Going down, 1862. Going down! Going down!
A 747 cargo jet plunges into an apartment complex.
No, no, no!
Cut it like a knife.
ARNON OHAD (recording): El Al 1862 mayday, mayday.
Amid wild rumours...
There was speculation that a missile had struck the aircraft.
We need those black boxes!
Crash investigators search for the cause of
The Netherlands' worst air disaster.
PIM VAN SANTEN: There was a lot of pressure to come up with some
findings as quickly as possible.
DAVID LEARMOUNT: The only trouble is the investigators didn't know
the answers, which were simply not available.
Preventing an even greater disaster may now be
a race against time.
PIM VAN SANTEN: We were extremely worried and concerned that
the next airplane might have been a passenger airplane.
Opening theme
It's a quiet Sunday evening at
Amsterdam's Schiphol Airport.
Everybody ready for takeoff?
It's all looking good.
An El Al cargo jet is fuelled and ready to depart for Tel Aviv.
El Al 1862, good evening.
Good evening, El Al 1862.
Line up in sequence 0-1-left.
Roger.
The Boeing 747 is loaded with 126 tons of freight.
The crew is under the command of Yitzhak Fuchs.
Like all El Al pilots,
he earned his wings in the Israeli military.
He was, uh, many years with the company already and
flew for the air force at first so I believe he had
something like 20, 25,000 hours of flying.
How's our fuel?
Yeah.
More than enough for a four-hour flight.
Gedalya Sofer is the flight engineer.
It's his job to monitor the performance of the aircraft,
including the engines and fuel consumption.
GURI PALTER: The flight engineer was also very,
very experienced, very professional,
flying with the company many years.
I think he was about to retire at that time.
El Al 1862 is clear for takeoff, 0-1-left.
Clear for takeoff, 0-1-left, roger.
Arnon, she's all yours.
Thanks Yitzhak.
First Officer Arnon Ohad will be
handling the controls for this flight.
On the roll.
The legs of the flight are divided by both
captains and first officers to get the same experience.
The freighter's four massive Pratt & Whitney engines
pump out 200,000 pounds of thrust.
V1.
Rotate.
DAVID LEARMOUNT: The visibility was good.
It was cool but, um, there was no, no weather to worry about.
Gear up.
It was a routine flight back to base.
Flight 1862 will now head east over the
suburbs of Amsterdam, then turn south to fly
across central Europe before landing in Tel Aviv.
El Al 1862, climb flight level 2-1-0.
CAPTAIN FUCHS (over radio): Flight level 2-1-0, roger.
The controller clears them for a climb to 21,000 feet.
Engines are looking good.
Climb power's set.
It's uh quite normal and routine
climbing out of the, of the airport.
They were expecting to be home in about four hours.
Everything seems normal for the first seven minutes of flight.
What the hell?
Alarm sounding
DAVID LEARMOUNT: What happened was not only dramatic,
it was completely sudden.
There was no warning whatsoever.
The 747 is rolling violently to the right and
the crew has no idea why.
I have control.
You have control.
The captain takes over flying the plane.
The, uh, wings are banking to the right.
Sofer, what can you tell me?
Engines three and four are out.
Both engines on the right wing have suddenly died.
DAVID LEARMOUNT: This is a very dramatic situation.
The wing where the engines have failed drops and
the other wing rises.
We need to level off.
Working on it.
The captain struggles to bring the plane level.
GEDALYA SOFER: We're losing hydraulics on system three.
No, three and four.
Critical flight controls are failing.
DAVID LEARMOUNT: The hydraulics power the controls.
This is such a big airplane that pilots can't control it
with muscle alone.
CAPTAIN FUCHS: Full left rudder.
DAVID LEARMOUNT: The only way you can get the aircraft level again
is to put the rudder on with your left foot
and try and pick up the right wing.
Wings coming up.
Captain Fuchs can barely control the plane.
Speed bird 943, climb flight level 2-8-0.
At Schiphol air traffic control,
the evening routine is about to be shattered.
ARNON OHAD (over radio): El Al 1862.
Mayday. Mayday. We have an emergency.
They realize right away that they are in real bad situation.
El Al 1862, do you wish to return to Schiphol?
ARNON OHAD (over radio): Affirmative.
Mayday, mayday, mayday.
Turn right heading 2-6-0.
The crew now has a heading back to the airport.
