what could be more terrifying than being told miles above the sea that the pilots flying your plane are lost this is exactly what happened to 146 passengers on board a Boeing 737 over the Java sea in February of 2006 the video you're about to watch tells the fascinating story of what happens when small mistakes begin to slip through the cracks and build up until they become impossible to ignore this is the story of Adam Air flight 782 [Music] it was early in the morning on February 11th 2006 when 146 passengers and six crew boarded a Boeing 73730 at Jakarta in Indonesia they were bound from massar a 2-hour Journey to the east as the passengers filed in and took their seats they had no idea that up in the cockpit a strange series of events was about to unfold which would soon put them in serious Danger the flight's Captain was 41 years old and had amassed over 7,000 hours of flying time over the course of his career he had plenty of experience on the 7372 with almost 2,000 hours on the aircraft he had flown this route many times before and as he prepared the aircraft for departure he had no reason to suspect that anything was out of the ordinary sitting to his right was a 33-year-old first officer the first officer had just shy of 3,000 hour flying experience 800 of which were on the 737 it's a cliche at this point to say that aircraft accidents don't just happen for one reason but this is rarely as clear as it is in the case of flight 782 where the chain of events which led to the incident was miles long and on this morning the first link in that chain appeared right on the ground at Jakarta during their pre-flight checks the pilots discovered that there was a fault with one of the plane's navigation systems one of its two inertial reference units which keep track of the plane's position as it flies had failed their 737 was 19 years old at this point and it wasn't exactly in Min condition the captain called up Adam's maintenance who decided that at this point the quickest solution was to Simply swap out the faulty unit for the working one when they arrived at the aircraft that's exactly what they did the pilots then tested both units on the ground and they appeared to be working normally these kinds of issues were not uncommon at adamir in fact on this aircraft alone in the previous 2 months maintenance Engineers had logged 18 problems with the plan's inertial reference system the Budget Airline was growing quickly and it was taking major shortcuts in the upkeep of its aircraft it was only a matter of time before one of these shortcuts had deadly consequences with the faulty navigation unit now replaced the captain entered the plane's route into his fight management computer in aviation routes consist of waypoints connected by Airways which are basically roads in the sky in all passenger aircraft developed since the 1980s Pilots programmed their route into this computer at the start of the flight and the autopilot follows it all the way to the destination as with most passenger aircraft of its era in the 737 300 the flight management system or FMS is told its position by one of its inertial reference units on this morning the FMS was being told where it was by the leftand inertial reference unit or U1 this was the one that had been working not the one that had been replaced with the flight plan now loaded into the computer the rest of the cockpit preparation complete and the passengers boarded flight 782 was finally ready to depart at 10 minutes 6 that morning the aircraft was pushed back from its stand at Jakarta on board were 146 passengers six crew and 10 tons of fuel the pilot started the engines and began their taxi out to the runway on this leg of the journey the captain would be flying the aircraft while the first officer handled the radios it would be a mostly routine trip apart from the fact that there were three trainee flight attendants on board during the flight they would be entering the cockpit one by one to be quizzed by the captain on certain procedures and protocols for their new role these quizzes had not been authorized by the airline however and they would distract the pilots at a time when their attention badly needed to be on the aircraft itself at 20 minutes P 6 the captain lined the aircraft up on the runway and set takeoff power the engines roared to life and flight 782 began its roll down the runway within moments the plane was airborne and climbing out east over the Java sea for the first few minutes everything on board was normal passing 10,000 ft the captain turned off the fasten seat Bel sign and the cabin crew and the new trainees went through the cabin with food and drinks the food options on board were nothing special so it's a shame that the passengers didn't have access to this video sponsor Factor 75 Factor takes all the stress out of meal prepping cooking and cleaning up every week they send fresh delicious ready to eat meals right to your door each week there is a new 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you're really helping out out the channel which means I can keep making these videos and speaking of that let's get back to the video the autopilot was following the route on the flight management computer represented by this magenta line here this moving map display makes navigation more intuitive than it had been in previous eras when needles and dials were used on it the plane is represented by this triangle the route it's following is in magenta and other waypoints and airports can be displayed on the screen as well it also has the advantage of being able to display weather directly on the plan's weather radar and it can show other nearby aircraft but unlike what you might think this map does not use GPS to tell the planes position that's because the 737 300 did not have a GPS GPS is a relatively new addition to commercial aircraft and even though it began being introduced in the 1990s it didn't really become standard until the 2010s rather than GPS position information displayed on this map is derived mainly from the aircraft's inertial reference units which we mentioned earlier inertial reference units use