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@@johnbianchi3877 one of the pilots did a walk round and noticed nothing. There were a few other checks and no one noticed anything. Very strange really. I'm surprised the mechanics didn't have the aircraft registration on the work sheet so they could match the numbers so they actually did the work on the correct aircraft.
@@Philosophymineoryoursthe mechanics repaired the incorrect aircraft. At least three people should have noticed the loose engine cowling but they didn't.
Not this flight but internal flights for BA are callsign "Shuttle" & show up as SHT rather than BA, the new BA company that operates from LGW are callsign "Griffin" & show up as EFW.
Speedbird was a stylised emblem designed in 1932 for Imperial Airways. It was used for 52 years. Imperial Airways became BOAC and then British Airways. The speedbird call sign relates to the original emblem and is still used today by British Airways.
You would think that anything that shouldn’t be open would set an alarm or ring the buzzer or light up the light in the cockpit. I mean my car does it. If the boot or any of the doors are not fully closed. It’s not that hard to install but it’s a bit more critical on the plane
There are so many systems that, in this day and age, would be easy and cheep to develop yet do not exist. I'm constantly surprised that they're not implemented. Just a few of my thoughts I've had over the years: If a cargo door requires a whole series of hooks to be in the correct position to be safe, there should be a microswitch on every one of those hooks to make it obvious when there's a problem. If ice build up on the wing (that is also a fuel tank) is an issue, rather than just heating the leading edge a simple heating circuit could heat the fuel and ensure that the wings are totally ice free. A desirable knock on effect would be the elimination of the issue of ice crystals in the fuel seizing vital parts in the fuel system. Load cells and their associated electronics are now cheap as chips. So embedding this simple technology into every undercarriage strut would allow the pilots to have EXACT figures of their weight and the position of their centre of gravity. No need to be using guesswork and calculations based on averages from demographic statistics. A simple microswitch on the bump stops of all control surfaces would ensure that, when the pilots check that the controls have full travel, those surfaces are also moving to the full extent of their designed limits. If some engineer has FUed during a cable adjustment or whatever, it would be obvious as soon as the pilot carries out his pre flight checks. A simple device that automatically blows a puff of air through the pitot tubes could ensure that they're clear, maybe even blowing off any covers that have been inadvertently left on. If this puff of air doesn't exit the tube in a timely manner it could immediately flag the issue in the cockpit. Implementation of all of these types of safeguards might run into hundreds of dollars, which is absolute chicken feed, when factored into the cost of these craft.
@@KenFullman I'm hardly an aeronautical engineer, but I can see problems with at least some of those: Heating the fuel is probably impractical. There are literal tonnes of fuel in the wings, the fuel is a very powerful heat sink, and the surface of the wing is a huge cooling area to transfer any heat out of the fuel into the air. A micro switch is cheap. A micro switch certified to be reliable in an aircraft, installed by certified technicians, checked by quality control, maintained and replaced as necessary by certified maintenance technicians, is not cheap or simple. Also, if you start putting micro switches and load cells and such in every single moving part, there gets to be a high chance that there will be failed switch pretty frequently. Even a low failure rate multiplied by maybe hundreds of switches could quickly become a boy who cried wolf situation. False alarms could well become so frequent that crew stop really taking them seriously, and the constant failures could constantly delay flights to the point that the industry has to come up with some procedure to allow safe operation with failed switches, thus diluting the value of having them in the first place. I'm not saying it's definitely a bad idea, but I can see why it might be more trouble than it's worth on a lot of systems, or least why it isn't cheap or simple to implement. Though a pressurizing device in the pitot tube does seem like a good idea and I've had similar thoughts, though I think trying to actually force it clear sounds like a bad idea on such a sensitive instrument. Probably better to use a very small pressure differential just to confirm that it is clear. If you apply test pressure, and if it causes your pitot reading to climb, you know it's plugged and you need to inspect it, or disregard the instrument if already flying. A plugged tube is only really dangerous if you don't know about it. They already have heaters on them, so it's clearly not unreasonable to add something like that to them. Probably just a matter of the expense of certification and regulation and such, which is itself a good thing. Reams of red tape and jumping through hoops for literally everything is part of what makes aviation so safe.
Right? Plus you'd notice if your bonnet was on the safety latch but not fully closed... there's a gap there that isn't usually there! I guess the copilot and ground staff all see what they're expecting to see, at 5:30am :P
The captain being busy is to be expected during the initial operation as the plane climbed. The purser should not assume the pilots are aware of situations which the pilots are unable to observe. Assume nothing. Continue attempting to contact the flight deck. It is preferable to annoy the pilots by the repetition rather than permit a potential situation to go unacknowledged on the flight deck.
@@thomaskeil1437 totally agree but when you follow the fco and you contact the in charge crew member at 1left your then relying on the information to be quickly passed on. So what happens when the CSD fails to notify the Captain and while talking to the FO in the galley you personally ask them what the loud bang was on rotation. The FO replied she or the captain were not aware !!!! Oh ….. and this wasn’t the first occurrence nor will it be the last. Incidentally crew at 1 Right also heard the sound and also spoke to the CSD ! 4 anonymous chirps were submitted naming the CSD !! There was an investigation the Captain stuck up for the CSD and the CSD completely changed his knowledge of what had been reported. Transpired the CSD was the Husband of another captain say no more !!
As an insider in the airline industry, including BA at the time of this incident, I can state that chronic understaffing was at the root of this incident. BA Engineering were only able to support the airline's Operational schedule by enormous amounts of overtime being worked by staff; some guys were practically living at work 7 days a week. The very small engineering team in question had more than 20 aircraft requiring their attention that night, supervised by a Licensed Engineer who certifies the work carried out during the Night Shift immediately prior to this early-morning flight. This amateurish video neglects to state that a final twist in this story is that the subject aircraft was moved to a different parking position after the team had left it temporarily, intending to return to it later because the #2 engine Fan Cowls were not secured; regrettably, they failed to make an entry in that aircraft's Tech Log to that effect, which would have presented what ensued. To compound the issue, a different but visually similar aircraft was towed onto the now vacated parking spot of the subject aircraft. The team returned to this spot as planned & saw that the subject engine Fan Cowl doors were now secured; they assumed that other members of their shift had done so. They did not realise that they were not looking at the correct aircraft now, even though they were at the correct parking spot. The subsequent investigation by UK CAA clearly pointed a finger at BA management for allowing such a deterioration in Engineering staffing levels & insisted upon immediate remedies, which included recruiting large numbers of qualified freelance personne; BA at that time had a reputational problem in the aircraft engineering world & had lost many experienced staff to other Operators. Night Shifts, due to their nature, are more likely to produce failures such as this; if you factor in understaffing/overloading/fatigue due to continuous overtime, then this is the likely outcome. It is the function of management to plan/provide/control/direct; this was clearly lacking in BA at that time.
