Chuyến bay 182 của Sriwijaya Air là chuyến bay chở khách nội địa theo lịch trình từ Jakarta đến Pontianak , Indonesia . Năm phút sau khi khởi hành từ Sân bay quốc tế Soekarno–Hatta vào ngày 9 tháng 1 năm 2021, chiếc Boeing 737-500 đã gặp sự cố và rơi xuống Biển Java ngoài khơi Quần đảo Thousand chỉ 4 phút sau khi cất cánh, khiến toàn bộ 62 người trên máy bay thiệt mạng. Một cuộc tìm kiếm trong khu vực đã thu hồi được các mảnh vỡ, hài cốt và quần áo. Máy ghi dữ liệu chuyến bay đã được thu hồi vào ngày 12 tháng 1 và mô-đun lưu trữ dữ liệu của máy ghi âm buồng lái đã được thu hồi vào ngày 30 tháng 3. Chuyến bay 182 là vụ tai nạn chết người thứ ba liên quan đến Boeing 737-500 sau Chuyến bay 821 của Aeroflot và Chuyến bay 733 của Asiana Airlines và là vụ tai nạn máy bay chết người nhất năm 2021.
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01:50The pilot flying today is 54-year-old Captain Afwan
01:5434-year-old 1st officer Diego Mamahit
01:56He's monitoring instruments
01:59The captain and the 1st officer were both very experienced pilots
02:06They had thousands and thousands of hours both flying and on this airplane itself
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04:09Speed increasing, 80 knots
04:16V1, rotate
04:19V2, positive break
04:25Gear up
04:32400
04:33Flaps 1
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04:42Flaps up
04:49Most pilots really enjoy having the automatic system engaged as soon as possible
04:54Because of course they're not actually head flying at that point
04:57So they have a little bit more awareness of what's going on with the airplane
05:00Heading select
05:022 minutes into the flight, the captain adjusts the plane's course
05:08And the autopilot turns the plane east towards its destination
05:20In the cabin, passengers settle in for the 90 minute flight
05:24As the plane continues its ascent
05:29The captain switches the engine power setting from takeoff thrust to climb thrust
05:36Jet engines like any other engine sustain more wear at very high power settings
05:44So once you get airborne you reduce to a climb thrust setting
05:50So that you're reducing wear on the airplane
05:54Uh, captain?
05:59Almost 3 minutes into the flight
06:01The first officer spots something concerning
06:03Looks like it might get rough ahead
06:05You always try to give the passengers the smoothest ride that you can
06:11So we don't fly through thunderstorms
06:13Let's turn a bit further east to be safe
06:15Check of heading 075 is open
06:18Yes, captain
06:20Request heading 075 degrees to avoid weather
06:25Sweeragea 182
06:26Sweeragea 182 heading 075 approved
06:30075 Sweeragea 182
06:33The crew is given permission to divert to the right around the weather
06:38But the new route is very busy today
06:41Sweeragea 182
06:43Stop climbing at 110
06:45To avoid other aircraft
06:47They're instructed to level off at 11,000 feet
06:51Stop climbing at 110
06:53Copy Sweeragea 182
06:55Captain
06:56Change altitude to 110
06:59110
07:00The Boeing 737 continues its right turn
07:06Three and a half minutes into the flight
07:13Approach at 110
07:18It nears the target altitude
07:21110
07:23In the cabin
07:34The passengers begin to sense the plane banking left
07:38It continues until the plane is on its side
07:53Back in Jakarta
07:54The controller realizes flight 182 is suddenly going off course
07:58And radios the crew
08:00Sweeragea 182
08:02What's your heading?
08:04She gets no response
08:06At that moment flight 182 is diving towards the Java Sea at an incredible speed
08:14Captain
08:16What's it?