gyroscopes which are spun up at the start of the flight while the plane is stationary at the gate and which then detect acceleration in different directions as the plane starts moving although not as accurate as GPS they are still precise enough for navigation and they have the benefit of being entirely self-contained no satellites no radio signals and no magnets just a fast spinning Mass which detects the plane's movement as it flies and displays it on this map so as the pilot monitored the flight's progress they weren't looking at some true objective representation of where the plane was rather they were looking at the calculations of the iru which were simply being displayed in electronic map format however the iru wasn't the only source of position information the plane's computers also tuned into nearby Radio beacons and factored in their direction and distance to help calculate the aircraft position in addition to the information from the iru having multiple sources of information like this allows the computer to calculate the aircraft position with high Precision I know that that's a lot of information to take in but it's important to cover it in order to fully understand what is now about to happen about 15 minutes after takeoff flight 782 reached its cruising altitude of 33,000 ft not long after that the pilots asked their traffic control for a shortcut by routing direct to a waypoint called cpot they would be able to cut some intermediate way points out and save some time on route the controller cleared them to sipot and the first officer used his flight managing computer to send the plane directly to it all was well as the plane turned left onto its new course as they left jakarta's airspace the pilots contacted Bal Air Traffic Control they would be with Bali for a few minutes before being transferred to uun Padang control the final onroad controller before they began their descent into makasar these would be the last few normal moments on board fight 782 at 25 minutes 7 that morning unbeknown to the pilots the flight managing computer quietly switched from iu1 to U2 it was now getting its position information from the unit that the engineers had installed back on the ground before departure the pilots had tested this unit on the ground and all had appeared to be normal but now over the Java C it began to drift bit by bit it started to provide the fight management computer with false information about the plane's position as a result the plane now began a gentle right- hand turn barely perceptible to the pilots the plane thought it was going in a straight line because the OU said that it was and this is what showed up on the pilot navigation displays even the compass headings showed the plane to be flying on track the pilots had been trained to believe their instruments but now their instruments were lying to them a caution message popped up on the flight computer saying IRS nav only this meant that the plane was getting its position entirely from the inertial reference unit and not from any radio beacons on the ground IRS nav only as in the only source of navigation information is the IRS or the inertial reference system as far as the pilots were concerned this wasn't anything to be alarmed about all it meant was that the plane was simply out of range of any radio beacons which it would normally tune into to more accurately determine the plane's position this wasn't too surprising out over Over the Sea and anyway as long as the U was working it should have been more than capable of keeping track of the plane's position the first officer cleared this caution message and with no awareness that anything was a miss the pilots began briefing the arrival into massar they checked the weather reports for the area which showed that the skies were clear of clouds and the visibility was good their plan was to make a visual approach to Runway 31 the airport's northwesterly runway on this morning they were the only flight approaching the a from the west and they expected a hassle-free arrival B air traffic control then handed the flight off to uun Padang control the final on Route controller for their flight when the first officer radioed the new controller he got his second shortcut of the day he was now cleared directly to the massar VOR which is the radio Beacon at the airport itself the first officer programmed this Waypoint into the flight manager computer and set the plane on its new course from here on out the pilots would be flying directly to the airport as far as they were concerned they were now on the home straight but with the aircraft position information coming from the faulty iru the navigation display showed the massar beacon as being straight ahead roughly east of the aircraft in reality the plane was still turning to the South and the beacon was now off to its left hand side both pilots and passengers were completely oblivious as the plane drifted further and further away from its planned route however the pilots weren't the only ones who were supposed to be monitoring the plane's flight path where was Air Traffic Control in all of this hadn't they noticed the plane turning at this point it was already 10 m off course as it happened the controllers had a system called Ram or route adherence monitoring which was designed to alert them whenever a flight deviated from its planned route by more than 10 mil the only problem was that the warning had been incorrectly set to trigger not at 10 Mi but at 20 mi the flight hadn't reached that distance yet and as the controller focused his attention on other aircraft he didn't notice flight 782 slowly slipping off course in the cockpit the pilots had a distraction all of their own one of the traine flight attendants had come in for her quiz with the captain during the 15 minutes that she was in the cockpit she noticed something that the pilots hadn't the sun was off to the left hand side of the aircraft if they' hadd been flying towards Maas to the east the sun should have been rising directly in front of them the fact that it was off to the left hand side could only have meant one thing that the plane was flying roughly