Interesting analysis, "Night Shifts, due to their nature, are more likely to produce failures such as this" is this one of the reasons why the first flight of the days is not deemed the safest time to fly.
Reminds me of a crash of a Brasilia in the US. I can't remember the exact details but lack of communication between two shifts meant a de-icing boot had not been fastened completely on the horizontal stabiliser. It came off in flight and all on board died.
It's mad that this wasn't done as soon as the tech was available, right? It seems such an obvious thing in so many air accident videos. Aviation industry is absolutely terrible when it comes to foresight and proactivity.
Apparently not even any training for cabin crew when it comes to checking wings/engines for the pilots. I am sure there is now, but this also seems an obvious thing.
@@michaelcollins8330 So what???!! I had 6 cameras mounted on the outside of my office building, monitoring and recording continuously. The system could even detect fires and send me an alarm if something was wrong. And you're trying to tell me that wasn't and isn't possible on an Airbus?
If i may ask, as a gamer in msfs2020 i haven't seen such beautifully detailed aircraft and scenery! Its amazing. The hydraulic lines and piping inside the left wing when the spoilers went up was just fantastic. Is there a simulator / 3d modeling game or designer that you use in your videos? It would be wonderful to sim with such rich graphics!!
Few questions that came to my mind after watching this: 1. When multiple other aircraft reported debris, why didn't they ask the cabin crew to check and report ? Atleast after they levelled off ? 2. Did they start the APU when their right engine failed ? They were on a critical phase of the approach and starting APU sounds like the reasonable thing to do as they had damages to the left engine as well. 3. Why didn't they inform ATC about the fire ? They only mentioned fuel leak and engine issues, not engine fire or engine failure.
@acspectre3130 I know it is obvious that they knew, but in aviation it is often a standard procedure to repeat things that are already known to the other party. It helps in reducing mistakes. Reporting fire along with the fuel levels and number of passengers is the standard thing to do irrespective of being obvious or not.
Reminds me of a an accident in Sydney, Australia when workers that washout acid trailer tankers turned the Acid/DG placards around, but then knocked off for lunch. The fitters came along to make a repair on the inside of the tanker, saw the signs turned to blank/safe and climbed inside tankers confined space only to be overcome and killed by acid vapors still in the tanker.
I'm sick and tired of bloody commercial interruptions, sometimes in the middle of classical music! And l do not log on to adverts which are often woke propaganda. I may ditch the Internet if this goes on.
made a sandwich to eat while watching this clip, awestruck by the tension from the start clicked thru 5 lots of ads and watched to the very end, then I noticed my uneaten lunch
I hope they changed the training of cabin crew to never assume that the pilots don't respond their first call that they know what they are going to say. It never hurts to get additional confirmation of a situation. This failing of cabin crew calling pilots has happened many times before.
Now, that is very interesting. Looking at the photo, how nobody noticed that it should be a smooth surface in my personal opinion, the copilot and the ground crew should have noticed that.
Organizational defects, greed, negligence, complacency, human error, workload, fatigue, forces of nature, and finally chance are factors which painfully improve a system at a sacrifice. Once the system evolves it starts over again.
Saw one of those maitenance guys the other day at a drive thru fast food joint. He asked me if i wanted cheese on my burger. I said yes but realized moments later that he had forgot to put it on there afterall. Oh well, he'll eventually find a job thats right for him
Fan Cowls are a pain and have been for awhile. The latches are close to the ground and most folks don't want to lie on their backs. But I would say no matter what kind of engine I work or inspect, I always look at the 6 oclock position to check for any kind of oil or hydraulic leak, because that is where gravity takes fluids. Just my two cents.
Why has all the voices for ATC and pilots have American accents? It’s BA n Heathrow I’d say the possibility of British accents being heard is infinite.
I remember that day for various other personal reasons, but don't remember this incident. Pretty sure this is also the same day that a PIA jet made an emergency landing at one of the London airports because of a hijack threat? It was big news when I was out driving a long journey that day.
The pilot, first officer and all the staff do an amazing super human job for us👍we put our lives in their hands, i will never moan about how much a plane ticket costs again! 👍
I literally just laughed for 2 and a half hours straight at @8:15 when the passenger says "hey" to get the attendants attention 😂😂😂😂😂😂😂 i watched it like 10 times
I do not work in aircraft engineering or in aviation in general. I feel that the senior cabin crew member could have done a better job.. Why, when the pax pointed out issues did the cabin crew member not have a very good look and take pictures? This oversight could have drastically affected.The outcome and saved precious minutes.
So pleased I have just found this channel... Subscribed and liked. Please will you do a video of Air New Zealand Flight 901 which occurred on 28th November 1979 when a McDonnell Douglas DC-10 crashed at the site of Mount Erebus with a total loss of all 257 passengers and crew.
Used to Fly Heathrow to Fornebu most summers. That summer I flew from Birmingham to Gardemoen. I have given up flying now. Never will again, and I no longer have any close family in Norway, so reason to anyway. I never enjoyed flying. I am fare too aware that when things go wrong the chances of survival are minimal compared to a train, car, bus, or ferry. Best wishes from George
Apart from the maintenance issue that generated the incident, something incredible is also that passengers sitting by the wings knew more about was unfolding than the pilots. In other cases of damages to the wings or engines, pilots are known to enquire by sending FA to look, or by physically walking to mid-cabin and check the situation themselves by looking through the windows. So, my question is: why not installing two small cameras with a CC TV system reporting any possible damage to the cockpit in real time?