08:17Captain
08:20Ahuan is desperately trying to regain control of the plane
08:23Captain
08:25Captain
08:27The airplane's acceleration was nearly approaching the speed of sound on the way down
08:46The forces just literally shattered the airplane
08:50A little more than four hours after Sriwijaya Air flight 182 disappears from radar
08:57Search and rescue teams reach the plane's last reported coordinates
09:0111 nautical miles northwest of Jakarta over the Java Sea
09:06The team finds only an oil slick
09:11Small pieces of debris
09:13And human remains
09:15The Boeing 737 has disintegrated
09:19And all 62 people on board are dead
09:23With over 700 aviation fatalities in the last decade
09:27Indonesia is already considered one of the deadliest aviation regions in the world
09:34This accident needed to be resolved fairly quickly
09:37People needed to understand it to gain confidence of flying in that region
09:41Divers soon discover that most of the wreckage is buried in mud 50 feet below the surface
09:47The scope of the wreckage was very wide
09:50And it was monsoon season in Indonesia where heavy rain and strong wind
09:55So it was challenging for us to recover the wreckage
10:00It's up to the team of investigators from Indonesia's National Transportation Safety Committee
10:05The KNKT
10:07To find out why the 737 plunged into the sea
10:12The KNKT's lead investigator, Ray Nakaio, reviews video of the crash site of Flight 182
10:21Looking for the first clues as to what went wrong
10:25Nakaio
10:27Hey Oni
10:28I'm looking at the video now
10:30Pieces are really small
10:33What's the distribution area of the wreckage?
10:37Mm-hmm
10:3980 meters by 110 meters
10:43Okay
10:44All right, thanks
10:50When 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
11:03Because pieces of the plane are buried in thick mud at the bottom of the sea
11:13It will be impossible to recover the parts that might reveal the cause of the crash
11:18Searchers concentrate on finding the plane's two black boxes instead
11:23The black box contains the information on how the aircraft was flying
11:28How the aircraft system performs
11:31And the conversation of the pilots in the cockpit
11:35It will be very difficult for us to determine the cause of the accident without the black box
11:40Okay, let's pull up the radar track
11:46Until the black boxes are found
11:49Investigators must rely on the evidence they do have
11:52Like Flight 182's radar track
11:55Everything looks fine so far
12:03We turn right toward the destination
12:10Deviates left
12:14And drops like a rock
12:20Flight 182 descended more than 10,000 feet in only 25 seconds
12:26Both pilots were experienced pilots
12:32So to be involved with such catastrophic accidents
12:35Showed that something serious happened that the pilot could not handle
12:41So did the crew give any indication they had problems with the plane?
12:48None
12:50Investigators contact the controller for insight
12:54But they requested a heading change to avoid weather
13:01Request heading 075 degrees to avoid weather Sriraja 182
13:06Sriraja 182 heading 075 approved
13:11075 Sriraja 182
13:14Flying in Southeast Asia and Indonesia is always challenging
13:18The weather is very tropical which means that thunderstorms, monsoon rains
13:23Are a matter of routine
13:25Okay, 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
13:42So this is a storm here
13:45They examine satellite images of the weather conditions at the time of the crash
13:49How'd they fly?
13:51They were definitely flying around the bad weather not into it
13:57They were definitely flying around the bad weather not into it
14:00But some cloud cover
14:02The pilot did not fly in the storm cloud however they were still in a cloud that prevent them to see the horizon
14:20I think select
14:28Without more evidence it will be hard to know if the heavy clouds played a role
14:38Three days after the crash the search for the black boxes is successful
14:43The flight data recorder has been found
14:50They also find the cockpit voice recorder's locator beacon
14:54But the CVR itself has disintegrated
14:57And the critical memory card is missing
15:00They will need to continue sifting through the mud to find it
15:04Will 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
15:22And the mystery of this incident can be unveiled
15:25Within days of finding Sriwijaya Air Flight 182's flight data recorder
15:34Investigators review the plane's flight parameters
15:37Look at that
15:39The thrust levers should always be moving together
15:41But they split
15:43Causing the right engine to stay at full power
15:46And the left moved to idle
15:49The team discovers the thrust levers powering the left and right engines
15:53Were at significantly different settings
15:57Finding the thrust lever split
16:00Was a breakthrough to the investigation
16:02It answered our questions
16:04Why the aircraft fit from the flight path
16:07And dive in such ways
16:11That amount of split
16:14Will push a plane on its side
16:19There was a lot more thrust on the right side of the airplane
16:21Than the left side of the airplane
16:24But what could have caused the thrust levers to split?