But with hydraulics failing, the captain is having more and
more difficulty controlling the plane.
Watch your pitch.
Alarm sounding
Then, the crisis gets much worse.
We have a fire number three.
A new warning tells the crew one of the engines is on fire.
Shutting down engine three.
We have a fire in engine three.
Roger.
You've got to get the fire out quickly because
if a fire starts that's serious because it will structurally
damage the airplane very rapidly.
Number three fire extinguisher.
Pull it.
The crew triggers the fire extinguisher and
waits for it to douse the flames.
DAVID LEARMOUNT: They had not only to keep control of this really stricken
airplane, they also had to go through the
routine for putting the fire out.
We still have a fire warning.
The procedure has no effect.
The crew can't see their engines from the cockpit.
They have no idea how bad the fire might be.
When it doesn't work you are getting into real pressure
to put the aircraft back on the ground very quick.
We need to land.
See if they can get us down on runway 2-7.
We have a fire in engine three,
engine three and four inoperative.
Request runway 2-7 for landing.
The captain knows the airport.
He wants to land on the longest runway at Schiphol.
GURI PALTER: In that case, heading 3-6-0, heading 3-6-0.
Roger 3-6-0.
DAVID LEARMOUNT: It's the pilot who decides what can be done,
especially with an airplane which is as badly stricken as this one.
The air traffic controller's job is to facilitate that
request from the air.
That'll give you a right turn to cross the localizer.
You only have seven miles to go from current position.
Damn it!
The crew is now facing another huge challenge.
There's no way that we can slow down at this distance.
We're gonna have to go around again.
Agreed.
They're too close ot the airport to slow down in time to land.
Captain Fuchs decides to make a descending turn
over Amsterdam so he can lose speed and altitude before
coming in to land.
They have no power on the right side, no hydraulics.
DAVID LEARMOUNT: These pilots had an airplane which was scarcely flyable,
but they didn't know why.
There's Schiphol at our three o'clock.
Got it.
The crew has to make one final turn to line up the runway.
1862, your speed is...
ARNON OHAD (over radio): Speed is 2-6-0.
Despite the unexplained damage to his plane,
Fuchs manages to guide the 747 toward the runway.
GURI PALTER: Very difficult controlling an aircraft in this situation
but they controlled the aircraft the full 360 degrees back.
Speed's a little high.
Are we stable enough to make the runway?
We'll see.
The crew has no doubt.
This will be the riskiest landing they've ever attempted.
Here we go.
Flight 1862 is less than three minutes from landing.
All right. Let's get the gear down.
Gear down. Three green.
Amsterdam's airport is tantalizingly close.
Reducing speed.
Captain Yitzhak Fuchs slows his plane and calls for the flaps.
Flaps two.
He wants to increase the wing's surface area...
Flaps two.
..to add lift at the slower speed he needs for landing.
Nice and easy.
Easy. Easy.
No, no, no, no!
We're losing it.
The plane is once again rolling right,
and this time it's worse.
The pilot realized that by going slower he was having
even more control problems than he already had.
El Al, further right heading 3-1-0,
heading 3-1-0.
Controllers urge the pilots to correct their course
to the runway.
I can't hold it! I can't hold it!
Uh, we have a controlling problem.
They realized that their aircraft was uncontrollable.
No, no, no! Come on!
Going down.
(Over radio): Going down, 1862. Going down.
Come on!
Hit the building and, and cut it like a knife.
El Al 1862 has slammed into an 11-story apartment block.
The Bijlmermeer apartment complex - home to thousands of people -
is engulfed in flames.
HENK VAN ROOIJ: You prepare yourself for a lot of things but
this was more than I ever expected.
Henk Van Rooij is one of hundreds of Amsterdam
firefighters who rush to the crash site.
When I arrived there and I looked at the site
there was a big hole in it and there was a massive fire.
It's the biggest fire I've ever seen in my life.
The intensity of the inferno is overwhelming.
The cargo plane was fueled up in Schiphol with
80 tonnes of kerosene.
Rescuers race to pull the injured to safety.
In the chaos, it's hard to know how many victims
there actually are.
HENK VAN ROOIJ: I was expecting 200 people dead,
just killed and 600 people injured.
Police and fire engine sirens sounding
The next morning, daylight reveals the
overwhelming scale of the disaster.
It was traumatic to see the damage and
what it did to the people living there.