South but who was the trainy cabin crew member to question the pilots surely they knew what they were doing and indeed the captain did have a solution to this problem of the glaring sun he covered his wind screen up with paper flight 782 continued straying South going further and further off track back on the ground at air traffic control the radar Target for flight 782 had split into two the actual position of the plane shown by this black Target here and identifiable by the squa code 2351 which the pilots had entered into the transponder at the beginning of the flight that Target clearly showed that flight 782 was deviating to the right of its planned course which was along the w52 airway here the other radar Target the one with all of the planes information that Target was progressing normally along the flight's planned route but this second target was not the reallocation of the plane rather it was where the plane should have been the controller should have known that this target was false because it was represented by a square rather than by a circle but controllers at massar airport traffic Services had not received the required training for their jobs and didn't pick up on or in any case didn't inquire about the plane's actual position regardless of this there was still a chance that the controller would discover what had been going on soon flight 782 would reach the 20m deviation limit which would trigger the controller's alerting system finally somebody would notice that the plane was going off course the 146 passengers on board the flight would soon be safe thanks to a piece of technology that was imperfectly calibrated but which had saved the day nonetheless but then something odds started to happen as the plane went further off track it started to dip in and out of radar coverage coverage over the Java C was patchy and besides nobody was meant to be in this particular part of the airspace anyway just as the plane approached the 20 nautical mile limit which would finally trigger the controller's alerting system it began to slip outside the range of radar it flickered on and off for a few minutes being picked up and lost again before finally dropping off completely a crucial chance to notice that the plane was going off track had been missed back in the cockpit the pilots monitored what they believed to be the flight's normal progress along its route their navigation displays and their flight management computers showed that the aircraft was now approaching the Waypoint called guano the first officer radioed Air Traffic Control telling them that they were passing this Waypoint and the controller handed them off to the next controller on Route when a plane goes off track it's essential for the pilot to determine its position as quickly as possible that's because at the speed the jet aircraft travel at even just a few minutes of going off course can bring the aircraft dozens of miles from where it was supposed to be in the case of flight 782 for every minute the plane flew it was going off course by 13 km or about 7 nautical miles it wasn't just that the pilots were lost though it was much worse than that they were lost they didn't even know that they were lost and they were getting even more lost every minute at 10 minutes P 8 and with the needless quizzing of the new cabin crew now complete the pilots were ready to begin their descent into massar according to their instruments they were now 115 nautical miles from the beacon and therefore about that distance from the airport the first officer requested to send clearance from Air Traffic Control and with that granted the flight began its descent from 33,000 ft in the main cabin the passengers could feel the plane beginning to descend soon they thought they would be in massar they didn't know that as they descended on their southernly course they were crossing as many as 14 different Airways carrying other air traffic among the many risks the pilots had racked up in the previous half hour since they first started drifting off course the threat of a midair collision had now been added to the mix however it wouldn't be long into The Descent before the first signs of trouble started showing as the plane descended through 28,000 ft the captain noticed something peculiar off to his right hand side was a mount Mountain there were no mountains on the route to makasar and one had hardly cropped up since the captain had last flown there the pilots checked their navigation displays which showed the plane to be on course towards massar if that was the case what island were they seeing out their window they took out their maps and began trying to make sense of what they were seeing but nothing on the map matched what they were seeing outside they checked their via War needle which up until this point had been showing the makasar beacon straight ahead but now it too two was acting up the inoperative flag had appeared on the instrument indicating either that the instrument wasn't working or that the massar beacon was out of range this didn't make sense the pilots had been flying towards massar getting closer to it how could they have gone out of range of the beacon minute by minute the pilots grew increasingly bewildered as far as they were concerned everything had been going perfectly well until just a few moments ago how had things gone so wrong so fast of course in reality the plane had now been going off course for a full 45 minutes the pilots had only noticed it now by this point it was far to the south of where it was meant to be over 300 km off course and beginning to cross the island of West nusa tangara then while the pilots tried to figure out where they were something really strange happened the autopilot ly disengaged the captain grabbed the control column and began flying the plane manually clearly something was going seriously wrong with the aircraft the pilots were now lost their navigation instruments were either broken or lying to them and now the autopilot was refusing to fly the plane the pilots needed to figure out what was going on fast they began searching the cockpit for any clues as to what was happening