Teslas have cameras all around, surely this would be a fairly cheap and easy add on to any jetliner. And the pilots can access and view straight from the cockpit wo ever having to leave the cockpit or relying on passengers and flight attendants. Strange how in this day and age cameras aren’t utilized on these multimillion dollar jets.
Instead of a PAM it should have been a MAY-DAY from the start. I can’t understand why large commercial aircraft are not fitted with camera ports overlooking vital areas of the aircraft made available for pilots to get the big picture without the need to walk back in the cabin. Our homes have better surveillance protections!
I've said the same on many of these videos. With modern technology, it beggars belief that they could not fit a CCTV system to provide a visual inspection of the engines, wings and landing gear from the cockpit.
Nice video as normal this video was a lot quicker to come out but still the same amazing quality.Also yesterday i got to go into the cockpit of a a319-111 to glasgow which was nice and did you know that the captain HAS TO sit in the left set and its illegal for thew captain to sit in the right and set and the first officer must not sit in the left hand seat unless its a training captain
The LAMbourne hold is more to the west, it's eastward edge is just over Brentwood where you are showing the westward edge. In addition, it is S.O.P. At Heathrow for the runways to be in use as dedicated departure & landing only so the fact the landing was on 27 right was totally normal. 27 left was likely temporarily closed to clear the debris but that would have not been for long, I doubt 27R had been put in to dual purpose. The aircraft , despite the fire & loss of engine covers was not seriously damaged & is still in service today
Just look at the standby horizon indicator during the takeoff roll Experienced pits would have spotted that BA maintenance has been cost-cutting for years
I'm feeling as though the maintenance crew responsible here would find a way to cock this up even if everything was spoon fed to them. I mean, seriously, how does an aircraft maintenance crew read the work order, head out to the plane and then realize they didn't bring the necessary tools? There's no way they'd forget to bring their favourite comic book with them when making a pit stop in the men's room, but don't bring the tools you'll need for the work order you just read. What a couple of clowns.
Perhaps if you had any idea of how tooling is controlled in aircraft maintenance you would not have made such an assinine comment. Also crew report of a fault does not definitively tell them the true nature of the fault and consequently what tooling is needed. A lot of the tooling is not personally held and must be obtained from a stores location or locations where it is tightly controlled. All this takes time and when short handed with high workloads time is a luxury.
Several mid 1980s cars had hood latch warning indicators. At min, seems there should be a high visibility protrusion from latches when not secure or the ability to latch at speed. Of course, being a real estate broker, I have a full understanding of Avionics and a Doctorate in Hindsight.
There are a string of failures here not just the engineers when all else has failed the walk around should be the saving grace. Yes the engineers were untimately in the wrong but in no way was the FO blameless. Having flown for 22 years as crew myself and colleagues have often questioned why the walkarounds differ so much, there really is no consistency sometimes it is extremely thorough and other times it is extremely quick. Some airlines are extremely good at manipulating the circumstances so that the Blame can be lessened for certain individuals concerned. Especially when a Pilot carries some the blame/responsibility. Its often a case of 'not my aisle' 'not my fault' !!
Even bus drivers are supposed to do quite a thorough walk around check before they take their bus out on the road in the morning. One bus driver I know, one morning, inadvertently took the wrong bus. As he went to pick up his first passenger for the day he suddenly discovered that there were no seats in the bus. (they'd all been removed at the depot). He called the depot to let them know of the problem and they said "but those seats were all there when you did your walk around check, right?"🤣
Thank you for this video. I've learned "critical 11 minutes" communication from the cabin crew to the cockpit crew. Cabin crew safety for Japan Airlines. My question is, can this rule also apply to other airlines?.
The quality of the video is extremely good, however there are some key aspects glossed over (notably BA’s poor working environment and staffing). It’s simply not a good retelling if key findings from the investigation are omitted. People watching this channel expect better than just glitzy graphics - they expect you to fully address the key findings.
awesome video and tough some have comment about details like brittish airways callsign is speedbird and the american Cpt voice (who could be an american hired by brittish airways) i find this video really well made when it come to facts and explanations. and since callsign speedbird and the american voice is trivial to me even tough it is good that people comment on it i love this video. thanks for the work you put in to it. and to people who complain about the ads.. yep i agree but i just cancelled my netflix and payed for youtube premium and it is well worth it evben tough it becoms more expensive.
Just shows how the link in the incident chain begins to line up. Why is there not an alert on the flightdeck screens because of the unlatched cowling? Surely they can embed sensors for every latch?
We bought a Hitachi v4572flatscreen TV. 10 years ago. We still use the thing to this day...... With things not lasting minutes these days I'm impressed. HITACHI.... go the land of nippon.
Leap engine 320s have this now with a flag on the fan cowl but it's only linked through the forward most latch so it is possible to have the forward one latched and the rest open. That's why you'll see some cowls with "look" decals in an arrow shape pointing towards the latch. There's been modifications to the CEO engines too since this and other incidents to incorporate a key lock with a flag on the forward latch and the aft two latches painted a bright colour. Airlines/maintenance providers can also implement a standard procedure where if the cowls are unlatched at least one half has to be opened up to make it obvious from a distance.
Just a thought on the video production. I personally think the film effects (I notice them a lot around 21:30 and onwards) are a little weird.... they sort of are just distracting and don't really add anything to the video, in my opinion.
I had a similar condition occur on my first airline flight in 79, It was on an United Charter flight from JFK to Las Vegas which was suppose to be on a DC-8 Stretch but due to a mechanical problem a DC-10 which would be the first flight after the grounding as a result from the American Flight 191 DC-10 crash in Chicago, when the Engine fell off during takeoff all DC-10's were ordered to be inspected. Because of the change of planes we were not all seated together. I had a widow seat on the right side forward of the wing, while my father was seated on the left side also forward of the wing! At some point I walked over to see my father and looking out the window something didn't look right on the engine pylon compared to the right side. A closer look seemed a outer metal panel on the pylon was missing. I immediately notified the Flight Attendant who looked concerned and went and came back with the Captain, who looked and indicated it was probably left off my maintenance and there was no sign that it came off in flight. He didn't seem too concerned and said they'd keep an I on it! We landed without further incident, so I don't know how serious if at all it was!.
