken off safely, but the pilots
didn't understand what the computer was telling them.
Speaker 2: My family is a bit of a jokester family. We
kind of joke about everything. So the first thing I
did was just send a video of me running from
the plane, because I knew if I didn't have video proof,
my parents wouldn't even believe me.
Speaker 3: I got no queen.
Speaker 1: Analysis from the National Transportation Safety Board shows that statistically,
most airline accidents have survival rates of over eighty percent.
Constant improvements in safety an aircraft. Technology plays a massive role,
but sometimes luck has a part too. Amelia, Virginia, this
aircraft is being flown by no ordinary pilot. In fact,
this is no pilot. The man in this plane has
never flown before in his life.
Speaker 6: This dude's gonna, oh my god, come on, buddy, get
it together.
Speaker 1: After persuading the airport manager to let him taxi his
new plane down the runway. He soon finds himself airborne
with zero hours flight time.
Speaker 12: So this poor guy who thought he was going to
have a drive along the runway now realizes he's flying
an aeroplane and wonders what to do about it.
Speaker 6: There you go, there you go.
Speaker 1: He may have managed somehow to get it off the ground,
but it's becoming clear that he has absolutely no idea
how to land it. Miraculously, this first time flyer manages
to get down with his new and now battered plane
and more importantly, himself in one piece.
Speaker 6: Wow, he is lucky to be alive.
Speaker 1: But how did this total novice manage to get airborne?
Speaker 12: Really, it's very simple to make an aeroplane fly. You
apply some thrust with the engine while he was taxing.
You apply a little bit more thrust than the airplane
starts to accelerate him. If it gets to beyond the
point which is called V one. This is the point
at which the aeroplane doesn't have enough space to stop
before it reaches the end of the runway, then you
might say, well, what I do? And if you pull
the nose up by pulling the yoke backwards. The airplane
will then lift the nose and before you know where
you are, this machine that's designed to be a bird
will start flying.
Speaker 6: Oh my god, it's gonna star and die.
Speaker 12: So we've got a situation here that this person who's
found is now a pilot rather than a driver is
in the air.
Speaker 6: Come on, buddy, get it together now.
Speaker 12: The yoke that he's holding is a little bit like
a steering wheel.
Speaker 1: If you turn it to.
Speaker 12: The left, you actually actuate the ailerons at the end
of the wings so that they will make the aircraft
bank a little bit, and that makes the aircraft turn.
Speaker 10: So you can drive it like a car.
Speaker 12: You can steer the steering wheel and make it go
around so you can see the runway beneath him and
realize that you can actually go back. The big issue
is how is he going to make it go down
safely and stop on the runway.
Speaker 1: To land a light aircraft, the pilot should stabilize the
plane with the help of the control wheel before using
it to line up the plane with the airstrip. Then,
when the plane is just off the ground, the throttle
is pushed in and the control wheel is pushed forward,
which allows the plane to gently touch down back wheels first.
Speaker 12: As we're approaching, we should be putting our flats out
to make this flying machine have at a slow speed
aircraft that we'll still have enough lift to cruise down
that final approach. This guy is lucky to get the
airplane back on the ground, but as they say in
all the best movies, don't do this at hone.
Speaker 6: Folks, Wow, he is lucky to be alive.
Speaker 1: Every time we fly, we put our lives in the
pilot's hands, but flight crew mistakes are rare and valuable
lessons are learned every time. The odds of dying in
a plane crash are around one in eleven million. You're
much more likely to be struck by lightning or attacked
by a shark. Since the first commercial flight in nineteen fourteen,
airlines have improved safety beyond all recognition, and flying has
simply never been safer.