finally they turned their attention to the oldest instrument in the cockpit the the magnetic compass this instrument is simply a magnet suspended in fluid no electronics no gyroscopes and no outside influence with the Earth's magnetic field itself but what it told the pilots baffled them according to the magnetic compass they were on a heading of 230° they were supposed to be heading East on a heading of about 080 but somehow they were now heading Southwest their main navigation instruments weren't just slightly off they were completely wrong this came as a total shock to the pilots for how long had they been flying like this where had they ended up and how would they get back on course they had little idea that their problems were only just beginning the first officer turned to air traffic control for help and reported his position according to his flight management computer he was on the 28° radial from the makasar radio Beacon at a distance of 72 MI what the first officer didn't know was that this position was wrong it was coming from the plane's faulty inertial reference system as the first officer waited for a reply from the controller all he got was static as it turned out it wasn't just the radio Beacon that the plane was too far from they were now out of range of air traffic control the pilots of flight 782 were badly lost and now they couldn't even ask air traffic control to tell them where they were on radar by this point even if the controllers did begin looking for the plane they were unlikely to find it how would they pick out this small black Target hundreds of miles from wef flight 782 was supposed to be the sensible place to look after all would be somewhere relatively close to the plane's planned position but there were no aircraft there which could be flight 782 once they started searching the controllers would be just as lost as the pilots the pilots were now truly on their own as they flew High over a last sea with unknown forested Islands scattered beneath them the first officer began calling other aircraft on the radio to see if any of those planes could help them figure out where they were the pilots of one of those aircraft a republic Express Airways flight said that they could see flight 782 on their tcas the Airborne collision avoidance system which shows Pilots the position of other nearby aircraft according to this creu display the flight was just 29 nautical miles from massar now there was a glimmer of hope for the pilots of flight 7 2 as they talked with this aircraft one of the flight attendants entered the cockpit she told the captain that the passengers were getting anxious and she asked whether the aircraft was okay and whether the captain should make an announcement explaining the situation but the pilots were still hopelessly confused and they didn't want to panic the passengers besides there was now a chance that by working together with this other aircraft they would be able to figure out where they were in just a few short minutes what was the point in panicking the passengers when they were just about to figure out where they were anyway what the pilots didn't know was that the flight they were in touch with wasn't anywhere near them the aircraft that crew saw and their tcast was a different 737 hundreds of kilom away from flight 782 after a few more minutes of communicating with the crew of This Plane trying to see if they could see the same clouds and the same features in the terrain below it became clear that it was just a case of mistaken identity it was a devastating blow the p vs were now back at square one as the minutes ticked on the pressure in the cockpit started mounting the captain had his hands full flying the aircraft manually while the first officer made repeated efforts to contact Air Traffic Control via other aircraft his Hope was that one of the aircraft he talked to would be within range of air traffic control and would be able to relay his message to the controller the flight was now so far off course that it would take as many as six different planes to relay their radio messages to air traffic control all while this was happening the pilots were switching their attention between their maps and what they could see out their windows but they wouldn't have forever to figure out their position as each minute passed the aircraft burned through more of its precious fuel they needed to get back on course before their tanks ran dry behind all of this was the horrible feeling that they had brought this dire situation entirely upon themselves somehow they had gotten badly lost on a route which they should have been perfectly familiar with and now time was running out but as if things couldn't get any worse as the plane descended through 16,000 ft something completely unexpected happened the first officer's instruments went blank the pilots were dumbstruck without a primary flight display and a navigation display the first officer had lost information about the plane's speed altitude Direction orientation and position he now had to rely on his much smaller standby instruments while the captain continued to fly the plane by hand their aircraft was falling apart before their very eyes and the crew had no idea why what system would they lose next the passengers were as yet unaware of the extent of the aircraft's difficulties they had no idea that at the back of the captain's mind now creeping its way forwards was the possibility that he may have to ditch the aircraft in the sea one thing was certain the pilots weren't going to descend any further until they were absolutely sure about what was happening their plane the captain leveled off at 15,000 ft and took out the quick reference handbook he needed to find out whether the aircraft's different problems Were Somehow connected the autopilot tripping off the blank screens the failing navigation instruments and the dodgy radios what did all of these have in common the captain followed the steps in the manual taking note of the heading displayed on the magnetic compass and insert in it into the flight management computer the idea here was that the plane was so badly lost