Putting aside the maintenance issue the issue was well mitigated by the fundamentally sound design of the aircraft, well trained and highly professional crew, the same with air traffic control and a well run airport, this is what makes aviation so safe today in the 1st World and we should remember that when we hear populist politicians complaining about Government regulations etc "getting in the way of business". Remember safety regulations are not written in blood but by spilt blood.
Difficult to spot. Has happened in many many different airlines and on multiple flights. That is why the cowl opening latches have been re-designed. An inherent design flaw.
I can’t believe the engine cowling doors were accidentally left open. So careless. When you have a job that involves having people's lives in your hands, you'd better do your job properly and by the book. I hope whoever was responsible had lost their job. Too careless to do something like this in this industry. Aviation is an unforgiving profession.
I mean there was also the time maintenance removed like 40 screws from one side of the tail and never put them back. Also the time maintenance put tape over the petit tubes and never took it off.
Yes there have been many examples of reckless endangerment by maintenance. As the industry moves on and recommendations are created these types of incidents are thankfully rare.
Kinda fail on the pilot's part... they can't let the routineness of a preflight inspection mean small things like clogged pitot tubes or not fully closed cowl doors get missed. Yes the maintenance people made a grave error but that's why pilots do the preflight. I can't stand students rushing the preflight or checklists, just breezing through it fast by memory without even taking a second to understand what they are breezing by.
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💀😂 bro is stopping people fro saying first but not second
it says it took the dub this time🤝
Easy for you, YOU made it, haha.
No you were not, lol
WOW aren't you special 😂
How the FO missed the open cowl is shocking. They stand out pretty far and the latches are clearly visible. (Retired 747 Captain here)
Curious is checking the cowl on the checklist when inspection happens of the plane before take off?
DEI - most likely explanation.
@@johnbianchi3877 one of the pilots did a walk round and noticed nothing. There were a few other checks and no one noticed anything. Very strange really.
I'm surprised the mechanics didn't have the aircraft registration on the work sheet so they could match the numbers so they actually did the work on the correct aircraft.
@@Philosophymineoryoursthe mechanics repaired the incorrect aircraft. At least three people should have noticed the loose engine cowling but they didn't.
I would only ever get on a plane if there's a red kangaroo on the tale ,if not I'm not flying
A powerful reminder that every decision in aviation matters.
Too bloody right it does, we are talking about people's lives here
the quality of these videos is better than Netflix documentary's its insane keep up the good work
That’s becuz Netflix didn’t and doesnt do any research especially with mh370
And that voice *_*
@@BritishAirywaysdudeyeah I never watched Netflix but I heard they do fake plane incidents.
@@BritishAirywaysdude u get my point tho lol
They don’t say ‘British Airways’ on the radio. Their call sign is ‘Speedbird’
Totally right, great catch!
Just stopping by the comments to make sure this was here.
The call sign is also rarely the flight number in Europe to prevent confusion. This flight operates as Speedbird 8VK.
Not this flight but internal flights for BA are callsign "Shuttle" & show up as SHT rather than BA, the new BA company that operates from LGW are callsign "Griffin" & show up as EFW.
Speedbird was a stylised emblem designed in 1932 for Imperial Airways. It was used for 52 years. Imperial Airways became BOAC and then British Airways. The speedbird call sign relates to the original emblem and is still used today by British Airways.
I love how this stew sees passengers shouting and waiving their arms around and says, "Eh. It'll keep."
Yes, BA didn't cover themselves in any glory that day!
I like the fact that all videos on this channel aren’t all fatal
You would think that anything that shouldn’t be open would set an alarm or ring the buzzer or light up the light in the cockpit. I mean my car does it. If the boot or any of the doors are not fully closed. It’s not that hard to install but it’s a bit more critical on the plane
There are so many systems that, in this day and age, would be easy and cheep to develop yet do not exist. I'm constantly surprised that they're not implemented. Just a few of my thoughts I've had over the years:
If a cargo door requires a whole series of hooks to be in the correct position to be safe, there should be a microswitch on every one of those hooks to make it obvious when there's a problem.
If ice build up on the wing (that is also a fuel tank) is an issue, rather than just heating the leading edge a simple heating circuit could heat the fuel and ensure that the wings are totally ice free. A desirable knock on effect would be the elimination of the issue of ice crystals in the fuel seizing vital parts in the fuel system.
Load cells and their associated electronics are now cheap as chips. So embedding this simple technology into every undercarriage strut would allow the pilots to have EXACT figures of their weight and the position of their centre of gravity. No need to be using guesswork and calculations based on averages from demographic statistics.
A simple microswitch on the bump stops of all control surfaces would ensure that, when the pilots check that the controls have full travel, those surfaces are also moving to the full extent of their designed limits. If some engineer has FUed during a cable adjustment or whatever, it would be obvious as soon as the pilot carries out his pre flight checks.
A simple device that automatically blows a puff of air through the pitot tubes could ensure that they're clear, maybe even blowing off any covers that have been inadvertently left on. If this puff of air doesn't exit the tube in a timely manner it could immediately flag the issue in the cockpit.
Implementation of all of these types of safeguards might run into hundreds of dollars, which is absolute chicken feed, when factored into the cost of these craft.
@@KenFullman I'm hardly an aeronautical engineer, but I can see problems with at least some of those:
Heating the fuel is probably impractical. There are literal tonnes of fuel in the wings, the fuel is a very powerful heat sink, and the surface of the wing is a huge cooling area to transfer any heat out of the fuel into the air.
A micro switch is cheap. A micro switch certified to be reliable in an aircraft, installed by certified technicians, checked by quality control, maintained and replaced as necessary by certified maintenance technicians, is not cheap or simple. Also, if you start putting micro switches and load cells and such in every single moving part, there gets to be a high chance that there will be failed switch pretty frequently. Even a low failure rate multiplied by maybe hundreds of switches could quickly become a boy who cried wolf situation. False alarms could well become so frequent that crew stop really taking them seriously, and the constant failures could constantly delay flights to the point that the industry has to come up with some procedure to allow safe operation with failed switches, thus diluting the value of having them in the first place.
