On 9 January 2021, Sriwijaya Air Flight 182 crashes into the Java Sea five minutes after takeoff from Soekarno–Hatta International Airport, killing all 62 people on board.
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00:01Bank angle, bank angle.
00:03It takes only 25 seconds for Sriwijaya Air Flight 182 to spiral out of the sky
00:15and into the Java Sea.
00:17The airplane's acceleration was nearly approaching the speed of sound on the way down.
00:23The forces just literally shattered the airplane.
00:26All 62 people on board are dead.
00:30As the investigator in charge, I have the responsibility to answer to the families what caused this accident.
00:37When investigators examine the flight data...
00:41It all started here.
00:43...they discover an issue never flagged by the airline.
00:47So the system allowed a defect to slip through the cracks.
00:51Looks like it.
00:53It's actually quite startling.
00:55Whoa.
00:56I just don't understand how they could have missed that.
01:00It's shortly after 2 in the afternoon at Sukarno-Hatta International Airport in Jakarta, Indonesia.
01:15Sriwijaya Air Flight 182 is finally taxiing towards the runway.
01:16Departure was delayed almost an hour because of a monsoon.
01:18It's shortly after 2 in the afternoon at Sukarno-Hatta International Airport in Jakarta, Indonesia.
01:32Sriwijaya Air Flight 182 is finally taxiing towards the runway.
01:37Departure was delayed almost an hour because of a monsoon.
01:46Looks like it's laying up even more.
01:48Good thing.
01:49The pilot flying today is 54-year-old Captain Afwan.
01:5534-year-old First Officer Diego Mamahit is monitoring instruments.
02:02The captain and the First Officer were both very experienced pilots.
02:07They had thousands and thousands of hours both flying and on this airplane itself.
02:14The cabin is only half full due to the Covid pandemic.
02:19All of the 56 passengers are Indonesian nationals.
02:33Flight 182 will turn northeast from Jakarta, fly over the Java Sea to reach its destination of Pontianna on the island of Borneo.
02:44In Indonesia, air travel is a mainstay of transportation.
02:48Because there are so many islands, customers use air transportation as a routine means of getting from one place to another.
02:59The crew performs last-minute checks before takeoff.
03:03Autothrottle.
03:06Arm.
03:07Flaps.
03:10Five.
03:11Stabilizer trip.
03:13Set.
03:14They're flying a 26-year-old Boeing 737-500.
03:19In an island archipelago like Indonesia, the 737-series airplane is perfect.
03:26It operates well on and off of shorter runways.
03:29It was built for short-haul flights.
03:32It is very common for 737s to fly 8, 10, 12 legs in a day.
03:39It's a workhorse.
03:41Spirigeia 182, runway 25R, cleared for takeoff.
03:50Runway 25R, cleared for takeoff.
03:52Spirigeia 182.
03:57Ready?
03:59Ready.
04:01The crew gets ready for a busy day.
04:03Takeoff thrust set.
04:05They're scheduled to fly several legs by the end of their shift.
04:09Speed increasing.
04:1180 knots.
04:19V1.
04:20Rotate.
04:24V2.
04:25Positive break.
04:26Gear up.
04:27400.
04:28Flaps one.
04:29Just after liftoff.
04:30LNAF.
04:31Captain Afwan engages the autopilot.
04:33Flaps up.
04:34Most pilots really enjoy having the automatic system engaged as soon as possible, because,
04:38of course, they're not actually hand flying at that point.
04:39So they have a little bit more awareness of what's going on with the airplane.
04:40Heading select.
04:42Two minutes into the flight, the captain adjusts the plane.
04:45And from the lift off.
04:46From the lift off.
04:47LNAF.
04:48Captain Afwan engages the autopilot.
04:49Flaps up.
04:50Flaps up.
04:51Flaps up.
04:52Flaps up.
04:53Flaps up.
04:54Flaps up.
