I almost feel bad for the plane, being leased back and forth a million times... :D think it spent more time in the paint shop than it did in the air...
Hi Christian. Exactly what I was thinking. Ah, you take it. No, you take it. Okay, I'll take it. Now, you take it back. Lather, rinse, repeat. The aircraft still looked good even when it was staring at the ground. A bit of extra maintenance and back you go big bird. Fly again.
Both companies were charter operators, British Airtours would have had their busy time during the northern hemisphere summer,business slackened off during the winter so the aircraft would have been loss making ,so it would be leased to the Canadian company for their busy winter period, then leased back to British Airtours for the summer again. This still happens now with UK charter companies
@@shongololo9778 I Think they would being oonstantley being sayings 'World ways, GIVE ME THAT L1011 Caldieon GIVE ME THAT THEN AIR ALERGIE SHUT UP GARY AND LARRY IM TAKING Then NO WAY HOSAY Then scrapped in 1999 OOF
At last an incident I can relate to big time, I was 16 and lived under the shadow of this airports flightpath, remember this so vividly. It was about the most exciting thing that had happened in our area at the time and the local press went crazy reporting it in fine detail for what seemed like months. My dad wasn't happy as it was right next to his golf club and the press and curious sightseers trampled al over the course to get a close up view of it, ruining the greens.
He’s the king of air disaster videos, and at least everyone survived. Thank God that he’s here to intrigue and introduce us on plane crashes we never knew about. Remember, he NEVER disappoints. And Thank God For That.
He just rehashes abbreviated Wikipedia air crash articles in Flight Simulator with a bit of text, but I like that at least they're short clips. There are quite a few better channels out there if you're interested.
Ahhh, the venerable Tristar. What a workhorse she was. I was a bit surprised a seasoned Captain with over 10K hours didn’t follow Company protocols in landing prep, even at a “new” (for the crew) airport. Great video, Allec. I had not heard of this, or I don’t remember if I did.
@@spryzeNxX ok zoomer. 👍. I am guessing you were born after the 2000s by how you insult. The younger generations need better comebacks then just naming a generation 🙄.
It’s a relief it slowed out eventually after going off the runway. Based on how the aircraft ended up, it must’ve been a little hard to get out without tripping!
L-1011 was a beautiful aircraft. I remember when PSA in San Diego got one. I got to walk around the bird. Totally awesome ! So much better looking than the DC-10, and built much better.
It's a matter of opinion. The DC 10 outsold the Tristar. Why the selected Rolls Royce is beyond me. They were in trouble and delays there allowed the DC 10 to enter the market first. DC/MD 10s outlasted the Tristar by decades. Tristar was first WIDEBODY capable airliner too. If they had selected Pratt and Whitney or GE things would have been different.
"I remember when PSA in San Diego got one." ... and soon regretted it. It looked amazing IMO, but was limited to only a couple of flights per day so as to have a reasonable load factor. That didn't mesh well with the frequent flights their cutomers expected. Also, widebody mainteneace was not nearly so straightforward as the 727's and smaller planes their crews were used to. But all worth it to us airliner enthusiasts!, because it beget the only example IIRC of the cargo-level lounge + airstair option. Wish I had gotten to fly on it at least once.
@@747heavyboeing3 "The DC 10 outsold the Tristar ... If they had selected Pratt and Whitney or GE things would have been different." Perhaps early on, at least. But what really kept the 10 going over time was the higher weight/long haul version, and Lockheed had no real answer for that. Unlike DAC, they didn't leave an empty space in the original design between the wing main landing gear for an eventual center main landing gear. Thus limited to the weight which could be handled by only eight main tires, they had to reduce the fuselage's length in order to be able to compete at all on range. Not surprisingly, airlines looking for high capacity and trancontinental range favored DAC's offering over Lockheed's, unless they needed (and could afford) a 747 or 747SP solution.
at least no one died and as far as accidents go, it was pretty minor. That's always a blessing. Still, it sucks that any accidents happen but sometimes they just do.
I remember this happening when I was a child, I live in Leeds so it was all over the local news. My Father who was quite the aviation enthusiast, drove me up to Leeds Bradford Airport a few days after the incident to have a look at the Tristar sat on the embankment, it was quite the sight see let me tell you. Most weeks we’d drive past the airport and I’d always look for the distinctive fin which was visible from where we passed, wondering if the Tristar was still there. Then one week it was gone… as set out in the video it was repaired and back on it’s way. Thanks for this video Allec, it was very interesting to understand how this memorable, and thankfully without tragedy, mishap happened.