I'm not saying it's definitely a bad idea, but I can see why it might be more trouble than it's worth on a lot of systems, or least why it isn't cheap or simple to implement.
Though a pressurizing device in the pitot tube does seem like a good idea and I've had similar thoughts, though I think trying to actually force it clear sounds like a bad idea on such a sensitive instrument. Probably better to use a very small pressure differential just to confirm that it is clear. If you apply test pressure, and if it causes your pitot reading to climb, you know it's plugged and you need to inspect it, or disregard the instrument if already flying. A plugged tube is only really dangerous if you don't know about it. They already have heaters on them, so it's clearly not unreasonable to add something like that to them. Probably just a matter of the expense of certification and regulation and such, which is itself a good thing. Reams of red tape and jumping through hoops for literally everything is part of what makes aviation so safe.
@@KenFullman as long as repariations are cheaper than preparations, nothing will change
Right? Plus you'd notice if your bonnet was on the safety latch but not fully closed... there's a gap there that isn't usually there! I guess the copilot and ground staff all see what they're expecting to see, at 5:30am :P
Every nut and bolt should have an alarm. Can't see it.
The captain being busy is to be expected during the initial operation as the plane climbed. The purser should not assume the pilots are aware of situations which the pilots are unable to observe.
Assume nothing. Continue attempting to contact the flight deck. It is preferable to annoy the pilots by the repetition rather than permit a potential situation to go unacknowledged on the flight deck.
Bingo
@@thomaskeil1437 totally agree but when you follow the fco and you contact the in charge crew member at 1left your then relying on the information to be quickly passed on. So what happens when the CSD fails to notify the Captain and while talking to the FO in the galley you personally ask them what the loud bang was on rotation. The FO replied she or the captain were not aware !!!! Oh ….. and this wasn’t the first occurrence nor will it be the last. Incidentally crew at 1 Right also heard the sound and also spoke to the CSD ! 4 anonymous chirps were submitted naming the CSD !! There was an investigation the Captain stuck up for the CSD and the CSD completely changed his knowledge of what had been reported. Transpired the CSD was the Husband of another captain say no more !!
Great post. The passengers were spot on to say something .
Never Assume Anything.
Pilots are highly trained to deal with high pressure situations. Takes a special kind of person to be able to do that....Respect to all Pilots......
As an insider in the airline industry, including BA at the time of this incident, I can state that chronic understaffing was at the root of this incident. BA Engineering were only able to support the airline's Operational schedule by enormous amounts of overtime being worked by staff; some guys were practically living at work 7 days a week. The very small engineering team in question had more than 20 aircraft requiring their attention that night, supervised by a Licensed Engineer who certifies the work carried out during the Night Shift immediately prior to this early-morning flight. This amateurish video neglects to state that a final twist in this story is that the subject aircraft was moved to a different parking position after the team had left it temporarily, intending to return to it later because the #2 engine Fan Cowls were not secured; regrettably, they failed to make an entry in that aircraft's Tech Log to that effect, which would have presented what ensued. To compound the issue, a different but visually similar aircraft was towed onto the now vacated parking spot of the subject aircraft. The team returned to this spot as planned & saw that the subject engine Fan Cowl doors were now secured; they assumed that other members of their shift had done so. They did not realise that they were not looking at the correct aircraft now, even though they were at the correct parking spot.
The subsequent investigation by UK CAA clearly pointed a finger at BA management for allowing such a deterioration in Engineering staffing levels & insisted upon immediate remedies, which included recruiting large numbers of qualified freelance personne; BA at that time had a reputational problem in the aircraft engineering world & had lost many experienced staff to other Operators.
Night Shifts, due to their nature, are more likely to produce failures such as this; if you factor in understaffing/overloading/fatigue due to continuous overtime, then this is the likely outcome. It is the function of management to plan/provide/control/direct; this was clearly lacking in BA at that time.
Who would close the fan cowls and not lock them?
Interesting analysis, "Night Shifts, due to their nature, are more likely to produce failures such as this" is this one of the reasons why the first flight of the days is not deemed the safest time to fly.
So often saving money,ends up costing money.
Reminds me of a crash of a Brasilia in the US. I can't remember the exact details but lack of communication between two shifts meant a de-icing boot had not been fastened completely on the horizontal stabiliser. It came off in flight and all on board died.
Great write up 🙏
I wish the rest of the society was a lot more like the airline industry. If something goes wrong find the mistake Make sure it never happens again.
...On the ground, most problems have to unalive someone to actually get attention.
Unbelievable!
Planes MUST have cameras that view engines.
Mounted in tail, as some planes already have!
This was over 10 years ago.
It's mad that this wasn't done as soon as the tech was available, right? It seems such an obvious thing in so many air accident videos. Aviation industry is absolutely terrible when it comes to foresight and proactivity.
Apparently not even any training for cabin crew when it comes to checking wings/engines for the pilots. I am sure there is now, but this also seems an obvious thing.
@@michaelcollins8330 So what???!! I had 6 cameras mounted on the outside of my office building, monitoring and recording continuously. The system could even detect fires and send me an alarm if something was wrong. And you're trying to tell me that wasn't and isn't possible on an Airbus?
Yes and listen to your passengers. All this would have been avoided if call bells weren't ignored before take off.
Poorly trained and low intelligence cabin crew
Enjoyed the video, I did also enjoy the sheer number of times the pilots "realised the gravity of their situation"... They must've had amnesia XD
Lets go! Love your stuff.
Thank you for your amazing quality of videos man.
My pleasure!
If i may ask, as a gamer in msfs2020 i haven't seen such beautifully detailed aircraft and scenery! Its amazing. The hydraulic lines and piping inside the left wing when the spoilers went up was just fantastic. Is there a simulator / 3d modeling game or designer that you use in your videos? It would be wonderful to sim with such rich graphics!!
