The Miami Miracle | The Amazing Story Of Eastern Airlines Flight 855
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- Опубликовано: 3 апр 2020
- Disclaimer: All videos are used for representational purposes only and the content of the narration do not in any way reflect on any entities shown in the video.
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This is the story of Eastern airlines flight 855. On the 5th of may 1983 an eastern airlines lockheed L1011 was flying from Miami to Nassau in the bahamas. The L1011 was a trijet designed by Lockheed to compete with the likes of the 747 and the DC10. The plane was quite impressive for its time, with it even having autoland capabilities in the 1970s and 80s.
On that fateful day they were flying 162 passengers to the bahamas.
Prior to departure the flight engineer walked around the plane looking to see if everything was okay, he saw nothing that concerned him. At 8:56 am they took off from runway 27R from Miami International airport. This was going to be a short flight with the flight just being 37 minutes long. The captain,Richard Boddy was in the left hand seat and check captain Steve thompso was in the right hand seat. Flight engineer Dudley Barnes was at his station at the back of the cockpit.
The plane took off normally and the climb was uneventful.Flight engineer dudley barnes fiddled with the cabin pressurisation as the plane. The plane climbed to 23000 feet as the pilots did their climb checklist.
At 9:08 am the plane levelled off at 23,000 feet and at 9:10 am they had been given clearance to start their descent. They had spent less than 2 minutes at their cruise altitude. To call this flight short would be an understatement. Captain Boddy contacts nassau ATC and the ATC gives the crew the weather for their approach. Ceiling at 1000 feet, 5 miles of visibility. The usual. They were told to follow a twin engined plane that was 30 miles ahead of them. So far so good.
Flight engineer Barnes was not busy with the approach and he was also in contact with the cabin crew and so was not paying much attention to his instrument cluster. When he does look back after a few minutes he sees that oil pressure on engine number 2 was low. The L1011 was a trijet. So the engine on the left is engine number one, the engine on the tail is engine number two and so the engine on the right is engine number 3. He scans the oil levels for engines 1 and 3 they were at 15 quarts with the oil pressure in the green. How ever engine number 2 showed 8 quarts of oil an a pressure between 15 and 25 PSI. The minimum pressure needed for the safe operation of the airplane is about 30 PSI. The flight engineer had never had any oil related issues on the L1011. He tells captain Boddy and the captain orders the shut down of engine number 2.
They were now at 12,300 feet and captain Boddy requested permission to return to Miami fearing the worst. AT this point they were about 50 NM from Nassau, it was certainly closer but the weather at Nassau was getting worse. Nassau did not have radar to guide the plane in, so if push came to shove they’d lose valuable time and altitude getting the plane on the ground.
At 9:15 am the plane was cleared for a 180 degree turn taking it back to Miami, they were asked to hold 12,000 feet. Once in contact with Miami ARTCC, they were asked to climb to 20,000 
Наука
three wrecked engines, one saved plane, one amazing crew and a hell of a flight.
I never had a single doubt that Captain Richard the Body would save the day and flex before leaving the aircraft.💪
My father was a Captain for Delta for 42 yrs and flew the L-1011 Tristar from its inception until his retirement in 1992. Best aircraft that ever flew the skies.
But after 3 videos from here it seems to be cursed... and yeah, I flew as a passenger on many.. I wish they had had better luck.. Boeing becoming boss turns out to be a bad thing...
I was a passenger on many..back then there wasn’t a pattern developed yet. No doubt hindsight is always 20/20. I thought L-1011s were the greatest thing since sliced bread. Perhaps they were. I’m very glad your father had good luck in them. “Accidents” like the kind we are watching here are the result of a multitude of factors. High usage is one of them.. a one “off” aircraft that crashes won’t get noticed. Same thing can be said in many areas of recent use... but Boeing could have done things differently.. they let suits dictate how the 737 went....now .. workers, engineers, designers, all get to pay the price..
I never flew on one (too young) but from what I've seen it was ahead of it's time. Shame it was beaten out by cheaper, inferior planes that had a habit of blowing their cargo doors off mid-flight.
Waow...so he was promoted captain at the age of ...18? he is a genius
@@Boubson no he was 23 at the time. He was a great pilot. He taught me and I am now retired from Delta as well.