The plummeting jet has cut the apartment block completely in two.
There's almost nothing left of the plane.
No one aboard has survived.
It was quite clear that a lot of lives had
been lost on the ground, let alone in the air.
Though the exact number isn't yet known,
dozens are dead.
The eyes of the world soon focus on the Netherlands'
worst ever aviation disaster.
The spectacular nature of this accident was such that,
you know, all the cameras were quickly there.
The Dutch government assigns Pim Van Santen to
the crash investigation.
How soon can I get my team in here?
Thank you.
He's well aware that his entire nation will soon be
demanding answers.
There was a lot of pressure,
both from the public, from the press to come up
with some findings as quickly as possible.
Van Santen faces a frustrating delay.
He's not allowed to examine the debris until rescuers complete
their search for victims in the demolished building.
We're just waiting.
They're, they're carrying out the bodies.
We were basically walking around and
getting as close as possible without
disturbing the rescue people.
For now, vital evidence remains out of reach.
Go ahead please.
With the crash site off limits,
Van Santen turns to recordings made by Schiphol
air traffic control on the night of the accident.
(Recording): El Al 1862, mayday, mayday.
We have an emergency.
ATC (recording): El Al 1862, do you wish to return to Schiphol?
It's not as detailed as the cockpit recording but
does capture the conversations between controllers and
the El Al crew.
PIM VAN SANTEN: You hear those people speaking and that makes it very...
for me at least made it very emotional.
You hear people speaking but you also know that they are dead.
ARNON OHAD (recording): Uh we have a controlling problem.
The recording reveals just how quickly the disaster unfolded.
GURI PALTER (recording): El Al, further right heading 3-1-0, heading 3-1-0.
It captures the terrible moment the crew lost all
control of their plane.
ARNON OHAD (recording): Going down, 1862. Going down.
But what triggered the crisis remains a mystery.
This isn't getting us anywhere.
We need to find those flight recorders.
PIM VAN SANTEN: We didn't hear anything which was really
directing us at the actual cause.
The only thing what was obvious was that the airplane was
no longer controllable.
Van Santen pins his hopes on recovering the
plane's black boxes.
Every 747 carries a flight data recorder and
a cockpit voice recorder in the tail.
They capture detailed information about everything
the pilots say and do during the flight.
But finding those recorders won't be easy.
City officials have ordered the crash debris to be trucked to
dump sites around Amsterdam.
PIM VAN SANTEN: The city wanted to have the crash site cleaned
as quickly as possible because for the people living there who
may have lost relatives it was extremely traumatic
to see this...
these buildings and parts of the airplane.
Dig in guys.
We need those black boxes.
Robert Benzon is a veteran investigator with
the US National Transportation Safety Board.
He joins the team and knows just how crucial the voice and
data recorders can be.
BOB BENZON: We use those extensively along with
examination of wreckage to nail down
almost to an nth degree what happened sometimes.
Investigators face a difficult search through
a tangled mess of pulverized aircraft parts
and building debris.
Hang on.
That's an engine part.
Goes over there.
BOB BENZON: You'd be surprised how much building debris,
pipes and things can actually look like airplane parts.
It gets confusing.
While investogators sort through the mountains of debris,
witness reports provide a stunning lead.
DAVID LEARMOUNT: The earliest information that I think the investigators had,
which gave them clues that there was more to this crash
than just the pilots losing power on two engines,
was that witnesses saw things happen to the airplane
and they reported this.
Just minutes before the crash,
they saw what looked like two jet engines falling into
Lake Gooimeer, east of the airport.
For an engine to fall off the wing of an airplane,
it's not unheard of but it's very, very unusual.
Sofer, what can you tell me?
Engines three and four are out.
PIM VAN SANTEN: Losing two engines for us was...
we've never heard of that before.
PIM VAN SANTEN: Two engines in this lake.
Let's find them please.
BOB BENZON: Two engines were missing and that became the focus of the investigation.
Divers immediately take to the water in search
of the fallen debris.
What they find could solve this mystery.
Meanwhile, across Amsterdam,
rumours begin to spread,
speculation on what could have torn two engines from a 747.
Well the fact that the aircraft was an Israeli company,
El Al, led to early speculation that there may have been
some kind of terrorist involvement.
The history of conflict between Israel and
its Arab neighbours suggests a terrifying possibility.