16:29It all started here
16:31When they changed from take-off mode to climb mode
16:35Two and a half minutes into the flight
16:39The captain switches the autopilot and autothrottle settings
16:43To reduce engine power
16:44Less power is needed
16:47Less power is needed
16:48So the autothrottle should be pulling both thrust levers back
16:53But the right one doesn't budge
16:57To reach the lower combined engine power
17:00The autothrottle pulls the left thrust lever much further back than normal
17:04To compensate for the stuck right thrust lever
17:08Clearly, something was preventing it from coming back
17:13Whether the autothrottle was not commanding it properly
17:16Or was there something mechanical holding the throttle from not coming back
17:21But even if the autothrottle caused an asymmetry
17:26Pilots 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
17:44A minute after the split starts, the plane starts rolling left
17:49And then it takes about 15 seconds before the pilot
17:53This engages the autopilot and takes control
18:00That's not the only strange thing
18:02Instead of leveling the plane, the captain turned it into a steeper left bank
18:10Light flow
18:12Bank angle, bank angle
18:13Bank angle
18:17Why would the captain turn the control wheel the wrong way?
18:24I see
18:27Looks like the control wheel is holding right
18:33The autopilot held the control wheel right
18:36To fight the left roll
18:43With 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
19:13But of course this was exactly the opposite action that they should have taken
19:20The left turn quickly becomes an irreversible left roll
19:24Bank angle, bank angle
19:26Bank angle!
19:28Captain!
19:34Eight 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
19:50Captain F1 finally pulls the right thrust lever to idle, but it's too late
19:52What would have been a minor overbank condition resulted in a loss of control in flight
19:57That resulted in the loss of the airplane
19:58Why did the pilots end up in this situation in the first place?
20:17Investigators still need to find out what caused the right thrust lever to jam a take-off power
20:19But with most of the plane's wreckage still on the bottom of the sea, they'll have to look elsewhere for clues
20:33The investigation into the crash of Sriwijaya Air Flight 182 now focuses on the aircraft maintenance log
20:45To explain why the aircraft's right thrust lever didn't move back
20:49So you got the records now?
20:51Yeah, but it's going to take a while to get through these
20:53The records date back to 2012, the year Sriwijaya Air leased the then 18-year-old Boeing 737
21:03Aircraft maintenance logs are a great source of history that lets you recreate the overall health of the airplane
21:11And ensure that it's being maintained correctly
21:14After every flight, a technician checks the maintenance log
21:18It lists issues the pilot reported during the flight and the action taken to address them
21:36The plane flew an average of seven flights per day
21:40Adds up to over 10,000 pages
21:43Okay, let's get to it
21:48It will take time to review each record
21:52Meanwhile, the victims' families are desperate for answers
21:58As the investigator in charge, I have the responsibility to answer to the families and the public
22:04What 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
22:19After several weeks of searching maintenance logs, investigators discover an alarming pattern
22:25The accident aircraft enters Sriwijaya's fleet in the spring of 2012
22:30And crashes 2021
22:31On November 7th, 2013, a pilot reports an autothrottle malfunction
22:39From then until five days before the accident flight
22:43There are 64 more reports of autothrottle malfunction
22:48That's a lot
22:50And none of the reports are very detailed
22:52In fact, not a single pilot report mentions the thrust levers splitting
23:02The autothrottle system was routinely written up as either unserviceable or causing problems
23:08There was not a lot of specific information
23:12How do they follow up?
23:14They try a number of things
23:17Most of the time, they only clean the connectors on the autothrottle computer
23:21Check the computer systems
23:23The bare minimum
23:25When maintenance gets back a report that the autothrottle malfunction
23:29Their first action is to verify if the computing system is working or not
23:33To do that, technicians disconnect the autothrottle computers from the system
23:39Clean the electrical connectors and then reattach them
23:49They then perform a computer test in the cockpit that detects and diagnoses faults
23:57T-CAD test
24:01So they'd clean the connectors, do a test, get a no-fault result
24:06And consider the case closed
24:09But the autothrottle problems kept on happening
24:15The quick fix work such as screening and reconnecting
24:20Is not the correct action for the problem
24:23The line maintenance engineers should go to the next step to fix the problem
24:28Did they try anything else?