I imagine a scene where a pedestrian gets hit by a droplet of black oil, in the middle of the city, and looks around where did it came from, and when he looks up, he sees a plane about 2500 ft ascending after takeoff from the nearby airport...
I really like the fact that you are telling these hero stories of averted accidents. Thank you.
The L-1011 is the most comfortable, quiet and solid-feeling plane I've ever flown on. Many Miami-Heathrow British Airways round-trip flights back in the day.... 👍 ❤️
What a crazy ride. Shutting down engine #2 early enough so that it could be used later on when the other engines had already "melted".
# 2 had a chance to cool down & rest so it was operable later when needed. Thank goodness.
That engine number 2 squeezing every last bit of strength it can provide to let the air plane land safely. It should have been mounted off and then made into a memorial. From what i read about his, Engine number 2 died on touch down. It held out just long enough for the air plane to safely touchdown.
Shutting down #2 allowed it to cool, saving it for later after 1 and 3 flamed out.
Yeah sounds like 1 and 3 were trashed when they got on the ground.
From what I heard elsewhere about this incident, engine #2 flamed out right at or just after touchdown.
@@natelav534 mmkkkkk
@@bettychauncey9964 ?
@@natelav534 she watches too much South Park......
That is why the rule is now: the teams of mechanics working on each engine must be different. I have worked on helicopters (EC120) the main gearbox is equipped with magnetic plugs. If a chip sticks to it, you get a master warning in the cockpit "GB Chip". That means: land as soon as possible. If your main gearbox breaks, you can lose the rotor and you drop like a rock.
As a pilot, I was taught trust your indicators, but always cross check. Saved my life when I lost an attitude indicator in IMC.
I just wanted to add about lost attitude indicator. I was taking off from a grass strip in Michigan towards a lake. After I lifted off I was waving at a friend. Suddenly all went white. Looked over at my instruments. But it takes a few seconds to orientate to the instruments. My attitude indicator was tilting over, but the others are steady. Worst case scenario. I was maybe 150 feet and could not see nothing. When doing instruments out training, the indicators are covered over. But no one is trained to identify a failing instrument. Thank God I did not follow it.
BTW There has been jets that were lost because an attitude indicator got stuck. A B747 in the Bay of Bengals and a B737 in South America come to mind.
I was just really good that one time.
BTW. I landed a c150 on floats on a car once in Travis City. That’s another story.
@@oldmech619 I've got time for the story :D
OldMech
Please tell it! I’ll listen!
BlooieFPS Well, here is a story. True as it is. Float Plane
I think it was about 1967 in Travis City Michigan while I was in college. The FBO just got a C150 float plane. Yes, that is a small plane with a very small engine. I was taking off north bound from the nearby Boardman Lake
Well, things were not going Good. That plane did not climb worth a dam.
Well, things went bad when I saw a high power line just south of 8th street coming at me. Pulled back hard and scraped the top line. Didn’t stall, but I lost what little altitude and airspeed I had.
Well, things got worse. I was now in the city below rooftops. Headed heading direct towards a two story building
Well, things got worse (maybe better?) I hit a telephone cable.
That stopped me in midair. Yes stopped in mid air. It was almost like a cartoon
Well, things got worse. A lady was driving down the street minding her own business. I landed on her hood. She stopped and the plane rolled off.
Well, I just set there shutting the plane down. Mag, master, fuel
Well, things got worse. A truck ran into my left wing. Fuel started coming out. This was my invitation to exit the aircraft.
Well, what do I do now? Better call the FBO. Problem is that I had knocked out all the phones. I knocked on a lot of doors. Lady answered.
“Could I plz use your phone? Well, I just landed an airplane one a car”.
Well things got a little worse later on that evening when it hit me that I really really nearly died that day.
I’ll have another beer to that.
Had a lot of very close calls in life.
I should have been killed or locked up many times.
God has been good.
Life is my past. Nothing more to come.
Now I am retired and just reflecting on my life.
James Crane Jr. I just posted a short story of a float plane that I crashed in Travis city many years ago.