04:56Most pilots really enjoy having the automatic system engaged as soon as possible, because,
04:57of course, they're not actually hand flying at that point.
04:59So they have a little bit more awareness of what's going on with the airplane.
05:02Heading select.
05:03they select two minutes into the flight the captain adjusts the plane's course
05:09and the autopilot turns the plane east towards its destination
05:21in the cabin passengers settle in for the 90-minute flight as the plane
05:29continues its ascent the captain switches the engine power setting from takeoff thrust to climb
05:35thrust jet engines like any other engine sustain more we're at very high power settings so once
05:47you get airborne you reduce to a climb thrust setting so that you're reducing wear on the
05:54airplane captain almost three minutes into the flight the first officer spots something
06:03concerning looks like it might get rough ahead you always try to give the passengers the smoothest
06:11ride that you can so we don't fly through thunderstorms let's turn a bit further east
06:16to be safe check of heading zero seven five is open yes captain request heading zero seven five
06:24degrees to avoid weather swirajaya 182 swirajaya 182 heading 075 approved 075 swirajaya 182 the crew is
06:36given permission to divert to the right around the weather but the new route is very busy today
06:42swirajaya 182 stop climbing at 110 to avoid other aircraft they're instructed to level off at 11,000
06:51feet stop climbing at 110 copy swirajaya 182 captain change altitude to 110 110 the Boeing 737 continues its right
07:07turn
07:12three and a half minutes into the flight approach of 110 it nears the target altitude 110
07:23two in the cabin the passengers begin to sense the plane banking left it continues until the plane is on its
07:41side
07:46the flight
07:53back in jakarta the controller realizes flight 182 is suddenly going off course and radios the crew
08:00square jrj 10182 what's your heading she gets no response
08:09at that moment flight 182 is diving towards the java sea at an incredible speed
08:20captain afwan is desperately trying to regain control of the plane
08:24But his efforts failed.
08:42The airplane's acceleration was nearly approaching the speed of sound on the way down.
08:48The forces just literally shattered the airplane.
08:52A little more than four hours after Sriwijaya Air Flight 182 disappears from radar, search
08:58and rescue teams reach the plane's last reported coordinates, 11 nautical miles northwest
09:04of Jakarta, over the Java Sea.
09:09The team finds only an oil slick, small pieces of debris, and human remains.
09:17The Boeing 737 has disintegrated, and all 62 people on board are dead.
09:24With over 700 aviation fatalities in the last decade, Indonesia is already considered one
09:30of the deadliest aviation regions in the world.
09:34This accident needed to be resolved fairly quickly.
09:38People needed to understand it to gain confidence of flying in that region.
09:43Divers soon discover that most of the wreckage is buried in mud, 50 feet below the surface.
09:49The scope of the wreckage was very wide, and it was monsoon season in Indonesia where heavy
09:55rain and strong wind.
09:56So it was challenging for us to recover the wreckage.
10:01It's up to the team of investigators from Indonesia's National Transportation Safety Committee, the KNKT,
10:08to find out why the 737 plunged into the sea.
10:15The KNKT's lead investigator, Ray Nakaio, reviews video of the crash site of Flight 182, looking
10:23for the first clues as to what went wrong.
10:27Nakaio, hey, I'm looking at the video now.
10:32Pieces are really small.
10:35What's the distribution area of the wreckage?
10:38Mm-hmm.
10:3980 meters by 110 meters.
10:43Okay.
10:44All right, thanks.
10:49When I saw the debris, I was quite shocked.
10:53Even the strongest part of the aircraft, such an engine, it's destroyed.
10:58So my impression was that the impact speed was very high.
11:09Because pieces of the plane are buried in thick mud at the bottom of the sea, it will
11:13be impossible to recover the parts that might reveal the cause of the crash.
11:19Searchers concentrate on finding the plane's two black boxes instead.
11:24The black box contains the information on how the aircraft was flying, how the aircraft
11:30system performs, and the conversation of the pilots in the cockpit.
