Aldolfo Fito Strauch, a survivor of Uruguayan Air Force Flight 571, recalls what it what like to face the reality of being stranded in the Andes after his flight crashed on October 13, 1972. He recalls what happened after they realized the plane had landed in the snow and explains how they came to accept that cannibalism was their only chance to stay alive. On December 23, 1972 16 of the passengers were rescued after spending 72 days lost in the Andes mountains.

The families of some Lockerbie victims are outraged after Scotland's decision to free the the terminally ill Lockerbie bomber on compassionate grounds. Their first person account reveals their relationships to the victims and why they want justice. On December 21, 1988, Pan Am Flight 103 (Lockerbie bombing) was a Pan Am transatlantic flight from Frankfurt to Detroit via London and New York City that was destroyed by a terrorist bomb. It killed all 243 passengers and the 16 crew on board.

Survivors of the Andes flight disaster recall the moment they decided to resort to cannibalism about 5 or 6 days after the crash on October 13, 1972. They explain how they first discussed the option of eating the dead and comment on the new world they were forced to create in order to survive. They also remember the spiritual and moral conversation they had about survival versus desecration of the bodies. 16 of the 45 passengers and crew survived the flight with most of them being rescued on December 23, 1972.

Survivors of the 1972 Andes flight disaster tell the story of the crash that left them lost in the Andes mountains in this excerpt from the PBS special STRANDED. They recall the flight and the weather that took their airplane down. On October 13, 1972 Uruguayan Air Force Flight 571 crashed, leaving the surviving passengers no choice but to resort to cannibalism to stay alive until their rescue on December 23, 1972.

Jose Luis Inciarte, survivor of the 1972 Andes flight disaster, recalls his experience making the PBS documentary STRANDED that honored their comrades as he and other survivors traveled back to the site of the plane crash. He explains how he felt when he returned to the Andes and discusses how hard it was to survive after the crash. Uruguayan Air Force Flight 571 went down on October 13, 1972 while surviving passengers resorted to cannibalism to stay alive until their rescue on December 23, 1972.

By Orville Wright

"When we got up a wind of between 20 and 25 miles was blowing from the north. We got the machine out early and put out signal for the men at the station. Before we were quite ready John T. Daniels, W.S. Dough, A. D. Esteridge, W.C. Brinkley of Manteo and Johnny Moore of Nag's Head arrived. After running the engine and propellors a few minutes to get them in working order, I got on the machine at 10:35 for the first trial. The wind, according to our anemometers at this time, was blowing a little over 20 miles (corrected) 27 miles according to the Government anemometer at Kitty Hawk. On slipping the rope the machine started off increasing in speed to probably 7 or 8 miles. The machine lifted from the truck just as it was entering on the fourth rail. Mr. Daniels took a picture just as it left the tracks. I found the control of the front rudder quite difficult on account of its being balanced too near the center and thus had a tendency to turn itself when stated so that the rudder was turned too far on one side and then too far on the other. As a result the machine would rise suddenly to about 10 ft. and then as suddenly, on turning the rudder, dart for the ground. A sudden dart when out about 100 feet from the end of the tracks ended the flight. Time about 12 seconds (not know exactly as watch was not promptly stopped). The lever for throwing off the engine was broken, and the skid under the rudder cracked. After repairs, at 20 min. after 11 o'clock Will made the second trial. The course was about like mine, up and down but a little longer over the ground though about the same time. Dist. not measured but about 175 ft. Wind speed not quite so strong. With the aid of the station men present, we picked the machine up and carried it back to the starting ways.

At about 20 minutes till 12 o'clock I made the third trial. When out about the same distance as Will's, I met with a strong gust from the left which raised the left wing and sidled the machine off to the right in a lively manner. I immediately turned the rudder to bring the machine down and then worked the end control. Much to our surprise, on reaching the ground the left wing struck first, showing the lateral control of this machine much more effective than on any of our former ones. At the time of its sidling it raised 12 to 14 feet. At just 12 o'clock Will started on the fourth and last trip. The machine started off with its ups and downs as as it had before, but by the time he had gone over three or four hundred feet he had it under much better control, and was traveling on a fairly even course it proceeded in this manner till it reached a small hummock out about 800 feet from the starting ways, when it began its pitching again and suddenly darted into the ground. The front rudder frame was badly broken up, but the main frame scuffed none at all. The distance over the ground was 852 feet in 59 seconds. The engine turns was 1071, but this included several seconds while on the staring ways and probably about a half second after landing. The jar of landing had set the watch on machine back so that we have no exact record for the 1071 turns. Will took a picture of my third flight just before the gust struck the machine. The machine left the ways successfully at every trial, and the tail was never caught by the truck as we had feared.

After removing the front rudder, we carried the machine back to camp. We set the machine down a few feet west of the building and while standing about discussing the last flight, a sudden gust of wind struck the machine and started to turn it over. All rushed to stop it. Will who was near one end ran to the front, but too late to do any good. Mr. Daniels and myself seized spars at the rear, but to no purpose. The machine gradually turned over on us. Mr. Daniels, having no experience in handling a machine of this kind, hung on to it from the inside, and as a result was knocked down and turned over and over with it was it went. His escape was miraculous, as he was in with the engine and chains. The engine legs were all broken off, the chain guides badly bent, a number of uprights, and nearly all the rear ends of the ribs were broken. One spar only was broken.

After dinner we went to Kitty Hawk to send off telegram to M. W. While there we called on Capt. and Mrs. Hobbs, Dr. Cogswell and the station men."

Source: Library of Congress Diaries and Notebooks

Eugene Rah, entertainment producer, discusses what it was like being on the flight right before the crash. His first-person account on The Wall Street Journal Live recalls knowing they were going to crash when he saw water too close to them at the time of the plane landing. Rah calls the fact that he was able to walk away from the plane crash a miracle.

John Fischetti, witness to the crash, gives a first-person account about Asiana Airlines’ Flight 214. Travelling from Sydney, he was among one of the five planes to have just landed when Flight 214 crashed. He was able to capture some photos of the dismantled plane, but was amid the many to feel confusion and anxiety over the lack of details during the chaos in the aftermath of the crash.

Paul Begley details the exact number of survivors and the number of people who lost their lives in the Asiana Airlines Flight 214 crash.