As a industrial equipment mechanic something needs to run flawlessly for 1 hour before I consider it fixed
These mechanics have jobs working on airplanes and they consider 10 seconds of something running to assume its “ok.”
Wtf? These people man... I do the same here. I’d do stress tests and make something I’m testing run for at least a day before assuming it’s ready to go.
Its a pain when you have a loop video and not a single shot of a Eastern Airlines plane in sight !!!
Eastern Airlines the last 10 years of operation had a lot of operational issue. I was on a 727 in 1988 flying into TIA (Tampa International) and a tire blew out on landing, scaring everyone as some thought a gun had been fired at the plane. Only it was a threadbare tire blowing out. Nothing like this mistake, but a mistake just the same. I never flew them again. Shutting down engine 2 for a period of time saved them as it could be restarted. Nice video!
The DC-10, the 727 and the L-1011 are my favorite airliners.
@paul vorderwinkler Don't forget the Tu 154.
OH goodie!!! What is your favorite dessert?
The L-1011 bests those other 2. It was a more superior designed and SAFER plane.
They were all pigs to work on
Fun fact: a reason for the trijet design on the DC-10 and L-1011 was a regulation at the time against twin-jets flying long haul routes over the ocean.
So I have a lot of free time on my just washed hands now! 4 new videos in the works!
Great!! I'm looking forward for more videos
Yes, but are you wearing your mask?
Don’t let the complainers get you down. They either have a small penis & have to complain to feel big or jealous they don’t have a ?RUclips channel. Either way, they aren’t worthy of worrying abt.
@Ahmad Shaikh What's up with being so sensitive?
Its just hard to watch a narrative about an L-1011 while viewing a 747 or 737.
Agree
Yep.
Y'all know too much. Lol
Yes.
But its not a narrative
It’s a real story
This is one of your videos that I have gone back and listened to a second time, months later. One of my favorites. As an aircraft mechanic, it underscores the importance of double checking my work.
They shouldnt fire the mechanics. Make them work it off. 1 shift free. 1shift paid to survive.
very well done. i subscribed immediately.
years ago in north texas i saw a black, black thunderstorm 40 mi away near DFW airport, and remarked to a friend that i hoped no one would fly into that, for it would be insane to do so. no one likes to be right on a day like that, and the crew were not at all at fault, from their perspective it just looked like heavy rain, storms can be like that. why DFW didn't have Doppler radar is, i hope, not because they were too cheap, which was the scuttlebutt around the local AFB. either way, it was truly horrible, people died, and I've never been able to look at an L1011 without wanting to cry.
you all be safe, now, and keep the blue side up. hp out
Hey! When talking about L1011 show pics/vids of L1011's. Some visual confirmation of your story is helpful. Thank you.
The L-1011 is an awesome airliner...
among all the sad stories here it is always a pleasure and happy reminder when you get a story with a good ending such as this one.
Long ago, As a heavy jet mechanic on L1011, I found this Video is very acutely well done
#Ralph Stewart, what would have happened to the mechanics that signed off on the plane, yet knowing the O-rings weren't put on the probe.
Just asking for general info reasons. I'm not putting down mechanics! There are more planes flying than not flying. I was just wondering.
Patrick Mollohan As I remember, the removed chip detectors were sent to inspection and the replacement came from stores department. I believe the mechanics had done this before. But this one time it came without the O rings. By the way, the engine only has to be motorized, no light off required. Just hit the starter motor.
I do not know what happened to these mechanics. Normally you would be terminated for causing gross amount of damage, and incurring an inflight emergency. The FAA is another story. If the mechanic had a license, it would be pulled after a hearing. The FAA gets very upset when passengers are endangered.
c7042 That’s an interesting answer. I have worked around Mobile Jet oil far too long, I have never seem anything dissolve in it quickly. It is pretty none volatile and none reactive. But Anything could happen.
Other point is straight on. Nothing is as it seems at first.
Thanks to Ralph and the other person whose name is a number..lol!😁
I appreciate your answers on this subject. It appears that a mechanic is overseen by the FAA and other agencies when passengers especially are involved.✈🛩
Ralph Stewart thank God for your abilities And qualifications
I like the videos with correct type of aircraft and timeline much better. Random planes makes it confusing.