11:36It will be very difficult for us to determine the cause of the accident without the black box.
11:44Okay, let's pull up the radar track.
11:47Until the black boxes are found, investigators must rely on the evidence they do have, like Flight
11:53182's radar track.
11:54Everything looks fine so far.
12:03We turn right toward the destination, deviates left, and drops like a rock.
12:20Flight 182 descended more than 10,000 feet in only 25 seconds.
12:30Both pilots were experienced pilots, so to be involved with such catastrophic accidents
12:36showed that something serious happened that the pilot could not handle.
12:45So did the crew give any indication they had problems with the plane?
12:48None.
12:49Investigators contact the controller for insight.
12:54But they requested a heading change to avoid weather.
12:58Request heading 075 degrees to avoid weather, Srirajaya 182.
13:07Srirajaya 182, heading 075 approved.
13:11075, Srirajaya 182.
13:15Flying in Southeast Asia and Indonesia is always challenging.
13:18The weather is very tropical, which means that thunderstorms, monsoon rains are a matter of routine.
13:27Okay, let's see what they flew into.
13:30Did weather conditions play a role in the accident?
13:33They will pull all the meteorological data available to see if there are any external forces being applied to the airplane, such as wind shear.
13:44So this is a storm here.
13:46They examine satellite images of the weather conditions at the time of the crash.
13:51I left like that.
13:52They were definitely flying around the bad weather, not into it, but some cloud cover.
14:12The pilot did not fly in the storm cloud.
14:15However, they were still in a cloud that prevented them to see the horizon.
14:21I think select.
14:28Without more evidence, it will be hard to know if the heavy clouds played a role.
14:34Three days after the crash, the search for the black boxes is successful.
14:47The flight data recorder has been found.
14:50They also find the cockpit voice recorder's locator beacon.
14:54But the CVR itself has disintegrated, and the critical memory card is missing.
15:00They will need to continue sifting through the mud to find it.
15:05Will the flight data be enough to determine why the pilots lost control of Flight 182?
15:15It will take us two to five days to read the record.
15:19Hopefully, everything will be fine, and the mystery of this incident can be unveiled.
15:25Within days of finding Sriwijaya Air Flight 182's flight data recorder, investigators review the plane's flight parameters.
15:38Look at that.
15:39The thrust levers should always be moving together, but they split, causing the right engine to stay at full power, and the left moved to idle.
15:48The team discovers the thrust levers powering the left and right engines were at significantly different settings.
15:55Finding the thrust lever split was a breakthrough to the investigation.
16:01It answered our questions why the aircraft fit from the flight path and dive in such ways.
16:07That amount of split will push a plane on its side.
16:14There was a lot more thrust on the right side of the airplane than the left side of the airplane.
16:23But what could have caused the thrust levers to split?
16:28It all started here, when they changed from take-off mode to climb mode.
16:35Two and a half minutes into the flight, the captain switches the autopilot and autothrottle settings to reduce engine power.
16:44Less power is needed, so the autothrottle should be pulling both thrust levers back.
16:51But the right one doesn't budge.
16:57To reach the lower combined engine power, the autothrottle pulls the left thrust lever much further back than normal to compensate for the stuck right thrust lever.
17:10Clearly, something was preventing it from coming back, whether the autothrottle was not commanding it properly, or was there something mechanical holding the throttle from not coming back.
17:20But even if the autothrottle caused an asymmetry, pilots are trained to deal with this kind of issue.
17:27During the investigation, one of our question was why such significant differences between left and right thrust lever resulting in the catastrophic event.
17:43A minute after the split starts, the plane starts rolling left.
17:49And then it takes about 15 seconds before the pilot.
17:52This engages the autopilot and takes control.
17:55That's not the only strange thing.
18:01Instead of leveling the plane, the captain turned it into a steeper left bank.
18:07Why would the captain turn the control wheel the wrong way?
