Staines, UK 1972, June 18th.
Julie Key posted either here or on Facebook her search for the testimonies, I had read all but one of the relevant ones.
The land flap incident a few days before the accident was carried out by P2s flat mate..his identity wasn’t general knowledge but he stayed in the company and went on to fly Concorde, lives on the island of Aphrodite but doesn’t want any contact with BA guys -his words.
I changed my opinion of Stan after I talked to two of Bergerie’s mates, one had flown with him on vanguards where he was a nice bloke to fly with but told me he had developed a nervous tic on the gripper and told me the story about being the Balpa rep for the Munich disaster and the repercussions after Jimmy Thain was sacked. The other told me about the head of training, who authorised our 1179 illegally according to the Board of Trade licensing officer and mr land flap, had completed most of his TriStar training on autopilot.
I witnessed a similar stand up argument the day before the accident and I realised three years ago the implications of Stan’s heart condition after a close friend of mine died in the Wicklow mountains after hitting one whilst paragliding. I was closely involved in all aspects which looked like he misjudged thermaling up the face and pendulumed into it based upon flight data. It was only when his widow asked me to explain the autopsy that I realised how much I had misjudged him. He was a similarly age to Stan and I had thought he was bipolar but the autopsy showed that he had had a heart attack within the last month and a fatal one in flight.
I too have mild? Heart problems which are exacerbated by being the carer for my wife who has advanced Parkinson’s which affect me with an exaggerated fight or flight response at times of stress - which is very similar to the behaviour of Stan and my mate.
If and a big IF at that you can get hold of Cunningham’s and Child’s testimonies..along with Owen’s and Evan’s and compare them you will understand that it was an accident waiting to happen because of the absolutely ridiculous noise abatement procedures.. to change configuration at times below 500ft and reduce the thrust way below climb power requires a lot of skill and alertness which some didn’t possess..it was a fabulous aircraft to fly once it was mastered but bloody hard work on approach in turbulence when you weren’t allowed to handle your own throttles or even call settings manually.
The disaster series, which I initially had an input but declined without editorial censure, made two second officers up to first and senior first rank which says it all..the blaming of Rick Flavell and that two former BA pilots allowed that to happen - one of which never operated the Trident - shows what lack of morals some have in my humble opinion.
ps if you do get access to the testimonies please post a link..there was one I didn’t read and was why I flew across to Waterside.
The land flap incident a few days before the accident was carried out by P2s flat mate..his identity wasn’t general knowledge but he stayed in the company and went on to fly Concorde, lives on the island of Aphrodite but doesn’t want any contact with BA guys -his words.
I changed my opinion of Stan after I talked to two of Bergerie’s mates, one had flown with him on vanguards where he was a nice bloke to fly with but told me he had developed a nervous tic on the gripper and told me the story about being the Balpa rep for the Munich disaster and the repercussions after Jimmy Thain was sacked. The other told me about the head of training, who authorised our 1179 illegally according to the Board of Trade licensing officer and mr land flap, had completed most of his TriStar training on autopilot.
I witnessed a similar stand up argument the day before the accident and I realised three years ago the implications of Stan’s heart condition after a close friend of mine died in the Wicklow mountains after hitting one whilst paragliding. I was closely involved in all aspects which looked like he misjudged thermaling up the face and pendulumed into it based upon flight data. It was only when his widow asked me to explain the autopsy that I realised how much I had misjudged him. He was a similarly age to Stan and I had thought he was bipolar but the autopsy showed that he had had a heart attack within the last month and a fatal one in flight.
I too have mild? Heart problems which are exacerbated by being the carer for my wife who has advanced Parkinson’s which affect me with an exaggerated fight or flight response at times of stress - which is very similar to the behaviour of Stan and my mate.
If and a big IF at that you can get hold of Cunningham’s and Child’s testimonies..along with Owen’s and Evan’s and compare them you will understand that it was an accident waiting to happen because of the absolutely ridiculous noise abatement procedures.. to change configuration at times below 500ft and reduce the thrust way below climb power requires a lot of skill and alertness which some didn’t possess..it was a fabulous aircraft to fly once it was mastered but bloody hard work on approach in turbulence when you weren’t allowed to handle your own throttles or even call settings manually.
The disaster series, which I initially had an input but declined without editorial censure, made two second officers up to first and senior first rank which says it all..the blaming of Rick Flavell and that two former BA pilots allowed that to happen - one of which never operated the Trident - shows what lack of morals some have in my humble opinion.
ps if you do get access to the testimonies please post a link..there was one I didn’t read and was why I flew across to Waterside.
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