In the 70s, my dad flew for the defunct Piedmont Airlines...he walked away from a crash once and said the only thing wrecked were his underware.....he said fear will do that
All in all, I'd call that a relatively good day.
On a bad day, he'd need more than new underwear.
My first flight was on a Tristar L-1011 Caledonian Airways - London Gatwick to Ibiza 1983
The L-1011 was the absolute best plane to fly in. I miss old birds like this.
Yes it was :)
Chances of all three engine oil press/quantity being low at same time 1 in 1million. Chances of 1 in 1 million happening.......100%
I know I'm late to reply, but the idea is 1/100 chance for a human error fault => 1/1 000 000 for three of those faults happening at the same time.
What they didn't account for was that the three engines were serviced by the same guys in one work order, thus no independent events. Making it basicly only one fault and therefor the chance of that going wrong is 1/100 instead.
So I guess there might be a rule now that engines can only be serviced one at a time or need to be done by different people at the least. ;)
@@Robbedem 40 million flights per year so a 1/40M event is 100% likely to happen once a year. At least statistically.
@@user-lv7ph7hs7l that's not how statistics work.
A 1/40M even happens on average once in 40 million times, but it can easily happen twice within the first 40 million and not in the latter.
So definately not a 100% chance every year. ;)
@@Robbedem Yeah it's just the probability. It could happen 50 times in a year or not at all for 10 years.
In our rocketry group we say "The chances of a one in a million event happening are nine out of ten."
That one was even better than the superb ones you usually produce. Thanks, Douglas
That was a very thorough presentation. Glad there was a happy ending for the passengers and crew. Hate to see the repair bill though. Bet somebody got fired over it.
Yeah, replacing not one, not two, but _three_ large jet engines is *_very_* expen$ive!
50 dollar o ring 50 million dollar engines. Real cost effective. That's why airlines always go out of business.
@@sharoncassell9358 , it's all due to cost of liability insurance, which went through the roof, starting in the 80's.
Certified airplanes must be built/repaired using certified parts/components. OEM's are forced to pass on these costs to the chief manufacturer.
I know, I sold general aviation airplanes about twenty years ago. One particular 100 hp piston engine made by an Austrian manufacturer had two price tags. An uncertified one and a certified counterpart. Many homebuilders used the former to complete their experimental home builds. Uncertified price: about $10,000. Certified price: about $19,000. The difference is liability exposure/coverage.
This is the main reason why the list price of a 747-100 in 1971 was $21,000,000. Then over $325,000,000 for a 747-400 by 2005. Inflation was significant over this timeline, but isn't the whole story. Another example is the Cessna 172. $23,000 back in 1975. Today? Nearly $600,000!
The moment the all Engines showed symptoms of oil issue while the Bus worked fine, I was able to diagnose that they screwed up something during maintenance. Thanks to this channel for tonnes of content.
I figured a serious leak too. I only flew Cessna 150 in 1982 and always check & topped off oil prior to flight. You can't just pull over to the shoulder if engine cuts off. I WAS A Military aircraft mechanic and had to change tires brales windshield
Hydraulic fluid for landing gear...airplanes are more fastidious & sensitive than trucks and need closer attention to detail. I knew a lot of the pilots that flew the planes I fixed so of course I had a more incentive to check if the plane made it to Germany safely. One time a plane C141 landed too heavy overweight and killed 6 crew members FE included. They were supposed to use 2 planes but crammed all cargo into one. The loadmaster thought it was ok. But the balance was off. It ended up nose heavy and hit the ground hard in New Zealand. We lost buddies.
I was the Senior Flight Attendant on this flight! The ONLY TIME in 14 years I had to prepare for ditching.
My mom and aunt - both gate agents who had also trained as flight attendants for eastern due to strikes at the time - were on this flight. They were told to prepare for a water landing and knew what that meant. They call each other every year of May 5th to celebrate being alive and reminisce on what was almost certain death
I remember riding a Delta L1011 from ATL to Orlando back around 1998. Man what a plane. I wish they were still around.
I flew them a ton between ATL and TPA. Such a beast for a quick flight.
You do thorough research.