18:19I see.
18:20Looks like the control wheel is holding right.
18:32The autopilot held the control wheel right to fight the left roll.
18:45With the right engine creating more thrust, it caused the plane to bank to the left.
18:51The autopilot fought to level the plane, but it ultimately failed.
19:01Maybe when the captain looks at the control wheel, he thinks the plane is turning right.
19:06The captain grabs the control wheel, disengages the autopilot and turns left.
19:15But of course this was exactly the opposite action that they should have taken.
19:19The left turn quickly becomes an irreversible left roll.
19:35Eight seconds before plunging into the water, the captain tries to salvage the situation.
19:40Captain F1 finally pulls the right thrust lever to idle, but it's too late.
19:51What would have been a minor overbank condition resulted in a loss of control in flight that resulted in the loss of the airplane.
19:58Why did the pilots end up in this situation in the first place?
20:21Investigators still need to find out what caused the right thrust lever to jam a takeoff power.
20:27But with most of the plane's wreckage still on the bottom of the sea, they'll have to look elsewhere for clues.
20:37The investigation into the crash of Sriwijaya Air Flight 182 now focuses on the aircraft maintenance log to explain why the aircraft's right thrust lever didn't move back.
20:49So you got the records there?
20:51Yeah, but it's going to take a while to get through these.
20:54The records date back to 2012, the year Sriwijaya Air leased the then 18-year-old Boeing 737.
21:02Aircraft maintenance logs are a great source of history that lets you recreate the overall health of the airplane and ensure that it's being maintained correctly.
21:13After every flight, a technician checks the maintenance log.
21:19It lists issues the pilot reported during the flight and the action taken to address them.
21:25The plane flew an average of seven flights per day.
21:39Adds up to over 10,000 pages.
21:42Okay, let's get to it.
21:48It will take time to review each record.
21:51Meanwhile, the victims' families are desperate for answers.
21:56As the investigator in charge, I have the responsibility to answer to the families and the public what caused this accident.
22:06Such tragic accidents need a good explanation for the family to understand why they lost their loved ones.
22:13We found something.
22:18After several weeks of searching maintenance logs, investigators discover an alarming pattern.
22:24The accident aircraft enters Sriwijaya's fleet in the spring of 2012 and crashes 2021.
22:31On November 7th, 2013, a pilot reports an autothrottle malfunction.
22:39From then until five days before the accident flight, there are 64 more reports of autothrottle malfunction.
22:48That's a lot.
22:50And none of the reports are very detailed.
22:53In fact, not a single pilot report mentions the thrust levers splitting.
23:00The autothrottle system was routinely written up as either unserviceable or causing problems.
23:08There was not a lot of specific information.
23:12How did they follow up?
23:14They tried a number of things.
23:17Most of the time, they only cleaned the connectors on the autothrottle computer, check the computer systems, the bare minimum.
23:24When maintenance gets back a report that the autothrottle malfunction,
23:28their first action is to verify if the computing system is working or not.
23:34To do that, technicians disconnect the autothrottle computers from the system, clean the electrical connectors, and then reattach them.
23:48They then perform a computer test in the cockpit that detects and diagnoses faults.
23:58So they'd clean the connectors, do a test, get a no-fault result, and consider the case closed.
24:12But the autothrottle problems kept on happening.
24:15The quick fix work, such as cleaning and reconnecting, is not the correct action for the problem.
24:22The line maintenance engineers should go to the next step to fix the problem.
24:27Did they try anything else?
24:29Yes.
24:30From 2014, up until a week before the accident flight, they replaced various computers and other components.
24:41And then they would do the same test.
24:43Get a no-faults report and put the plane back in service.
24:47Only for the same autothrottle problem to pop up again within a few weeks or less.
24:53So why wasn't the computer test catching the problem?
24:57Because the test has limits.
25:00The post-maintenance test only checked the autothrottle system's computers and power supply.