Few questions that came to my mind after watching this:
1. When multiple other aircraft reported debris, why didn't they ask the cabin crew to check and report ? Atleast after they levelled off ?
2. Did they start the APU when their right engine failed ? They were on a critical phase of the approach and starting APU sounds like the reasonable thing to do as they had damages to the left engine as well.
3. Why didn't they inform ATC about the fire ? They only mentioned fuel leak and engine issues, not engine fire or engine failure.
It was obvious the second it got airborne. ATC knew. Smoke was seen coming from the engine immediately. Crew were trouble shooting from the word go!
@acspectre3130 I know it is obvious that they knew, but in aviation it is often a standard procedure to repeat things that are already known to the other party. It helps in reducing mistakes. Reporting fire along with the fuel levels and number of passengers is the standard thing to do irrespective of being obvious or not.
Good that no one got hurt. I’m from Norway, but I’ve never heard anything about this before
It's funny they mentioned the tech and ground crew for missing the unsecured laches but nothing about the crew member missing it on his walkaround
it is not obvious. 21:28
@@rp4969 it’s mentioned towards the end.
Reminds me of a an accident in Sydney, Australia when workers that washout acid trailer tankers turned the Acid/DG placards around, but then knocked off for lunch. The fitters came along to make a repair on the inside of the tanker, saw the signs turned to blank/safe and climbed inside tankers confined space only to be overcome and killed by acid vapors still in the tanker.
Another first class video from Air Crash Investigation. Up there with Mentour Pilot. Keep up the fine work as they are as good as anything on TH-cam !
💛
I find Mentour long-winded
@@leonardgibney2997 I highly appreciate his thoroughness, so they don’t seem long-winded to me at all.
@@leonardgibney2997 l don't, l really like his attention to detail.
TH-cam has gone advert crazy this weekend!
I thought that to
I'm sick and tired of bloody commercial interruptions, sometimes in the middle of classical music! And l do not log on to adverts which are often woke propaganda. I may ditch the Internet if this goes on.
made a sandwich to eat while watching this clip, awestruck by the tension from the start
clicked thru 5 lots of ads and watched to the very end, then I noticed my uneaten lunch
Haha now eat your lunch!
I hope they changed the training of cabin crew to never assume that the pilots don't respond their first call that they know what they are going to say. It never hurts to get additional confirmation of a situation. This failing of cabin crew calling pilots has happened many times before.
Yep
That first officer should have seen the unlatched cowl panels on the engines. The latches stick out when not secured.
So true!
@@leeryan1969 I'm wondering if he even looked
Now, that is very interesting. Looking at the photo, how nobody noticed that it should be a smooth surface in my personal opinion, the copilot and the ground crew should have noticed that.
Organizational defects, greed, negligence, complacency, human error, workload, fatigue, forces of nature, and finally chance are factors which painfully improve a system at a sacrifice. Once the system evolves it starts over again.
Engine manufacturer has a role in this incident, when the fan doors are not closed there should be a clear bright noticeable indicator.
Saw one of those maitenance guys the other day at a drive thru fast food joint. He asked me if i wanted cheese on my burger. I said yes but realized moments later that he had forgot to put it on there afterall. Oh well, he'll eventually find a job thats right for him
Fan Cowls are a pain and have been for awhile. The latches are close to the ground and most folks don't want to lie on their backs. But I would say no matter what kind of engine I work or inspect, I always look at the 6 oclock position to check for any kind of oil or hydraulic leak, because that is where gravity takes fluids. Just my two cents.
Why has all the voices for ATC and pilots have American accents? It’s BA n Heathrow I’d say the possibility of British accents being heard is infinite.
It's probably because it isn't the actual recordings?
The call sign is "Speedbird" not British Airways.
Or at the very least Indian..
Math quibble: Probability 1 [a/k/a 100%] is not "infinite".
Only the Captain had an American accent. The rest were British.
I remember that day for various other personal reasons, but don't remember this incident. Pretty sure this is also the same day that a PIA jet made an emergency landing at one of the London airports because of a hijack threat? It was big news when I was out driving a long journey that day.
I went to the zoo that day!
I love your videos. Keep it coming! :)
Thanks! Will do!
The pilot, first officer and all the staff do an amazing super human job for us👍we put our lives in their hands, i will never moan about how much a plane ticket costs again! 👍
Why do the pilots have American accents if they were British?
Because American pilots can be hired by British Airways?
Did think the same, still a good vid though.
@@christieabarrett3219What and the air traffic controllers ?
And the ATC is Australian. AI isnt perfect.
Because all the voices for this genre of cheap video are AI generated from a script.
The callsign for British Airways is Speedbird, not British Airways.
Totally right, great catch!
And the clear American accent of the captain made me raise an eyebrow....
17:02 is just over my house pretty much remember when i heard about this was thinking i would have saw it not knowing.
"Surely you can't be serious" - "I am, and stop keep calling me Shirley!"
"Looks like I picked the wrong week to quit drinking."
Ok what movie was that
I literally just laughed for 2 and a half hours straight at @8:15 when the passenger says "hey" to get the attendants attention 😂😂😂😂😂😂😂 i watched it like 10 times
This is why i am happier in 4 engine planes and am not happy they are being phased out
“Are in the last stages of being phased out” is more like it. That ship sailed long ago.
I do not work in aircraft engineering or in aviation in general.
I feel that the senior cabin crew member could have done a better job..
Why, when the pax pointed out issues did the cabin crew member not have a very good look and take pictures?
This oversight could have drastically affected.The outcome and saved precious minutes.
15:33 standby adi looks crazy. lol I love your videos!
So pleased I have just found this channel... Subscribed and liked.
Please will you do a video of Air New Zealand Flight 901 which occurred on 28th November 1979 when a McDonnell Douglas DC-10 crashed at the site of Mount Erebus with a total loss of all 257 passengers and crew.
Used to Fly Heathrow to Fornebu most summers. That summer I flew from Birmingham to Gardemoen.
I have given up flying now. Never will again, and I no longer have any close family in Norway, so reason to anyway.
I never enjoyed flying. I am fare too aware that when things go wrong the chances of survival are minimal compared to a train, car, bus, or ferry.