Your explanation of all electrical and mechanical parts and components in your channel is absolutely correct and very informative, I have an engineering degree and for sure no one can explain the moving parts of an engine by looking at google, awesome job SIR.
Great telling of an edge of the seat story.
Fantastic reports‼️I like them to See so much. A great work from you with all important details! Thank you very much and please go on with your interesting work! All the best, Boris🇨🇭
The A&P mechanic that signed the repair log should be in big trouble.
This is a textbook case of get lazy and people die!
Or the daily
What do you expect from a union workers
@@dknowles60 Union workers that will soon go to jail for negligent homicide.
@@MegaGeorge1948 they never did go to jail
My mom and aunt - both gate agents who had trained as flight attendants as well for eastern at the time - were on this flight. They had told the passengers to prepare for a water landing - which my mom and aunt knew was likely death. They call each other every year of May 5th to celebrate being alive and reminisce on what was almost certain death
I do enjoy the stories. One suggestion though....maybe find some footage that is in some way related to the story. It's quite obvious to any aviation enthusiast that we are viewing random aviation video with no connection to the story.
Thanks for the suggestion that’s what I try to do when footage is available :) for my newer videos
Only tristar flight i ever flew on was from Kuwait city to Gulfport. My freedom bird
This is one of the first videos I watched on your channel, during the lockdown period and subscribed.
Re watching it, and very glad that you bought a some better audio equipments since then 😂
It wasn't an 'accident', it was an 'Incident', big difference!
"accident implies there's no one to blame" - Officer Nick Angel.
I used to do my own motorcycle maintenance. Always knew it was a bad sign if I had bits left over after reassembly.
My first motorcycle engine strip down was a Gilera 50cc 2 stroke, pedal assisted moped, built like a proper motorbike, remember them? SS50, FS1E, AP50, Garelli Tiger Cross etc..
Well, to cut a long story short, did it in the poorly lit garage, rebuilt the engine, back in frame and off I went. Cleared up the newspaper off garage floor next day, only to find some shims x 2!
That engine never got them back, and never failed again!
@@karlcarrigan4451 Beginner's luck!
Chills man, chills.
BTW, originally Lockheed had the rear center engine as Nbr 3. Not Nbr 2. That caused a lot of confusion, so the pilots got their way, engineering department looses.
You are right, The Pilots won ! Left to Right ! I remember the Tristar that wasn't so lucky Flt. 401 Dec 29th 1972. Went down over a 15 cent light bulb.
If there was one engine under each wing, and the central rear engine, why assign numbers? It seems needless and confusing -wouldn't port, starboard and center be easier to keep straight?
@@winternow2242 Tradition, and Pilots don't change easily.
Winter Now I have worked with a lot of heavy pilots. Keep it simple. Port and Starboard is too complicated for them. (Boats use port and starboard to remind the helmsmen which side of the boat to park on the dock). On a two engine airplane, the engines are called Left and Right. Much more simpler. More engines than Left and Right are named by numbers. 1,2,3,4. Remember, keep it simple. Most heavy Pilots can count to 4. Luckily, few aircrafts have more than 4 engines. ;-)
@@oldmech619 that's the point - it's not simple. In fact it needlessly complicates things. I used port and starboard because I thought that pilots adopted nautical terminology. But anything other than numbers. Why give a name to something when it's definition is sufficiently compact? Instead of "that's the number 3 engine, which is behind the tail" just say "tail engine"; or instead of nunber 4 engine, which is the outboard engine on the left side, just left-outboard engine.
Wonderful and informative video
I think about this flight from time to time.
Hi : thanks for the videos
Their procedure probably had a mechanic remove the sensors from the oil lines and discard the original o rings so there wasn’t a chance of old ones being reused. That mechanic very likely sat the sensors somewhere for an inspector to look at, then a different mechanic on a different day assembled it together and didn’t notice that they needed replaced because they didn’t read the work order.
I like these kinds of stories
Please, can you show videos of not the same model of aircraft that pilots were flying if you can't find it, but at least of the similar trijets. Thank you!
I’m not a bird mechanic, but I am a car mechanic. Seems to me that I’d rather forget to replace the old O-rings instead of leaving the thing bare, although there are some high pressure components on cars where O-rings must be replaced. Still, I’d rather a weep or a slow leak, than for it to piss out like it would have. But it’s easy to say this years after it happened, having no experience in aircraft mechanics.