There was early speculation that
a missile had struck the aircraft.
Other rumours hint the 747 might have been carrying
explosive military cargo for the Israeli army,
cargo not listed on the official manifest.
Oh El Al, must have been sabotage, must have been.
Might have been a missile.
They were going for absolutely every possible explanation.
The people standing in front of the cameras had
to have something to say so they said it.
Within hours, the search of Lake Gooimeer pays off.
Investigators recover one of flight 1862's
right side engines.
A look at the serial number reveals it's engine number four.
The 747's engines are numbered from left to right.
Number four is the outermost engine on the right wing.
Searchers also recover debris from the forward edge
of the right wing, control surfaces that are
crucial for controlling the plane.
Um we've got...
BOB BENZON: The loss of leading edge components, flaps and slats,
led us to believe that the aircraft was extremely
difficult to fly safely.
The mystery now is what caused the engines to fall off?
Was it terrorism, a mechanical failure or something else?
Investigators rush the recovered wreckage to a forensic lab
and test it for explosive residue.
You have to look at every single part
to either rule it in or out.
But there's no evidence of any explosion.
And we looked at every single part and ruled out a missile.
One thing is now certain.
The El Al disaster has nothing to do with terrorism.
But with engine three still missing,
the case is far from being solved.
Finding both engines was, uh, a virtual necessity.
Uh we had other parts of the aircraft of course that
went into the apartment complex but they were heavily damaged
so we needed all the parts of the puzzle that
we could possibly locate.
Take a look at this.
News of another recent accident adds grave urgency to the search.
I think the whole fleet could be in danger.
Investigators learn of another 747 that lost
two engines and crashed just nine months earlier.
BOB BENZON: It quickly became apparent that, uh,
a similar accident occurred in, uh,
in Taiwan to a China Airlines 747,
very similar in fact.
It suddenly seems possible that the 747 may have
a deadly design flaw.
BOB BENZON: That scares everybody because there were
a thousand 747s out there at the time.
PIM VAN SANTEN: We were extremely worried and
concerned that if this was a pattern that the next airplane
might have been a passenger airplane.
Thousands of lives could be at risk.
Investigators must work quickly to find out what
brought down flight 1862.
The crash of a 747 near the heart of Amsterdam
has shocked people across that city.
The Netherlands' Queen Beatrix tours the devastation,
sharing in her nation's grief.
At least 43 people are dead.
A lot of people died but
it could have been much worse than that.
Pressure to find evidence builds.
With engine three still missing, investigators call in the
Dutch navy to search Lake Gooimeer using sonar.
PIM VAN SANTEN: It is not very deep there,
maybe four or five meters but that is deep enough to
make it difficult to find.
Three days into the investigation -
a major breakthrough.
Searchers find a black box in the debris.
It's the flight data recorder.
Okay.
Let's see what the lab can do with this.
It should contain detailed information about
the operation of the engines,
but getting at that data may be impossible.
The huge impact has taken a heavy toll on the
critical recording device.
The FDR survived the accident but it certainly wasn't intact.
The tape is badly damaged.
The tape had shattered upon impact in a couple places.
But Van Santen and his team are determined.
They ship the recorder to Washington where NTSB experts
will try to repair the damage.
More than a week after The Nertherland's worst
air disaster, there's still no sign of the second black box,
the cockpit voice recorder.
Any luck?
It looks like investigators will have to solve this mystery
without one of their best tools.
BOB BENZON: You have to remember this giant pile of rubble
mixed in with an entire 747.
It never showed up.
My guess is that it probably was burned into a little cinder.
Underwater searchers are having better luck.
They've found and recovered engine number three.
Investigators now have both the engines from the right side
of the plane.
But a close examination of the newly recovered engine only
adds to the mystery.
Visual exam shows no sooting, no signs of fire.
Alarm sounding
ARNON OHAD: We have a fire in number three.
In spite of what the flight crew said over the radio,
there was actually no evidence of sooting,
melted metal, things like that inside the engines.
Shutting down engine three.
Whatever went wrong, it not only caused the engines
to separate from the wing, it also triggered a false fire
alarm that misled the crew.
BOB BENZON: All they had to go on were lights and
indications in the cockpit.
I don't think they ever knew that they were
missing two engines.
Investigators hope an unusual streak of paint found
on the cowling of engine three will help explain
what really happened.