I'm familiar with Leeds/Bradford airport having flown in and out of it a few times. A point worth mentioning is that the runway (and there's only 1) in not flat / level. It has a substantial gradient in it which means that you're either going uphill or downhill depending on which way you approach. Maybe this also had a bearing on the incident.
Hi BK. Agreed. It's a bit like being tossed between a couple of lovers. Is it that one is not wanted, or that one is wanted too much? Ah, to be a L1011.
FedEx still has 12 MD-10-30s left for not much longer. KC 10 still in service as well as Omega tanker DC 10s. Orbis Flying Eye Hospital program just received another 3.5 million dollars from FedEx as a donation. That ex FedEx Freighter will make it to 50 years!
NASA has been looking at airliners with a third engine at the very back, like an L-1011 but having a large-diameter nacelle inlet concentric with the fuselage so as to control its boundary layer for less drag. Looks odd.
In all my decades of flying onboard airliners from Caravelles to Tupolevs, I recall the L-1011 was the smoothest, most luxurious widebody I ever experienced. In this incident, I thought it odd the experienced Captain didn’t intuitively “feel” the high Vref+13 landing speed and preempt it accordingly, but in Allec’s text it states said investigators acknowledge it would’ve been undetectable. Maybe that intuitive “feel” of an aircraft’s performance is compromised at an unfamiliar airport. Thank you Allec.
Lockheed overbuilt the L-1011. Was a flying tank. I was like, "NP that'll buff out: Have 2 / 3 dozers haul it outta the muck, pressure wash the gear, retighten the main gear fasteners. Ready to Fly again !"
That plane really had to wonder why it kept getting repainted the same color. "Here, you take it". "No. You take it." "Wait. I want it back". "Wait. Nevermind!" 🤣🤣🤑🤑 What a racket!
Oh, wow. I may have actually flown on this plane. I flew to Canada and back in summer of 1987 with Worldways. I seem to recall it had six seats across and a single aisle. I didn't know anything about planes at the time though so had no idea on which plane it was.
In case you're wondering, all that re-registering and 'leasing' activity in the late 1980s/early 1990s was just an accounting scam. The industry was notorious for it, until the loopholes were closed.
Caledonian was Scotland's airline, eventually turning into BCal, but in its heydey flying routes across Europe and Transatlantic (and I think, as it was a charter airline, to the Far East as well).....we do still have our own airline of sorts (Loganair) but it only operates small planes and few international routes....the days of Caledonian and British Calendonian are sadly gone now. British Airtours name will sadly forever be synonymous with the Manchester airport incident which came 3 months after flight 101 in which a plane caught fire on the runway and a large number of passengers died of smoke inhalation....RIP
I flew on this very aircraft to/from Geneva from Gatwick when she was flying for Caledonian Airways. My only flights in a TriStar which were very pleasurable. The TriStar was a very safe airliner for its time; powered by the famous Rolls Royce RB211 engines.
This certainly is the less catastrophic of the two British Airtours accidents that same year, the other one being the 737-200 that caught fire and (thanks to a series of cataclysmically insane decisions on the part of the flight crew) resulted in significant fatalities. 1985 wasn’t a good year for the company.
I read about the tragic fire. There is no.mention of crew errors, but many design flaws of the aircraft and poor maintenance of the engine canister were stated.
@@slidefirst694 Actually the captain of that flight turned the plane with the burning engine into the wind rather than away from it thus creating more flames which eventually burned into the cabin
Yes. Im from Manchester and that disaster still remains in peoples minds. 55 people did not have to die. It was survivable but cabin safety was not what it is now. And cabins are as safe as they are because of British Airtours Flight 28M/328.
Reverse thrust? Upon further research .... The pilot selected full flaps late, at around 500 ft. AGL. When the full flaps were selected, the autothrottle increased thrust, which at the the time the plane needed to reduce thrust due to high airspeed. The runway was sloping down from the point of the landing threshold. Which made things worse. The reverse thrust was applied in a significant manner but it was determined that the reverse thrust did not alter the outcome of the landing.
Not a long runway, heavy plane, wet runway, downslope. They needed to come in low and slow, not hot. The plane was unable to land on the runway length due to speed and diminished brakes. If the pilots were familiar with the airport they would have known about the downslope and the actual length, and coming in hot would have more likely gone around.
@@kentbetts Anyone know how long the runway was? Flying a Cessna 172, I don't pay much attention to runway length and slope, but I gather it's crucial in heavier planes.
