BA Window Blow-Out

[Gunship]

I heard about this incident many moons ago.

Wow - now I saw the re-creation and some footage on National Geographic Channel.

The co-pilot (f/o) and cabin crews where real heroes.

Well done all (after all these years).

Where are they now ?

[Someone_Else]

As your mentioning this, the programme is on tonight (6th June) on C5 at 22:30 if anyone is interested.

I beleive they all carried on working and some are still within BA.

[Gunship]

Really worthwhile watching. :ok:

I had a call at the climax : Was the bolts / screws too short that fixed the window to the airframe ?

I had to turn the volume off and saw an engineer digging in a bin and taking out screws / bolts ?

Cheers

Gunzzz

[d2k73]

Yeah the bolts were too small, the engineer tried to match them by eye but mismatched them, fantastic reconstruction!

[PPRuNe Radar]

Full accident report here:

G-BJRT (http://www.aaib.gov.uk/cms_resources/dft_avsafety_pdf_502702.pdf)

[Gunship]

Thanks PR !

Downloading now and I will make it my bed time reading material ! :ok:

[wiggy]

Gunship
The Captain, having reached 55, left BA and was last seen flying for one of the Loco's, the co-pilot is still with BA.

[Jordan D]

Missed the first 20mins, duly taping the rest as I'm up for work early ... and I even saw it in the paper and thought must watch... will read the document, so thanks for the link.

Jordan

[Gunship]

Tx Wiggy :ok:

That FO must have had a bad few decissions to be made.

He was sure the Captain was dead but knew that his "body" could make much more damage to the engins and tail sections ... great decission at the end :ok:

[BAe 146-100]

Yep the Capt. now flies for easyJet.

Why did the F/O choose not to take part in the programme? The crew didn't seem to mention him that much when they were at the Capt's house at the end of the programme?

Any reason for this, according to the prog. he still flies for BA.

BAe 146

[Gunship]

Yeah strange that he did not want to be part of the documentary... maybe just whiped it from the past and do not want open wounds again ...

I can just imagine the captain's face slapping the cockpit could not be nice sight and you as a jnr F/O have to make the decission to drop or keep him where he is.

Bless him for his decission :ok:

[Captain Airclues]

I believe that the co-pilot no longer flies for BA.

Airclues

[Regis Potter]

There was a feature about this incident in the BALPA publication 'The Log' last year if I remember correctly; Alistair Atcheson had a BA 737 command at the time of writing.

Anyone who has experienced an incident of this magnitude has likely been through a considerable amount of post-traumatic counselling (the documentary suggests he was suffering shock as he is walking away from the a/c). I doubt he wishes, with the benefit of realistic T.V representation, to be reminded of what must have been a terrifying situation.

Only my opinion though.

[Onan the Clumsy]

I got this today - sorry if it's already in the acident report, I didn't read the whole thing.
British Airways pilot Tim Lancaster in Southampton hospital in 1990 with the crew members who rescued him.



The plane was packed when, at 17,000 feet, the windscreen blew and the captain was sucked out. Nigel Ogden, who saved him by hanging on to his legs, tells his story for the first time to Julia Llewellyn Smith.

It was like something from a disaster movie and I still find it hard to believe I was at the centre of it all. An aeroplane full of passengers, out of control at 17,000 feet, with the captain stuck outside the aircraft.

I think about what happened every day. It was Sunday June 10, 1990. It was a beautiful morning and I was up early because I was working on the British Airways 7.30am flight from Birmingham to Malaga in Spain. I was 36, had been an air steward with British Airways for 12 years, and loved my job with a passion.

I expected that day to be especially enjoyable. It was a holiday flight, so the 81 passengers would be relaxed, and the crew - Captain Tim Lancaster, stewards Simon Rogers and John Heward, and stewardess Sue Prince - had worked together, on and off, for years. The only member of the crew new to us was the co-pilot, Alistair Atcheson. The aircraft was a 43-tonne BAC 1-11, which was known as the jeep of the skies, because it was a workhorse - reliable and easy to maintain.
The flight was delayed for an hour, so I wandered up and down the plane, making sure everyone knew what was going on. Tim made an announcement - "You'll be pleased to know the weather is sunny and dry in Malaga and we should be on our way shortly."

It was 13 minutes after take-off and we had just reached 17,300 feet, 5000 feet beneath our assigned altitude. I went onto the flight deck and asked if they'd like tea. I was just stepping out, with my hand on the door handle, when there was an enormous explosion and the door was blown out of my hands. I thought, "My God. It's a bomb." Explosive decompression made the whole cabin mist up like fog for a second - then the plane started to plummet.

I whipped round and saw the front windscreen had disappeared and Tim, the pilot, was going out through it. He had been sucked out of his seatbelt and all I could see were his legs. I jumped over the control column and grabbed him round his waist to avoid him going out completely. His shirt had been pulled off his back and his body was bent upwards, doubled over round the top of the aircraft. His legs were jammed forward, disconnecting the autopilot, and the flight door was resting on the controls, sending the plane hurtling down at nearly 650kmh through some of the most congested skies in the world.