24:29Yes
24:33From 2014 up until a week before the accident flight
24:38They 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
24:51Within a few weeks or less
24:53Or less
24:55So why wasn't the computer test catching the problem?
24:58Because 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
25:11Like the cables to the engines
25:13They were doing what I would consider limited troubleshooting
25:16They were utilizing the flight management computer
25:18But interrogating a very small portion of the system
25:20T-Cast, test, test
25:22T-Cast, test
25:23We double checked the logs to see if they ever inspected the cabling
25:24All the way to the engines
25:26And?
25:28They never did
25:29Was there a persistent mechanical malfunction that Sriwijaya's maintenance department failed to detect?
25:32And?
25:33They never did
25:34Was there a persistent mechanical malfunction that Sriwijaya's maintenance department failed to detect?
25:35With much of Flight 182's shattered wreckage still sitting on the front of the front of the plane
25:42We double checked the logs to see if they ever inspected the cabling
25:46All the way to the engines
25:48And?
25:50They never did
25:52Was there a persistent mechanical malfunction that Sriwijaya's maintenance department failed to detect?
25:59With much of Flight 182's shattered wreckage still sitting on the floor of the Java Sea
26:07The Indonesian investigators come up with a novel way of finding the answer
26:12Does Sriwijaya have any other 737-500s like this one?
26:17Let me check
26:23They do
26:24They do
26:28Same age, enter the fleet, same time
26:31Let's check its logs and see if it's plagued with similar issues
26:35Could the examination of a similar Sriwijaya plane explain why Flight 182's right thrust lever jammed?
26:43Investigators turned their attention to another 737-500 under maintenance in Sriwijaya Air's fleet
26:56To understand why the right thrust lever of Flight 182 might have jammed
27:01Well we can't recreate the computer test but we can still check out the thrust lever
27:05When we know that it's hard to move the thrust lever, that means there's an obstacle or a friction on the cables
27:25Okay, let's see what's going on
27:31The investigators check the inner workings of the throttle assembly
27:35Whoa
27:37Been a while since anyone can clean this out, if ever
27:43Let's check the condition of the cables
27:44Looking at the thrust lever mechanisms in one particular area is not enough
27:52You 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
27:59Pass that up here
28:01They examine the cables running down from the cockpit and through the equipment bay
28:06To see if they can find something that could cause thrust levers to jam
28:10When you're in the electronic and equipment bay, you're doing two things
28:15You're visually inspecting and you're also feeling for anything that could be binding or sticky
28:21Check out the dried lubricant
28:25Add some dirt and some rust
28:27That's a recipe for cable binding
28:30Binding prevents the thrust lever from being pushed or pulled
28:36It's like it's pinched
28:39So, the planes are the same type, same age, maintained in the same ways
28:49It follows that the accident plane would have the same problem
28:53The team assumes that the cable for the right thrust lever bound, preventing it from moving
28:59To compensate, the autopilot had to keep pulling back the left lever
29:05What's unclear is why Sriwijaya let the throttle system deteriorate so badly
29:12You never let an airplane go with binding or friction
29:17It's something that every line maintenance engineer technician understands
29:20That you have to isolate the problem and not accept any form of binding or friction in a control surface
29:29Okay, thanks for your time
29:32Investigators interview officials from Sriwijaya Air
29:36To determine why the airline did not address the cable binding in the plane's throttle system
29:40Well, that was enlightening
29:46How so?
29:48Management didn't think the autothrottle issues occurred frequently enough to warrant a grounding or an inspection
29:55So they never knew that the cables weren't moving properly
30:00How could 65 malfunctions not be considered frequent enough?
30:03Because it didn't meet the regulations definition of a repetitive defect
30:13According to the Indonesian Ministry of Transportation
30:17For an issue to be considered a repetitive defect
30:21It must occur three times over 15 flights on the same aircraft
30:25None of Sriwijaya Flight 182's autothrottle issues met that condition
30:30So the system allowed a defect to slip through the cracks
30:36Looks like it
30:41It just seems strange that the thrust levers could split so much without some warning kicking in
30:51Does the airplane have some fail-safe mechanism for preventing thrust lever asymmetry?