having built up a picture of where it was based on incorrect data from the faulty iru that the only salvation could be from inputting data from the much more basic instrument of the magnetic compass but when the captain entered this information it didn't have the desired effect the plane's instruments still disagreed the checklist said that if the pilots were unable to enter the plane's heading into the flight management computer they should use the keyboard on the overhead panel to enter it directly into the inertial reference system but the pilots didn't do this by this point they were so overwhelmed by all of the failures and confusion that they failed to follow through with the checklist human Pilots after all are just a part of a much bigger system and when that system starts to break down Pilots join the rest of the system in being more vulnerable to error rather than less but the troubleshooting persisted however imperfectly the pilots needed to find some way of unhooking the plane's navigation systems from the faulty inertial reference unit and hooking them back up to the working one above their heads the U2 fault light had illuminated the very one that had lit up on the ground back at Jakarta it signified that the right side inertial reference unit wasn't working and that the pilots would need to switch back to the leftand one for this exact purpose a switch existed which would transfer all of the plane's navigation systems to the functioning inertial reference system in this case irs1 the captain flicked this switch and then checked his instruments but strangely after he did this the magnetic compass and the navigation display still disagreed about which direction the plane was pointing whatever issue the aircraft had switching its navigation Source hadn't solved it however much to the Pilot's relief moving this switch did at least have one positive effect the the first officer's instrumentation had now flickered back to life but the Pilot's relief didn't last long according to the first officer's navigation display the plane was now just a few miles from the massar radio Beacon and was heading straight for it all it took was a simple glance out his window to disconfirm this Prospect the plane was nowhere near Mazar the Pilot's attempts to reconfigure the navigation equipment had been woefully unsuccessful they then consulted their charts and tried contacting other air traffic control centers near massar they figured that they had to be within radio range of at least some of them the problem was much greater than the pilots realized though they were checking the radio frequencies for airports on sui the island on which massar was situated over 500 km to the north none of these airports were even close to being within range running out of options the pilots now had to resort to another way of fixing their position they knew that along the airway they were supposed to be traveling on there were navigation AIDS which they could tune into using their radios perhaps by tuning into these beacons they could figure out where they were and get back on track they checked their maps and picked out radio beacons along the airway they tuned the frequencies of these beacons into the navigation radios and watched their instruments closely but the needles never came to life just as it was with air traffic control the aircraft was simply too far from any of these beacons to pick them up the pilots were baffled was it that they were roughly in the right place but that their instruments weren't working or were they way off track with instruments which were working there were other radio beacons nearby which were within range of the pilots but without even a vague idea about where they were how would the pilots even know to tune into these in order to figure out precisely where they were they would first need to start out with at least a rough idea of where they were but as the seconds ticked on it began to look increasingly unlikely that they would even get that this was much more than an embarrassing mistake for the pilots they had messed up badly and put themselves and everybody else on board in grave danger at this point they began to grow desperate the captain asked one of the flight lieutenants whether she knew if anybody on board was from macassar if they were perhaps they would be able to tell if the island beneath them was their own but the flight attendant didn't want to do this the passengers were already concerned and she didn't want to send them into a full-blown panic the aircraft now had less than 1 hour of fuel remaining with no navigation equipment but their own eyes the pilots had to find a Runway fast and get the plane down onto it this would not be an easy task given the mountainous and densely forested terrain below what's more not just any Runway would do they needed to find one which was big enough to take a Boeing 7 37 the captain began rolling his aircraft from side to side looking down at the island beneath him somewhere there must be a Runway but as the minutes ticked on all he could see were more Mountains and jungle a terrifying possibility now entered his mind he may have to ditch the aircraft in the sea the odds of surviving a ditching are close to zero and they're even worse when rescue crew don't even know where to look the captain knew that if he decided to put the plane down in the water it would probably amount to a death sentence for everyone on board but at this point he feared that he may not have a choice he told the cabin crew that he may have to ditch the aircraft in the sea and that they should listen out for him to give the order to prepare for one flight 782 sailed quietly above the island of SBA its passengers fearing the worst and its Pilots desperately trying trying to find somewhere to land then as the captain banked the aircraft the first officer spotted something out his window far below them on one side of the island lay a thin strip of concrete the pilots had found a Runway but little time to waste and really with little Choice the captain decided that this is where he would put the plane down he reduced power on the engines and