I'm also a car mechanic. If you google what a mag plug is, you will understand there is no way for even a slightly experienced mechanic to not realize the o/rings were missing during installation. The feedback would have been "off" threading it in.
Also, unlike most of us, aeronautical mechanics have higher ups that sign off on their work. Who missed the inspection?
Great rescue coordination
I worked for a company that provided turbines for hydraulic pressure assistance for Boeing 767-400's. We shipped a new unit out with a tag on the oil filler cap to indicate that oil has been drained from unit and needed to be filled prior to use. It was ignored and the unit operated without oil. They sent it back under warranty with the red tag and safety wire still intact. Whoops!
Snafu. Situation normal all f'd up. As usual. Mechanics scream when they see stuff like this. I'm crying now.
The engines were not run by maintenance, they were motorer( meaning that the starter spun the engines but did not actually light the engines) therefore insuffiecent amount of oil pressure was built up. It was a whole series of events that took place and it had happened at least 13 other times with other L1011s in various companies.
The main issue is they originally shipped the detector with an o-ring already on it .
But they stopped putting the o-ring on and sold it separately.
So mechanics who had already changed these things dozens of times didnt notice there was another step in the proceedure.
The proceedure didn't state how long or fast you ran the engine to test for leaks, so the mechanics just spun the engine up on the starter for a few seconds, since these things only leaked when they were at high rpm and hot they didnt leak during the test.
As I understand it there were roughly a dozen engine failures at multiple airlines caused by this.
This one was unusually bad because they changed all three of the chip detectors at the same time , so they lost all three engines.
The o-ring costs about 5 cents.
"Edit"
They stopped putting the o-rings on the probes because the probes were used on multiple models of engines and some of the newer engines used a different type of oil that required o-rings with a different chemical composition, so they started shipping them without o-rings.
Also what most airlines did when they pulled the probes was instead of inspecting the probe and putting new o-rings on it before re-inserting it , was they would pull the old probe out , put a new probe in and send the original one to a lab for inspection.
So the mechanics at this airline never replaced the o-rings since they were always putting new probes in, but when the probes started showing up without o-rings not all of the mechanics noticed the change.
Mechanics that tested the engines by bringing them up to power for 5 minutes discovered the leaks before the plane went back into service (we dont know how many times that happened) mechanics that only spun the engine up on the starter didnt see the leak and the engine would fail either during taxi or flight (that happened 11 times).
Since the manual didn't state which test to use a lot of maintenance shops used the quick test.
Basically , the vagueness of the tech manual about what test to use, that lack of a written proceedure for when airlines replaced a probe instead of re-using it and a change in the parts system made it real easy for maintenance personnel to screw up.
@@glennchartrand5411 I don't buy it. Even on my good days I would never refer to myself as a mechanic but the first thing I would do when I pick up a part that is to be inserted into a pressure chamber or line of any sort is to check for the seal and the grooves or slots for an o ring is a dead give away that something is amiss. Of course the lights need to be on for it to be seen.
@@sonnybowman When something is done on a routine basis , and you've done it dozens or hundreds of times....
If I changed the shift pattern on your car , swapping "Drive" and "Reverse" what are the odds you would put the car in "Drive" while backing out of the garage and drive into the wall of the garage even if I also swapped the "D" and "R" on the shift indicator?
You're supposed to read the letters on the shift indicator ....but almost everyone just goes "one click from park" when backing out.
You dont make a change to routine maintenance without making sure maintenance personnel are fully aware of the change.
You should also have test procedures that aren't vaguely worded.
The fact that it kept happening at different airlines shows that they didnt adequately warn people, fortunately there was only one incident where the chip detectors on all engines had been replaced and the aircrew was able to nurse it back to the airport.
@@glennchartrand5411 The East-German car called Trabant had its manual transmission upside down. Took some time to get used to it...
The lackey should have seen the recess on the plug for the O rings and there were no O ring fitted ..and a check afterwards should have shown oil leaks.