25:08It wasn't capable of finding any faults in the autothrottle mechanical systems, like the cables to the engines.
25:17They were doing what I would consider limited troubleshooting.
25:23They were utilizing the flight management computer, but interrogating a very small portion of the system.
25:31We double-checked the logs to see if they ever inspected the cabling all the way to the engines.
25:46And they never did.
25:50Was there a persistent mechanical malfunction that Sriwijaya's maintenance department failed to detect?
25:58With much of Flight 182's shattered wreckage still sitting on the floor of the Java Sea,
26:05the Indonesian investigators come up with a novel way of finding the answer.
26:10Does Sriwijaya have any other 737-500s like this one?
26:16Let me check.
26:19They do.
26:24Same age, enter the fleet, same time.
26:29Let's check its logs and see if it's plagued with similar issues.
26:33Could the examination of a similar Sriwijaya plane explain why Flight 182's right thrust lever jammed?
26:47Investigators turned their attention to another 737-500 under maintenance in Sriwijaya Air's fleet
26:54to understand why the right thrust lever of Flight 182 might have jammed.
27:00Well, we can't recreate the computer test, but we can still check out the thrust lever.
27:06When we know that it's hard to move the thrust lever, that means there's an obstacle or a friction on the cables.
27:26Okay.
27:27Okay.
27:28Let's see what's going on.
27:30The investigators check the inner workings of the throttle assembly.
27:34Whoa.
27:35Been a while since anyone cleaned this out, if ever.
27:39Let's check the condition of the cables.
27:44Looking at the thrust lever mechanisms in one particular area is not enough.
27:51You have to look at where it's originating from and where it's going to, in this case, from the flight deck into the engine.
27:58Pass that up here.
28:00They examine the cables running down from the cockpit and through the equipment bay
28:05to see if they can find something that could cause thrust levers to jam.
28:09When you're in the electronic and equipment bay, you're doing two things.
28:14You're visually inspecting, and you're also feeling for anything that could be binding or sticky.
28:20Check out the dried lubricant.
28:23That's some dirt and some rust.
28:26That's a recipe for cable binding.
28:29Binding prevents the thrust lever from being pushed or pulled.
28:37It's like it's pinched.
28:41So, the planes are the same type, same age, maintained in the same ways.
28:48It follows that the accident plane would have the same problem.
28:52The team assumes that the cable for the right thrust lever bound, preventing it from moving.
28:58To compensate, the autopilot had to keep pulling back the left lever.
29:04What's unclear is why Sriwijaya let the throttle system deteriorate so badly.
29:11You never let an airplane go with binding or friction.
29:16It's something that every line maintenance engineer technician understands,
29:19that you have to isolate the problem and not accept any form of binding or friction in a controlled surface.
29:26Okay, thanks for your time.
29:30Investigators interview officials from Sriwijaya Air to determine why the airline did not address the cable binding in the plane's throttle system.
29:40Well, that was enlightening.
29:45How so?
29:47Management didn't think the autothrottle issues occurred frequently enough to warrant a grounding or an inspection.
29:54So, they never knew that the cables weren't moving properly.
29:58How could 65 malfunctions not be considered frequent enough?
30:03Because it didn't meet the regulations definition of a repetitive defect.
30:10According to the Indonesian Ministry of Transportation, for an issue to be considered a repetitive defect,
30:19it must occur three times over 15 flights on the same aircraft.
30:24None of Sriwijaya Flight 182's autothrottle issues met that condition.
30:30So, the system allowed a defect to slip through the cracks?
30:35Looks like it.
30:40It just seems strange that the thrust levers could split so much without some warning kicking in.
30:46Does the airplane have some fail-safe mechanism for preventing thrust lever asymmetry?
30:56I'll look into it.
30:59The 737 was unique by having independent thrust lever controls for the left and the right engines.
31:07And so that inherently provided for failure modes that could cause one thrust lever to be driven differently from the other.