@@grafhilgenhurst9717 FYI Orange County CA/SNA is 5700 feet and gets over 100 airliners per day, including a few cargo widebodies. It's usually a dry runway though, plus a reliable headwind, so not much drama.
No, British Airtours changed its name to Caledonian when its parent company British Airways acquired British Caledonian Airways in 1988. Caledonian Airways survived well into the 90s but various mergers and take overs saw it become part of Thomas Cook Airlines which sadly went bust a couple of years ago.
@@gomphrena-beautifulflower-8043 ha. i guess there is some practical reason and i wish someone would spell it out. sure was a lot of swapping back and forth.
@@karronlaneNOLA it was likely due to the the peak time for the charter airline market in the UK and Canada is different. UK leisure airlines are busy in the summer, Canadian leisure airlines are busy in the winter. There are a few examples of UK airlines leasing their aircraft to Canadian carriers over the winter period.
Voices in airlines environment say the L1011 was not scrapped but got back to Caledonian, than sold to Wordways Canada in 2003, that came back to Caledonian in 2008, to return to Wordways in 2011 for 3 years and than back to Caledonian, until 2018, when Wordways took it back again. Two months ago it has moved again to Caledonian, but Wordways has started to claim it back….
I'm glad everyone survived and the plane was repaired and returned to service too. Its always a sad sight seeing a plane looking forlornly out of its natural environment...much like a grounded ship.
Another fine one, Allec. So well presented. I liked L-1011s, EA had a lot of them when they were my client. There was a distinctive hum through the interior on takeoff. Some deal between Caledonian and the Canadian company...I'd bet they were corporately related. Lower casing the initial letter of your names always seems to be hard luck.
Live local to leeds bradford airport, at 2250metres long the runway at leeds is not the longest so you certainly have to touch down in the touch down zone or else! Been a widebody with 400 passengers on board and apparently plenty of fuel still on board from what i heard this was going to end up bad!
Your channel often exposes that mere human beings as experienced in a career as they are can make a mistake on a bad day. Its impossible to be perfect try as you might and the harder you try the more likely you are to making a cock up.
This is why most airlines these days require you to be fully configured by 1000' above the runway. That means in position as well, not moving the handle right at the last second.
So let me get this straight. Caledonian acquired the aircraft. Then Worldways Canada. Then Caledonian. Then Worldways Canada. Back to Caledonian. Then Air Algerie. lol...finally back to Caledonian. All in a few years. Wow. Does this often occur? Do airlines trade the same aircraft back and forth like this? This plane got traded more than a hockey player lol
The runway had recently been extended to accommodate heavy aircraft and I'd heard that they landed at the old landing point, thereby negating the extension. Of interest, one passenger was a sports radio reporter returning from a much needed break having had the misfortune to have been commentating on the Bradford City football match on the day of the disastrous fire.
Thanks, good video and an incident I had forgotten about. A very strange little mishap, isn't it? While that very experienced captain certainly made an error in prepping the craft, what is very puzzling, is the lack of braking after landing: even with the high-speed touchdown (common for all tri-jets - they all have a higher than usual touchdown speed due to their aerodynamics) there was still enough room to come to a halt... and as the video stated, it seems unlikely the captain would Not brake with force...so, was there a braking issue; pads, hydraulics...? All a bit baffling. Thankfully, everyone walked away and the gorgeous bird flew again. Shame she was scrapped.
I was a landing gear/braking performance engineer, and I don't get what was going on either. Some information is probably missing, which is common in these RU-vid accident videos. The excess speed wasn't inherently a big deal, for example. Don't see it being "hydraulics" either -- there is a backup source which delivers hydraulic pressure to the brakes if the main systems fail. Hydroplaning seems unlikely on a runway which was just wet rather than flooded, unless there was something about its particulars which led to large puddles. Even then, can't really see it.
Just goes to remind us that pilots, and yes even Captains can and do make mistakes even with all their experience. Also I have to say that I feel kind of sorry for that poor plane constantly being leased out and passed around for years after this incident. It's like no one really wanted it. That poor plane didn't deserve that. LOL!!
@Allec Joshua Ibay, Do you think you can make my two video suggestions called 1977 Lynyrd Skynyrd plane crash and 2020 Calabases, CA helicopter crash A.K.A Kobe Bryant helicopter crash?
Odd that there was no 'braking action' report. Was the runway grooved at the time of the incident? I know accident review boards start with the PIC and move from there, but something seemed odd.