30:57I'll look into it
30:58The 737 was unique by having independent thrust lever controls for the left and the right engines
31:08And so that inherently provided for failure modes that could cause one thrust lever to be driven differently from the other
31:19You were right
31:21737 classics have a system that disconnects the autothrottle
31:23The system is called the cruise thrust split monitor, or CTSM
31:25It 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?
31:48Okay, the autothrottle is supposed to disconnect under these three conditions
31:53The flaps are less than 12.5 degrees
31:58The difference in power between the two engines is at least 700 pounds
32:01And either spoiler is extended more than 2.5 degrees for more than 1.5 seconds
32:10Flight spoilers are surfaces on the wings that work in tandem with the ailerons to control an airplane's bank
32:18Did flight 182's flight parameters meet the conditions to automatically disconnect the autothrottle?
32:29Okay, so
32:31There are flaps who are zero
32:34Condition one met
32:37Condition one met
32:42And the difference in power between the engines
32:47Hit 700 pounds early in the flight
32:53Condition two met
32:57The spoiler hit 2.5 degrees for 1.5 seconds
33:01Here
33:04Condition three met
33:05Except the autothrottle disengages 30 seconds
33:11After the spoilers met their condition
33:16Investigators now know the CTSM
33:19The plane's last line of defense against the thrust asymmetry
33:23Activated too late
33:25The CTSM should have disconnected the autopilot and the autothrottle
33:30Had the alarm sounded on the autothrottle disconnect
33:32The flight crew member's attention would have been turned to the thrust levers
33:37And they would have seen the split
33:39So
33:41Why did it take 30 seconds for the spoiler to trigger the CTSM?
33:47The wreckage won't give us that answer
33:50Even though the debris at the bottom of the sea could not tell us about the flight spoiler
34:02We tried to find the evidence somewhere else
34:06Investigators searched the maintenance records of the crashed 737
34:09For evidence that would explain why the spoiler malfunctioned
34:14Anything?
34:16Nothing
34:18And it looks like there was no requirement to check it
34:21We found that there was no instruction from the aircraft manufacturer to inspect the flight spoiler system
34:26Unless there was an abnormality
34:27As a result, the investigators have no way to determine what exactly caused the critical 30 second delay
34:41Here's the thing
34:43Even though the autothrottle disengaged 30 seconds later than it should have
34:48It doesn't explain why the pilots never caught the thrust asymmetry in the first place
34:53We 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
35:05Nearly three months after the accident, the investigation gets a big break
35:14Divers find the memory card from Sriwijaya Air Flight 182's cockpit voice recorder
35:20We did it systematically
35:24And thank God last night at 8 o'clock we found it
35:31Will the CVR explain why the pilots failed to notice the split in the thrust levers?
35:39And why the captain turned the plane the wrong way?
35:41Okay, let's start here when the thrust levers begin to diverge
35:48Let's see if they notice it
35:54Request heading change to 075 degrees to avoid weather, Sriwijaya 182
36:00Sriwijaya 182, heading 075 approved
36:05075 approved
36:09075, Sriwijaya 182
36:11075, Sriwijaya 182
36:22Approach at 110
36:24110
36:25075, Sriwijaya 182
36:26075, Sriwijaya 182
36:27075, Sriwijaya 182
36:28075, Sriwijaya 182
36:29075, Sriwijaya 182
36:30075, Sriwijaya 182
36:31075, Sriwijaya 182
36:32075, Sriwijaya 182
36:33075, Sriwijaya 182
36:34075, Sriwijaya 182
36:35075, Sriwijaya 182
36:36075, Sriwijaya 182
36:37075, Sriwijaya 182
36:38075, Sriwijaya 182
36:39075, Sriwijaya 182
36:40075, Sriwijaya 182
36:41075, Sriwijaya 182
36:42075, Sriwijaya 182
36:43075, Sriwijaya 182
36:44075, Sriwijaya 182
36:45075, Sriwijaya 182
36:46075, Sriwijaya 182
36:47They don't notice
36:52They're not paying attention to the aircraft
36:54This is the time when the pilots should have time to monitor the aircraft
37:05The FDR shows the pilots had several indications that things were going wrong on Flight 182
37:13If they had monitored their primary flight display
37:18They would have noticed that they were in a left bank instead of a right one
37:22If they had looked at the control column
37:26They would have seen that it didn't return to center after commanding the right turn
37:31And most importantly, if they had checked their thrust levers
37:37They would have realized that they were split
37:39These are three major breakdowns in the way the airplane is supposed to be operating
37:45Any one of which should have drawn the attention of either flight crew member
37:50They gave all responsibility for flying the plane to the autothrottle and the autopilot
38:00Autothrottle
38:05Arm
38:07It'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 instead of right?