31:14You were right.
31:19737 Classics have a system that disconnects the autothrottle.
31:23The system is called the Cruise Thrust Split Monitor, or CTSM.
31:29It detects any significant difference in thrust between the left and right engines.
31:34The CTSM is designed to disconnect the autothrottle before the split gets to be so much that the autopilot can't fight it.
31:43Was the CTSM working properly?
31:47Okay.
31:48The autothrottle is supposed to disconnect under these three conditions.
31:54The flaps are less than 12.5 degrees.
31:57The difference in power between the two engines is at least 700 pounds.
32:02And either spoiler is extended more than 2.5 degrees for more than 1.5 seconds.
32:08Flight spoilers are surfaces on the wings that work in tandem with the ailerons to control an airplane's bank.
32:21Did Flight 182's flight parameters meet the conditions to automatically disconnect the autothrottle?
32:27Okay.
32:28So, there are flaps who are at zero.
32:35Condition one, men.
32:40And the difference in power between the engines hits 700 pounds early in the flight.
32:52Condition two, men.
32:56The spoiler hit 2.5 degrees for one and a half seconds.
33:00Here.
33:01Condition three, men.
33:06Except the autothrottle disengages 30 seconds after the spoilers met their condition.
33:14Investigators now know the CTSM, the plane's last line of defense against the thrust asymmetry, activated too late.
33:25The CTSM should have disconnected the autopilot and the autothrottle.
33:29Had the alarm sounded on the autothrottle disconnect, the flight crew members' attention would have been turned to the thrust levers and they would have seen the split.
33:38So, why did it take 30 seconds for the spoiler to trigger the CTSM?
33:48The wreckage won't give us that answer.
33:53Even though the debris at the bottom of the sea could not tell us about the flight spoiler, we tried to find the evidence somewhere else.
34:05Investigators searched the maintenance records of the crashed 737 for evidence that would explain why the spoiler malfunctioned.
34:13Anything?
34:14Nothing.
34:15And it looks like there was no requirement to check in.
34:20We found that there was no instruction from the aircraft manufacturer to inspect the flight spoiler system unless there was an abnormality.
34:32As a result, the investigators have no way to determine what exactly caused the critical 30 second delay.
34:39Here's the thing.
34:41Even though the autothrottle disengaged 30 seconds later than it should have, it doesn't explain why the pilots never caught the thrust asymmetry in the first place.
34:51We need that CVR.
34:58Hearing what happened inside the cockpit may be the only way to explain why the crew was late responding to the split thrust.
35:08Nearly three months after the accident, the investigation gets a big break.
35:13Divers find the memory card from Sriwijaya Air Flight 182's cockpit voice recorder.
35:20We did it systematically, and thank God, last night at 8 o'clock, we found it.
35:32Will the CVR explain why the pilots failed to notice the split in the thrust levers, and why the captain turned the plane the wrong way?
35:41Okay, let's start here, when the thrust levers begin to diverge.
35:46Let's see if they notice it.
35:48Request heading change to 075 degrees to avoid weather, Sriwijaya 182.
35:59Sriwijaya 182, heading 075 approved.
36:04075, Super J1A2.
36:05075, Super J1A2.
36:07Approach at 110.
36:08110.
36:09Not a word about the thrust levers.
36:13No.
36:14So now, the plane's starting to roll left.
36:15It's what the investigators don't hear.
36:16No.
36:17No.
36:18No.
36:19No.
36:20No.
36:21No.
36:22No.
36:23No.
36:24No.
36:25No.
36:26No.
36:27No.
36:28No.
36:29No.
36:30No.
36:31No.
36:32No.
36:33No.
36:34No.
36:35No.
36:36No.
36:37No.
36:38No.
36:39No.
36:40No.
36:41No.
36:42No.
36:43No.
36:44No.
36:45No.
36:46No.
36:47No.
36:48No.
36:49No.
36:50No.