They take a sample of the paint for testing.
Let's see if the lab can tell us where this came from.
While they wait for lab results,
investigators turn their attention to the fittings
that attach the engines to the wing.
Known as pylons, they are designed to be strong enough
to support the massive engines during all the
rigours of flight.
If the airplane is in turbulence in the sky and
the whole airplane is being shaken,
the engines are being shaken as well so the pylons have to be
very, very strong.
V1.
Investigators know flight 1862 powered away
safely from the runway.
Rotate.
They wonder, did the 747 hit something in the air
that somehow damaged the two right side engine mounts?
Air force radar scans from the night of the crash
reveal some intriguing data.
So these blue areas are all flocks of birds?
Wow.
There were unusually large flocks of birds around the
airport the night of the crash.
PIM VAN SANTEN: One of the scenarios was that there was bird impact.
In October, November we have lots of geese flying around
Schiphol airport and these are big birds.
Bird strikes can do incredible damage.
What the hell!
Finally, there might be an explanation...
I have control. You have control.
..for what tore two engines off El Al flight 1862.
To test the bird strike theory,
the team turns to the science of light.
When exposed to ultraviolet light,
blood and other organic remains will glow green.
Looks clean.
But they can find no green fluorescents on
any part of either engine.
The investigation is back to square one.
PIM VAN SANTEN: Bird impact was ruled out.
Fire was ruled out.
So basically then the conclusion was it must
have been something else.
DAVID LEARMOUNT: The media of course are putting pressure
on them to answer questions.
The only trouble is the investigators didn't know
the answers either.
Then, the investigation takes a dramatic turn.
Lab results reveal the paint found on engine three came from
the cone shaped spinner at the front of another engine.
Get everyone together.
I think I know what happened.
Van Santen believes there's only one scenario that
can explain the bizarre finding.
Say this is engine three.
Paint transfer is right there.
No way engine four could come forward but
if engine three came off first, it could fly back and
the spinner would hit right here.
As in an automobile accident,
if you find the paint of one colour on a device made of
another colour, uh, there's an indication that
they struck each other.
PIM VAN SANTEN: In other words,
engine three knocked engine four off the plane.
What the hell?
The four ton engine would have hit with the
force of a small bulldozer.
Sofer, what can you tell me?
Engines three and four are out.
It's a critical discovery,
but it leaves a huge question unanswered.
Why did engine three fall off in the first place?
To try to solve that mystery, investigators need to find the
lugs and bolts that connected that engine to the wing.
In terms of finding the evidence,
the physical parts of the airplane so that you could find
out what broke uh and how it broke,
was going to be difficult.
The engine fittings could have fallen to earth at
any point during the midair crisis or they could be buried
in the rubble from the crash site.
PIM VAN SANTEN: You'll never have any guarantee
that you will find all the parts which are needed to
determine this most likely cause.
Almost three weeks after the crash,
the investigation has hit a major hurdle.
Though it's clear why the El Al crew declared a mayday...
Mayday, mayday, mayday.
..investigators still can't explain what started
the deadly chain of events.
Then, they catch a lucky break.
A painstaking search through the crash debris has recovered some
key components from the fitting that held Engine three to the plane -
including one of four crucial bolts - or fuse pins -
that secure the pylon to the wing and
support the weight of the engine.
There was luck involved definitely and
that was really for us the point where pieces are
falling into place.
Investigators study the pieces in search of clues.
A metallurgical scan leads to a stunning discovery.
There's a four millimeter crack on the inside of the
hollow fuse pin.
BOB BENZON: We discovered that it had preexisting fatigue cracks.
If there's a micro crack in it,
it weakens the entire structure and makes it easier to break.
Investigators theorize that as soon as one pin failed,
the entire engine fitting broke apart.
They suspect the crack is the result of simple wear and tear.
Every takeoff and landing put stress on the crucial pin.
Rotate.
Eventually a tiny crack formed.
Climb power set.
Over time, the crack grew worse and worse.
It can grow slowly and slowly and slowly
for years until finally the part breaks.
CAPTAIN FUCHS: I have control.
Fatigue cracking is almost like a ticking time bomb going off.
There could be many more of those time bombs.
Investigators studying the engine mount from the
China Airlines crash determine that it too failed
from metal fatigue.
These fuse pins were developing fatigue problems at a certain
rate which was much faster than anybody had anticipated.