38:31Okay, let's hear more
38:36Set standard
38:41Survey J at 182, climate altitude 130, roger
38:49130
38:50130
38:51Bank angle, bank angle
38:56Bank angle, bank angle
39:00They seem confused
39:13They're totally unaware of their situation
39:16Because they're flying in clouds but not looking at the instruments
39:19It's the bank angle warning that clues the man
39:22The crew was clearly startled
39:29They didn't understand what was going on
39:32Take angle
39:35Take angle
39:36The captain
39:49Here's the bank angle warning
39:51Here's the bank angle warning
39:52Looks at his control wheel
39:53Looks at his control wheel
39:54Sees it deflected right
39:55Then turns it left
39:56Then turns it left
39:57Making the situation worse
39:58Did the first officer provide any assistance to the captain?
40:04The first officer isn't helping at all
40:11He's completely forgotten all his procedures
40:21The first officer isn't helping at all
40:22The first officer isn't helping at all
40:23The first officer isn't helping at all
40:24He's completely forgotten all his procedures
40:28Take angle
40:29Take angle
40:30Take angle
40:31Take angle
40:32Take angle
40:33Take angle
40:34Take angle
40:35The co-pilot did not provide significant information to the captain
40:37The aircraft attitude whether it left or right or pitching down or pitching up
40:42As described in the procedures
40:48Even after the autothrottle disengages
40:50It still takes the captain ten seconds
40:52To bring the right thrust lever back to idle
40:56If the autothrottle disengaging doesn't prompt him to do that
41:01What does?
41:02It was the overspeed warning
41:0815 seconds into the dive
41:12The plane is accelerating to near the speed of sound
41:15It's on the verge of breaking up
41:17So the cockpit's overspeed warning sounds
41:24With the overspeed condition
41:26That's when he finally realizes that both engines need to be at idle
41:30And they make that correction
41:32He finally cracks the asymmetry
41:38That's too little too late
41:41If the aircraft flying higher maybe 30,000 feet
41:47The aircraft might have recovered
41:49In the final report
41:59Released more than a year and a half after the crash
42:02Investigators highlight the many failings that contributed to the crash of Flight 182
42:08Chief among them was the failure of the pilots to pay attention to what their plane was telling them during the flight
42:18What happened was the sense of confidence and complacency towards the automation system
42:27May have caused poor monitoring and awareness of other instruments and activities
42:33The report also highlights the failure of maintenance
42:38Both at the line and management levels
42:40In recording a history of autothrottle malfunctions
42:44For them not to take the time to take the aircraft out of service
42:49And effectively troubleshoot it
42:51And today's error is just not heard of
42:54You have to ensure that you're upholding safety
42:57And you're taking every action to troubleshoot and inspect the airplane
43:05It was tragic that no pilot reported thrust lever split in their failures
43:11They always reported them as autothrottle issues
43:14But they didn't say the words thrust lever split
43:18If the pilots don't report the problem accurately
43:21Nobody's going to fix it
43:23Sriwijaya Air committed to improving its training for both pilots and maintenance engineers
43:30But today the airline is a much smaller operation
43:34Its fleet consists of four aircraft
43:37Only one of its 737-500s is still in use
43:42This accident gave the world a valuable lesson
43:47That simple problems could lead to a catastrophe
43:50There's our hope that this kind of incident will never happen again in the future
43:58In the future