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UBS

R I P All who died

I was on dutywith ambulance service when this happend 40 years ago,our crew/s were called to this disaster,it was horrific.55 people lost there lives that day,I later found out a very close friend was on the plane.

Please drop the musak.

1:32 Oh yes, that's the flight deck of a Boeing 707 alright.

I saw the plane come down as my dad was driving us down the A30 in his old Triumph 2000. Completely shocked as it came down in front of us.

Very good friend of mine went to Oxford with Keighley and Ticehurst . Very sad accident .

While rhe window design was imperfect the cracks that precipitated the fatal accidents were located along the top of the fuselage and associated with a port for radio antennas.

I think noise is not something you should worry about. They should have cleared the property and had people sign waivers if they didn't want to sell You need maximum power to climb Having a plane at stall speed to reduce noise is criminal

Tyat plane today would fit 350, while maybe not fit but the airline would still jam 350 people in it Load Factor is just a number 😂😂😂

ahahahahahahahha don't make a video on a 707 from 1974 and show a glass cockpit from a 2010 747

G. D. Arabs.

There moronic pilots who never should have been allowed to operate in the first place causing the deaths of 301 people

Horrible window design causing too much stress on the body of the plane.

Terrible act of terrorism

There are many sides to look into... 1st the two second officers could have alerted the higher authorities after wirnessing the Capt Keys ourburst with other captain which could have stopped him flying that day. If cockpits were full of graffiti against Capt Key, that indicates that certain party may have wanted him eliminated or ground him from flying. Apart from all these evidence, assumptions, theories etc... this may be a result of a sabotage as well. All the lives lost in this tragic accident, may all R.I.P.

I remember the BBC breaking into the Sunday Top 20 show to announce this tragic accident. On a different topic, I'm surprised there was no military variant of the Trident.

I often flew on the BEA Tridents.

Key was known as an old school pilot and a bit of a tyrant. These pilots were intimidating young first officers everywhere but as a result of the Papa India accident Crew Resource Management was introduced to the industry to modernise and enforce crew relations and is applied to this day. The droops issue was a prime example of Sod's Law - if it can be done it will. My recollection is that retraction would have been done by the first officer on request (or order!) of the captain as the pilot flying. That the first officer complied illustrates the likelihood of intimidation or, possibly, inexperience. The design should have prevented retraction below a specific speed but didn't.. The Trident had a sophisicated autopilot which included autoland. The autopilot included many instances of such prevention throughout the flight envelope but the droops did not despite the prospect of a superstall in a tail high aircraft. Once they entered the stall they stood no chance of recovery and certainly not at that altitude. As expected in such a stall the aircraft hit the ground in a flat attitude as the fuselage picture shows. Its vertical descent was emphasised by the fact that it landed in an area with electrical power pylons but hit none of them. The debris field was very small, again pointing to a flat and vertical descent. The full accident report is well worth a read. Its lessons in human factors on the flight deck and design are valuable.

The aircraft was Papa India, not the one shown on your intro. I was driving by the crash site on my way to work at the BEA engineering base at Hatton Cross when it happened.

How did Key's heart condition escape notice in 'routine' health-checks ?

Where I work we and the rest of the crew were having a meeting with the director. One of the guys and the director got into a shouting match! I could not believe it! Everyone was looking at each other. A few hours later after the meeting the director had a heart attack. He lived and is still director. I was not surprised that the director had a heart attack after that shouting match. I've never seen him so mad! Anger can make you make mistakes on the job.

What were can do ...its destiny from God ..nobody knows ...if know maybe every passanger did not aboard this flight

The music is excess bagage, quiet unecessary. It's an irritating distraction grrrrrrrr!

I remember this tragic day and stories of the Ghouls that descended on the crash site after the crash

There were NOT four Pilots aboard the aircraft…..There were in fact just TWO…..The Captain and the First Officer….There was ONE Flight Engineer, who made up the Boeing 747-200F’s Flight Crew….In addition, there was a Maintenance Engineer / Loadmaster who would be occupying one of the flight deck’s “Jump-seats” for take off and landing….He was responsible for securing the cargo, completing the Loadsheet and closing / opening the doors….The Captain was responsible for this accident…He should’ve confirmed with the Standby Attitude Indicator and the First Officer’s Attitude Direction Indicator that his ADI had indeed failed, and thus was giving erroneous indications….Even the Flight Engineer confirmed with the F/O that the Captain’s ADI had failed….The Captain’s ADI was indicating “Level Flight”….In fact, the aircraft was in a steep descending turn to the left….This was reflected by the Standby Attitude Indicator and the F/O’s ADI indications…The Captain should’ve handed control to the F/O….The F/O would have flown the aircraft, corrected the steep bank and returning the aircraft to level flight….He would have then transmitted a message to ATC that they were expecting a technical problem….The Captain and Flight Engineer would then have sorted the problem between them….If they were unable to rectify the problem, the F/O would’ve continued to fly the aircraft…..The flight would have been given Radar Vectors (Headings) by the Radar controller for a return to Stansted….Had the Captain given control to the F/O, as he should’ve have done, then this terrible tragedy would never have happened! A “Failed” ADI is a ‘No Go Item’….

I remember a Fire Fighter who was sent to the scene for rescue. He was so angry at the sightseers who blocked the roads and delayed the arrival of the Fire Service.

It is a shame that you show G-AVFF a Trident 2 in the video, surely it wouldn't have been difficult to change the registration? And it is the EpsoM NDB

Can you do 1958 USAF 56-028 C-130 SHOOTDOWN incident

That is NOT the instrument panel of a Boeing 747-100/200….You have a B747-400 panel there….The B747-400 did not enter Airline Service until a year later, in 1989….You do need to be far more accurate with presentation….Someone already commented that Professional Pilots, like myself are also watching these videos….

I was 18 when this accident happened, i remember hearing it on the radio news on a sunday,.

Pilot error for sure . Second Officer with 22 hours flying time on the Trident .

This was not an incident but an accident. Please understand the difference in aviation. The departure was the EPSOM NDB. Remember there are professional aviators watching these efforts. Can do better.

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