put the aircraft into a descent he then handed control over to the first officer telling him to bring the plane down to 20 500 ft and to reduce his speed to 220 knots this slower speed and lower altitude would allow the pilots to better judge whether the runway they had spotted was suitable for their aircraft if it was too short they could end up running off the end of it and crashing into the dense forest which lay there in wait even though they had found a Runway the pilots were so to speak not out of the woods yet with the first officer flying the plane the captain made one last Stitch effort to figure out where where the aircraft was he compared the shape of the coastline on his maps to the Shoreline he could see out his windows and passed on this information to other Pilots over the radio these Pilots checked their maps and looked out at the coastlines they could see but they couldn't match this up with what the captain was telling them the reason for this was simple the captain's estimation of the plane's position was about 500 km off he was still convinced that he was flying over Sula wesi the island on which makasar was situated in reality he was all the way to the south over the island of SBA frustrated with his inability to fix his position the captain finally accepted that he wasn't going to figure out where he was his main priority now had to be making sure that the plane landed safely at 25 minutes past 8 that morning he told the senior cabin crew member to prepare for a landing somewhere on Su wesi Island he then made a PA apologizing to the passengers telling them that there had been a navigation problem and that they would be landing in a few minutes he admitted that he didn't know where they would be landing but said that the important thing was that he put the plane down somewhere this wasn't perhaps the most reassuring PA but the passengers like the pilots didn't have much choice in the matter with the passenger briefing out of the way the pilots now began setting up for their approach to the airport normally at this point they would be able to review the airport charts and plan things like which flap setting they should use on the approach and how much braking they should use on Landing they would also be able to review the weather so that they could prepare for any crosswind on Final Approach and set their timers to display their attitude correctly but without knowing the radio frequency of any nearby control towers and without even knowing which Airport's charts to look at the pilots were coming in blind all they could do was hope that the runway could take their plane when it landed unfortunately for flight 782 the airport they were approaching was not meant to take Boeing 737s the biggest aircraft which regularly landed there was the 28 a much smaller Regional Jet even the apparent safety of the runway wasn't so safe after all but the pilots were running out of time their sole Focus now was getting the plane down and getting it stopped on the runway the captain took control from the first officer as the more experienced pilot he was better place to carry out the landing the first officer then began to call out the approach checklist and the crew configure the aircraft for landing lowering the flaps and the gear the airport had a control tower and there were other aircraft in the area which would be flying in and out of it on that morning nobody at the airport knew as they went about their business that a fully loaded Boeing 737 was now bearing down on its Runway the pilots could only hope that nobody would get in their way as they neared the airport this would be the first time in the captain's career that he would be landing without a clearance the passengers watched nervously out their Windows as they got lower and lower the engines revving up and down as the captain adjusted his speed as the plane neared the threshold the automated voice in the cockpit began counting down the aircraft's height above the runway it was the Moment of Truth at 20 minutes 9 that morning flight 782 touched down on the runway the captain applied the brakes and gradually brought the aircraft to a stop everyone on board had survived the ordeal once he had pulled up at the gate the captain figured out to his shock that he had landed at tambolaka airport all the way south on the island of sumba he contacted adamir operations center in Jakarta who told him to disembark the passengers and wait for the arrival of the adamir team from Jakarta which would include maintenance Engineers to inspect the aircraft when this crew arrived later that day they fixed the aircraft and then flew it back to Jakarta without passengers where was quarantined by Indonesia's National Transportation Safety Committee the captain was later fired by adamir the reason that the inertial reference system switched over to the faulty unit mid-flight causing the turn was never determined but the story of flight 782 doesn't end there the investigation which followed the incident unveiled deep-seated issues at adamir which had been festering for years it found glaring deficiencies in how the airline maintained its aircraft with repeated problems going unchecked and maintenance actions being Limited in many cases to Simply swapping out different components resetting circuit breakers and cleaning electrical connections this created a culture where problems with aircraft were tolerated and where Pilots were put under pressure to fly aircraft which they knew to be faulty what happened flight 782 was really just the tip of the iceberg for an organization which was corrupt to the core just a year after this incident a different adamir 737 crashed into the massar straight killing all 102 people on board you can tap here on the screen to see the chilling similarities between this accident and the case of flight 782 adamir was banned from flying in 2008 and went bankrupt later that year but to this day it serves as a stark reminder of how not to run an organization where safety is Paramount the passengers of flight 782 were simply lucky that they were not the ones who paid the ultimate price for the airlines misdeeds