36:51No.
36:52No.
36:53No.
36:54No.
36:55No.
36:56No.
36:57No.
36:58No.
36:59No.
37:00No.
37:01No.
37:02No.
37:03No.
37:04No.
37:05No.
37:06No.
37:07No.
37:08There were several indications that things were going wrong on Flight 182.
37:14If they had monitored their primary flight display, they would have noticed that they were in a left bank instead of a right one.
37:23If they had looked at the control column, they would have seen that it didn't return to center after commanding the right turn.
37:30And most importantly, if they had checked their thrust levers, they would have realized that they were split.
37:39These are three major breakdowns in the way the airplane is supposed to be operating, any one of which should have drawn the attention of either flight crew member.
37:54They gave all responsibility for flying the plane to the autothrottle and the autopilot.
38:00It's what investigators call the ironies of automation.
38:11Flight crews become more and more confident that the automatic system is going to fly the airplane safely.
38:18So the pilot's not really thinking that the airplane is going to be in any kind of difficulty.
38:24So when did they finally clue in to the fact that they were banking left?
38:30Instead of right?
38:30Instead of right?
38:34Okay, let's hear more.
38:39Set standard.
38:44Server J at 182, climbing the altitude 130, roger.
38:49130.
38:50130.
38:50130.
38:53Bank angle, bank angle.
38:55Bank angle, bank angle.
38:59They seem confused.
39:13They're totally unaware of their situation.
39:15Because they're flying in clouds but not looking at the instruments, it's the bank angle warning that clues the man.
39:21The crew was clearly startled.
39:29They didn't understand what was going on.
39:31They didn't understand what was going on.
39:33Stay gang.
39:34Stay gang.
39:35The captain hears the bank angle warning.
39:51Looks at his control wheel, sees it deflected right, then turns it left, making the situation worse.
39:57Did the first officer provide any assistance to the captain?
40:02the first officer isn't helping at all he's completely forgotten all his procedures
40:25the co-pilot did not provide significant information to the captain the aircraft
40:37attitude whether it left or right or pitching down or pitching up as described in the procedures
40:47even after the autothrottle disengages it still takes the captain 10 seconds
40:51to bring the right thrust lever back to idle if the autothrottle disengaging doesn't prompt him to
40:59do that what does it was the overspeed warning 15 seconds into the dive the plane is accelerating
41:13to near the speed of sound it's on the verge of breaking up so the cockpit's overspeed warning
41:19sounds with the overspeed condition that's when he finally realizes
41:27that both engines need to be at idle and they make that correction
41:35he finally corrects the asymmetry that's too little too late
41:40if the aircraft flying higher maybe 30 000 feet the aircraft might have recovered
41:57in the final report released more than a year and a half after the crash investigators highlight the many
42:04failings that contributed to the crash of flight 182
42:10chief among them was the failure of the pilots to pay attention to what their plane was telling them
42:16during the flight
42:21what happened was the sense of confidence and complacency towards the automation system
42:26may have caused poor monitoring and awareness of other instruments and activities the report also
42:35highlights the failure of maintenance both at the line and management levels in recording a history of
42:41autothrottle malfunctions for them not to take the time to take the aircraft out of service and
42:48effectively troubleshoot it and today's air is just not heard of you have to ensure that you're upholding
42:56safety and you're taking every action to troubleshoot and inspect the airplane
43:04it was tragic that no pilot reported thrust lever split in their failures they always reported them as
43:11autothrottle issues but they didn't say the words thrust lever split if the pilots don't report the problem
43:20accurately nobody's going to fix it sriwijaya air committed to improving its training for both pilots and
43:28maintenance engineers but today the airline is a much smaller operation its fleet consists of four aircraft
43:36aircraft only one of its 737 500s is still in use this accident gave the world a valuable lesson that
43:46simple problems could lead to a catastrophe there's our hope that this kind of incident will never happen
43:56again again in the future