Best wishes from George
Babe wake up, ACI uploaded a new video!
so glad they made it
Apart from the maintenance issue that generated the incident, something incredible is also that passengers sitting by the wings knew more about was unfolding than the pilots. In other cases of damages to the wings or engines, pilots are known to enquire by sending FA to look, or by physically walking to mid-cabin and check the situation themselves by looking through the windows. So, my question is: why not installing two small cameras with a CC TV system reporting any possible damage to the cockpit in real time?
Interestingly @mentour pilot has been pushing for these cameras
Teslas have cameras all around, surely this would be a fairly cheap and easy add on to any jetliner. And the pilots can access and view straight from the cockpit wo ever having to leave the cockpit or relying on passengers and flight attendants. Strange how in this day and age cameras aren’t utilized on these multimillion dollar jets.
Great video as always. Thanks for taking the feedback on the BH sponsorship.
Thanks!
When the engine burst into flames, everything came down to the pilot's courage!
no pilot training
Well made video. Thank you for making this. 😊
Glad you enjoyed it!
Instead of a PAM it should have been a MAY-DAY from the start. I can’t understand why large commercial aircraft are not fitted with camera ports overlooking vital areas of the aircraft made available for pilots to get the big picture without the need to walk back in the cabin. Our homes have better surveillance protections!
I am asking this for years.
I've said the same on many of these videos. With modern technology, it beggars belief that they could not fit a CCTV system to provide a visual inspection of the engines, wings and landing gear from the cockpit.
It wouldn't cost that much, either.
The A380 has.
@@SirMLP Yes, I wasn't sure about that. It took the aviation industry long enough to sort itself out!
British Airways call is Speedbird
They came back and serviced the wrong plane and signed it off. Impossible to believe that could ever happen.
Nice video as normal this video was a lot quicker to come out but still the same amazing quality.Also yesterday i got to go into the cockpit of a a319-111 to glasgow which was nice and did you know that the captain HAS TO sit in the left set and its illegal for thew captain to sit in the right and set and the first officer must not sit in the left hand seat unless its a training captain
The LAMbourne hold is more to the west, it's eastward edge is just over Brentwood where you are showing the westward edge.
In addition, it is S.O.P. At Heathrow for the runways to be in use as dedicated departure & landing only so the fact the landing was on 27 right was totally normal. 27 left was likely temporarily closed to clear the debris but that would have not been for long, I doubt 27R had been put in to dual purpose.
The aircraft , despite the fire & loss of engine covers was not seriously damaged & is still in service today
Just look at the standby horizon indicator during the takeoff roll
Experienced pits would have spotted that
BA maintenance has been cost-cutting for years
wow heart breaking. thx for sharing
Thank you too
I'm feeling as though the maintenance crew responsible here would find a way to cock this up even if everything was spoon fed to them. I mean, seriously, how does an aircraft maintenance crew read the work order, head out to the plane and then realize they didn't bring the necessary tools? There's no way they'd forget to bring their favourite comic book with them when making a pit stop in the men's room, but don't bring the tools you'll need for the work order you just read. What a couple of clowns.
Perhaps if you had any idea of how tooling is controlled in aircraft maintenance you would not have made such an assinine comment. Also crew report of a fault does not definitively tell them the true nature of the fault and consequently what tooling is needed. A lot of the tooling is not personally held and must be obtained from a stores location or locations where it is tightly controlled. All this takes time and when short handed with high workloads time is a luxury.
We don't call then fan cowl doors - they are fan cowls !
Great video!
The graphics are really nice in this video. Do you have an RTX4090?
Yes!
Several mid 1980s cars had hood latch warning indicators. At min, seems there should be a high visibility protrusion from latches when not secure or the ability to latch at speed. Of course, being a real estate broker, I have a full understanding of Avionics and a Doctorate in Hindsight.
How do you mistake an A321 for an A319?
How different do they look at night? Confirmation bias is powerful
Stress
Negligence
@@sonicbhocGood point, at night, they look very similar unless you took the time to look thoroughly
ask a normal person that, nerd
Excellent video....
good job my friend keep making more
Thanks for the visit
There are a string of failures here not just the engineers when all else has failed the walk around should be the saving grace. Yes the engineers were untimately in the wrong but in no way was the FO blameless. Having flown for 22 years as crew myself and colleagues have often questioned why the walkarounds differ so much, there really is no consistency sometimes it is extremely thorough and other times it is extremely quick. Some airlines are extremely good at manipulating the circumstances so that the Blame can be lessened for certain individuals concerned. Especially when a Pilot carries some the blame/responsibility. Its often a case of 'not my aisle' 'not my fault' !!
Nobody should be more incentivised to identify issues. But they suffer from confirmation bias.
Even bus drivers are supposed to do quite a thorough walk around check before they take their bus out on the road in the morning. One bus driver I know, one morning, inadvertently took the wrong bus. As he went to pick up his first passenger for the day he suddenly discovered that there were no seats in the bus. (they'd all been removed at the depot). He called the depot to let them know of the problem and they said "but those seats were all there when you did your walk around check, right?"🤣
Remember though, the Messiah and co-messiah can do no wrong.
@ spoilt pampered and lazy
New sub here, love the top notch content.🎉
Thank you for this video. I've learned "critical 11 minutes" communication from the cabin crew to the cockpit crew. Cabin crew safety for Japan Airlines.
My question is, can this rule also apply to other airlines?.
The quality of the video is extremely good, however there are some key aspects glossed over (notably BA’s poor working environment and staffing). It’s simply not a good retelling if key findings from the investigation are omitted. People watching this channel expect better than just glitzy graphics - they expect you to fully address the key findings.
there should be a flag system on the cowl latches easily seen.bright red if open etc.
British Airways pilots saved the day again. Big 👍👍👍👍👍 to them. Cool calm heros ❤️
you mean the American pilots, surely? Along with the Australian cabin crew....
The pilots are culpable of all lackadaisical attitudes, and we're far from heroic. Watch and listen.
As a retired jet fighter maintenance man in the USAF, I don't see how this could happen. I would have never missed something so obvious.