Everything was being sucked out of the aircraft: even an oxygen bottle that had been bolted down went flying and nearly knocked my head off. I was holding on for grim death but I could feel myself being sucked out, too. John rushed in behind me and saw me disappearing, so he grabbed my trouser belt to stop me slipping further, then wrapped the captain's shoulder strap around me. Luckily, Alistair, the co-pilot, was still wearing his safety harness from take-off, otherwise he would have gone, too.
The aircraft was losing height so quickly the pressure soon equalised and the wind started rushing in - at 630kmh and -17C. Paper was blowing round all over the place and it was impossible for Alistair to hear air-traffic control. We were spiralling down at 80 feet per second with no autopilot and no radio.

I was still holding on to Tim but the pressure made him weigh the equivalent of 500 pounds [about 200 kilograms]. It was a good thing I'd had so much training at rugby tackles, but my arms were getting colder and colder and I could feel them being pulled out of their sockets.
Simon came rushing through and, with John unwrapped Tim's legs and the remains of the doors from the controls, and Alistair got the autopilot back on. But he continued to increase speed, to lessen the risk of a mid-air collision and to get us down to an altitude where there was more oxygen. He dived to 11,000 feet in 2 minutes, then got the speed down to 300kmh.

I was still holding Tim, but my arms were getting weaker, and then he slipped. I thought I was going to lose him, but he ended up bent in a U-shape around the windows. His face was banging against the window with blood coming out of his nose and the side of his head, his arms were flailing and seemed about 6 feet [1.8 metres] long. Most terrifyingly, his eyes were wide open. I'll never forget that sight as long as I live.
I couldn't hold on any more, so Simon strapped himself into the third pilot's seat and hooked Tim's feet over the back of the captain's seat and held on to his ankles. One of the others said: "We're going to have to let him go." I said: "I'll never do that." I knew I wouldn't be able to face his family, handing them a matchbox and saying: "This is what is left of your husband." If we'd let go of his body, it might have got jammed in a wing or the engines.

I left Simon hanging on to Tim and staggered back into the main cabin. For a moment, I just sat totally exhausted in a jump seat, my head in my hands, then Sue came up to me, very shaken. In front of all the passengers, I put my arms around her and whispered in her ear: "I think the Captain's dead." But then I said: "Come on, love, we've got a job to do."

By now, Alistair was talking to air traffic control, who were talking him through landing at Southampton Airport. All pilot training is done on the basis of two pilots, one to fly and one doing the emergency drill, but Alistair was alone, with a crew he didn't know and relying on memory, because all the manuals and charts had blown away. He asked for a runway of 2500 metres because he was worried that the plane was so heavy with fuel, a tyre would burst or it would go off the runway, but all they could offer was 1800 metres.

Over the intercom he told the passengers we'd lost the windscreen. Some of them could see Tim out of the window but the cabin was silent as the grave. We walked up and down, preparing the passengers for an emergency landing. People gasped as they saw the blood on my face. The plane was very shuddery, very rocky. I remember one man at the very back, with a little baby on his knee, saying to me: "We're going to die," and I said, "No, we are not," lying through my teeth.

All I could see out of the windows was a line of trees, and I thought we'd either smash into those or into the housing estate beyond. I had a partner, Jean, and a stepson, Jamie, but I was thinking most about my Mum. She'd lost my brother in a car crash the year before, and I couldn't bear to think how she'd take the news. But, in spite of everything, Alistair did the most amazing landing, what we call a greaser - completely smooth and stopping the aircraft only three-quarters of the way down the runway.

There wasn't even any need to use the emergency chutes. We got all the passengers down the steps in an orderly fashion, although I did have to shout at a couple of people who were trying to get their handbags from the lockers. The whole time from the explosion to the landing had been 18 minutes, but it seemed like hours.

I got back on board to check everyone had left. The paramedics had Tim in the cockpit on a stretcher and I went in to see him.

He was lying there, covered in blood, but to my amazement I heard him say: "I want to eat." I just exclaimed: "Typical bloody pilot." Luckily, he'd been in a coma throughout the ordeal, his body had just shut down. I went out onto the front steps, and shouted at the others "He's alive!" and then I cried my eyes out. Hero came crashing down

Air steward Nigel Ogden was left with a dislocated shoulder, frostbitten face and some frostbite damage to his left eye. Amazingly, Captain Tim Lancaster suffered only frostbite, fractures to his arm and wrist and a broken thumb. Within five months he was flying again and today he's a pilot for easyJet.

Ogden returned to work after a break but suffered post-traumatic stress and took early retirement in 2001 on the grounds of ill health. He is now a night watchman at a Salvation Army hospital.

In 1992, a report was published showing that a BA engineer, working under pressure, had fitted a new windscreen with bolts that were too small.

[wiggy]

Captain Airclues

The former co-pilot was certainly flying for BA a month or so back, though I see time and age are about to catch up with him.

Rgds

[A and C]

What BA dont like to say is that the whole of the engineering staff at Heathrow had walked out on strike in dispute over a new twelve hour shift pattern.

The screws in question were issued to the engineer in Birmingham but BA managers working in the stores at Heathrow the wrong screws were issued with the correct paperwork , as it is very hard to tell the difference between the two types of screws and the instalation torque is very low the engineer mistakenly fitted the wrong screws.

As soon as the reason for the mistake was discovered the BA management caved in over the shift dispute to try and cover there tracks.