Just one final question remains for Van Santen and his team.
The 747 has four engines.
Even with two engines gone, the El Al jet had enough power
to fly back to the airport.
GURI PALTER: Of course it's an emergency,
half the power, but the aircraft is designed to do it
and we are practicing it in the simulator every time that
we are making simulator.
Why was Captain Fuchs able to descend to within
sight of the runway...
No, no, no!
Come on! Going down!
..but not able to land?
NTSB technicians have been able to repair the damaged
tape from the flight data recorder.
Investigators scour the data searching for answers.
BOB BENZON: It gave us a wealth of data -
uh airspeed, altitude, what control surfaces were doing,
what hydraulic systems were still operating,
a myriad, myriad of things.
With the new information... - Rotate.
..investigators hope to finally understand why
El Al flight 1862 never made it back to safety.
Pim Van Santen pieces together the fatal flight.
Okay let's get started.
He combines flight data...
GURI PALTER (recording): El Al 1862...
Engines are working fine on takeoff.
..with the recordings captured in the tower.
CAPTAIN FUCHS (recording): Roger.
Engines are looking good.
Climb power's set.
Then right here the pylon fails.
Engine three breaks away.
What the hell?
BOB BENZON: The sound had to be very, very loud for perhaps
half a second or so when both pylons failed.
Engine three moves sideways,
tears off the leading edge and damages hydraulic lines
before hitting engine four.
We're losing hydraulics on system three.
No, three and four.
We need to level off.
Working on it.
They have a lot of damage but
they're still controlling the plane.
DAVID LEARMOUNT: When you've lost half of your hydraulic power,
that makes the controls heavier and slower than
they were before.
El Al 1862, mayday, mayday.
We have an emergency.
The damage also causes a false alarm.
We have a fire in engine three.
Engine three and four inoperative.
There never was any fire.
PIM VAN SANTEN: They would have an indication in the cockpit that
they would have a fire but they couldn't verify that
by looking at the engines because you can't see them.
They put out their flaps to slow down.
Flaps two.
The flaps are designed to add lift at the lower speeds
needed for landing.
The flaps don't go out on the right side.
With the plane's right side hydraulics so badly damaged,
the right wing flaps can't extend as they should.
When the speed drops, so does the wing.
Easy. No, no, no, no.
We're losing it!
BOB BENZON: More lift on the left, less on the right,
causing a roll to the right and as the aircraft slowed down
this rolling tendency got harder and harder to counteract.
I can't hold it! I can't hold it!
It's a lethal imbalance of aerodynamic force.
No, no, no!
Come on! Going down.
We could see that the airplane went into an
uncontrolled rolling motion.
CAPTAIN FUCHS: Come on!
ARNON OHAD (recording): Going down. 1862, going down.
Going down.
As soon as they extended their flaps it was all over.
In the aftermath, some wonder what might have happened
if the El Al crew had known their true situation -
that there could be no engine fire because
they had no engines at all on the right side.
There's Schiphol at our three o'clock.
Got it.
Their only option would have been a desperate one,
choosing not to deploy their flaps on final approach.
It would have meant trying a high risk landing at nearly
350 miles an hour.
The likelihood of the airplane and the crew surviving a landing at that speed,
which is more than twice the speed that airplanes normally
land at, the likelihood of their surviving was practically zero.
43 dead because of one small part.
Investigators conclude that the accident that killed
43 people is the result of the faulty fuse pin.
BOB BENZON: It's very rare for the failure of one tiny little part
like a fuse pin to actually bring down an airplane.
The Dutch-led team immediately calls on Boeing
to redesign the critical engine fastener.
They very quickly went back to the drawing board.
New stronger fuse pins are installed on every
single 747 around the world.
BOB BENZON: Boeing stepped up to the plate, did a massive redesign of the pylons,
very expensive at the time but to its credit the company
knew they had a problem and they fixed it.
DAVID LEARMOUNT: The safety record of subsequent generations
of airplanes says that problem has been solved.
Today in Amsterdam, there's no sign of the jagged wreckage
that once scarred the Bijlmermeer apartment complex,
but the painful memories of the El Al disaster will
never be erased.
GURI PALTER: The aircraft, the building,
everything can be rebuilt or restored
but lives are the most important things so this is a tragedy.
Captions edited by Ai-Media ai-media.tv