Overwork, shortage of staff, lack of supervision. It happens. Look up the Clapham rail disaster
A320s were modded in the end. It wasn’t obvious, and this was far from the only time this happened.(although more dramatic than usual this time)
Congrats! Good thing you are not an accident investigator lol.
awesome video and tough some have comment about details like brittish airways callsign is speedbird and the american Cpt voice (who could be an american hired by brittish airways) i find this video really well made when it come to facts and explanations. and since callsign speedbird and the american voice is trivial to me even tough it is good that people comment on it i love this video. thanks for the work you put in to it. and to people who complain about the ads.. yep i agree but i just cancelled my netflix and payed for youtube premium and it is well worth it evben tough it becoms more expensive.
"This is your captain speaking. There is absolutely no cause for alarm!
...
...
...
The wings are *not* on fire!"
I’v worked on the ramp of two major airports for 28 years and many many times i’v seen the FO take less that a minute to do the preflight walk around.
Just shows how the link in the incident chain begins to line up. Why is there not an alert on the flightdeck screens because of the unlatched cowling? Surely they can embed sensors for every latch?
another video nice!!!!
We bought a Hitachi v4572flatscreen TV. 10 years ago. We still use the thing to this day...... With things not lasting minutes these days I'm impressed. HITACHI.... go the land of nippon.
What are you gibbering about?
Right on point!
Great video 👍 only comment would be that British Airways callsign is Speedbird not the full company name but that's just me being a pedant 😬
American Crew? Maybe Canadian, if so no problem (Gimli Glider, Air Transat).
@@moosifer3321 British crew.
Sound AMERICAN - I`m being a Pedant too!@@cjmillsnun
These technicians be putting lives at risk with second hand shitty checks 😢
The ground crew! How they could have missed unlatched cowling doors is unbelievable 😅😅😅 🙄
What does an unlatched cowling look like compared to a latched cowling? Ever seen one?
@@selseyonetwenty4631You Can't be serious...
@@michaelosgood9876it happened many times on the a320, it wasn’t very visible, and that was a repeating problem. Now changed.
@hepphepps8356 good they have done that. Thanks for explanation
I hope those who were accountable were dealt with
I love the background music. Really well done videos. ❤
Thank you so much 😀
Love the videos, but there is so many ads :(
Adblockers are your friend. There are plenty of unobtrusive ways to advertise on TH-cam.
A few micro-switches would be nice, feeding into the displays.
Leap engine 320s have this now with a flag on the fan cowl but it's only linked through the forward most latch so it is possible to have the forward one latched and the rest open.
That's why you'll see some cowls with "look" decals in an arrow shape pointing towards the latch.
There's been modifications to the CEO engines too since this and other incidents to incorporate a key lock with a flag on the forward latch and the aft two latches painted a bright colour.
Airlines/maintenance providers can also implement a standard procedure where if the cowls are unlatched at least one half has to be opened up to make it obvious from a distance.
If possible can we get more videos soon please
Love you video❤️
Doing my best!
“They bought their tickets, they knew what they were getting into”.
Pretty incompetent "senior cabin crew". LOOK goddammit, passengers are TELLING you there's something wrong.
Just a thought on the video production. I personally think the film effects (I notice them a lot around 21:30 and onwards) are a little weird.... they sort of are just distracting and don't really add anything to the video, in my opinion.
Yay new ACI content
:D
I had a similar condition occur on my first airline flight in 79, It was on an United Charter flight from JFK to Las Vegas which was suppose to be on a DC-8 Stretch but due to a mechanical problem a DC-10 which would be the first flight after the grounding as a result from the American Flight 191 DC-10 crash in Chicago, when the Engine fell off during takeoff all DC-10's were ordered to be inspected. Because of the change of planes we were not all seated together. I had a widow seat on the right side forward of the wing, while my father was seated on the left side also forward of the wing! At some point I walked over to see my father and looking out the window something didn't look right on the engine pylon compared to the right side. A closer look seemed a outer metal panel on the pylon was missing. I immediately notified the Flight Attendant who looked concerned and went and came back with the Captain, who looked and indicated it was probably left off my maintenance and there was no sign that it came off in flight. He didn't seem too concerned and said they'd keep an I on it! We landed without further incident, so I don't know how serious if at all it was!.
" I had a widow seat" --- That's not the safest seat to be in. lol
Putting aside the maintenance issue the issue was well mitigated by the fundamentally sound design of the aircraft, well trained and highly professional crew, the same with air traffic control and a well run airport, this is what makes aviation so safe today in the 1st World and we should remember that when we hear populist politicians complaining about Government regulations etc "getting in the way of business". Remember safety regulations are not written in blood but by spilt blood.
The pilot and co-pilot are supposed to do a walk around and are responsible for those fan cowl doors.
That has to fall on the pilot walk around. He’s the last line of defense.
That's not the way it works. Look up doctor Reason
Difficult to spot. Has happened in many many different airlines and on multiple flights. That is why the cowl opening latches have been re-designed. An inherent design flaw.
I can’t believe the engine cowling doors were accidentally left open. So careless. When you have a job that involves having people's lives in your hands, you'd better do your job properly and by the book. I hope whoever was responsible had lost their job. Too careless to do something like this in this industry. Aviation is an unforgiving profession.
You've obviously never been involved in aircraft maintenance.
I hope they were fired
I mean there was also the time maintenance removed like 40 screws from one side of the tail and never put them back. Also the time maintenance put tape over the petit tubes and never took it off.
Yes there have been many examples of reckless endangerment by maintenance. As the industry moves on and recommendations are created these types of incidents are thankfully rare.
Kinda fail on the pilot's part... they can't let the routineness of a preflight inspection mean small things like clogged pitot tubes or not fully closed cowl doors get missed.
Yes the maintenance people made a grave error but that's why pilots do the preflight. I can't stand students rushing the preflight or checklists, just breezing through it fast by memory without even taking a second to understand what they are breezing by.
RIP Sky King 😓
How this made onto youtube "shorts" is shocking
8:15 "hey!" 😂
What happened to the BA callsign "speedbird"?