Audio is excellent but why not use photos/ videos of L1011? You used every type other than L1011. A photo of flight engineers panel would have been nice. Spent 3 years on L1011........greatest aircraft I ever flew, even though the 150 model was underpowered.
Hans Juergensen
Hey Hans thanks for your feedback! I did use photos when I started this channel it didn't work out really well and I found that people watched for longer when it w was a video. Now for my newest videos I'm actually using footage of the plane or the airline that's being talked about
Except the one who had the hydro lines for all the controls under the #2 engine that exploded and cut all pressure to the flight controls on ALL systems. I believe it crashed in iowa with 135 fatalities out of 225 passengers.
I greatly disagree with the audio quality. I can't listen to his content with headphones because the lack of noise gate. I enjoy the content, not the audio quality.
@@denniscarlton3404 That was a DC10
@@denniscarlton3404 you DO know the difference between a DC10 and an L1011....yes?
You really think Captain Richard the Body, a man with a legendary name like that, isn't going to save the day? Richard the Body should never have been doubted, not for a single second! 💪👑
Hmmm. They seem to always have trouble with their O-rings in Florida.
How true!
That's dark.
For reference, it's referring to the Challenger catastrope.
@@namibjDerEchte Too soon?
My father has been a pilot for over 35 years for Midway, Reno Air, and now American Airlines. If there is one thing I have learned from him, it's to remain calm, stick to procedures, and never second guess if something doesn't seem right.
Awesome
WOW!
But also, only 15qts of oil per engine at 30psi?! That seems so little; amazing efficiency! Better than a Semi I bet...
How often do they have to change the oil?
Sounds like cheaping out b/c of weight. A v6 car may have up to 9 qts.
In this jet…as soon as it landed 😂
That's the oil in the Oil Tank, surplus to that in circuit, measured in US Quarts.
The oil pressure is the differential between the Feed system and the Scavenge system, therefore does not increase drastically with increasing pump speed as in a plain bearing engine.
I read the account of this incident and it said the #2 engine seized just after touchdown in Miami. Very lucky passengers on this flight.
Wtf this channel is so small but the quality is so good
Thank you so much!
@@MiniAirCrashInvestigation no problem
We here have a ton of data on EAL-401 Dec 27th 1972 Eastern crash of Flight 401, N310EA. We are planning for a memorial to EAL-401 in Miami Springs here in Miami, Florida.
Friendly tip... the pronunciation for Nassau is Nah-Saw. Like, "hey, do you want some?" "Nah."
I just watched this. I concur with you.
Great work
Thanks for all your support
This was a hell of a story. It spooks me because in a couple weeks I’m flying from DTW to SEA to Juneau AK (JNU) and return. I’ll have 4 chances at disaster...
I am sure the mechanics will put the o rings in the magnetic detector. the other 6 million parts being serviced properly is in Gods hands, and fate. safe travels
My first job was in Miami 1986 as Aircraft Parts Tech. I remember the incident, those Day I just to sit on my break time and see those beautiful colors of Easter Airlines and the sound of those engines of the L1011. Yeah, times were diferent. Im a Private pilot and enjoy flying. Stay home . Be save. On THIS convid 19
Nass aw, not na saw
Oh shit, Ive lost 2 with only one left...starting APU!
L-1011. One of the best jets ever conceived. I flew that. Bad rep. Undeserved. Triple redundancy on every level. Ahead of its time. And just a beautiful aircraft.
The pilots got a justifiable airmanship award. I wonder what the mechanics got...(I'm an automotive mechanic, and the same holds true: a forgotten o ring can result in a seized engine. Only difference is, a car won't fall from 10000 feet...)
Today an incident like this would likely result in termination. However, at that time the unions had way more pull with Eastern then they should have, so its unlikely that mechanic faced much more then a stern warning. Possibly a few paid days off.
On TriStar late Dec '78, pilot tried to crash to clear runway w/stacks of circling liners above in trouble that wanted to land! Outta gas E. of Marietta, had glided to ATL, alit on foote, braked as no reverse thrust either, kiddie cornered first cut-off to crash in grass, but TriStar said BS so made turn & then left to AMR concourse, so Capt. parked at empty gate. 4 AMR ground crews put out our tire fires and apparently glad to see us. Found out other runway closed for rebuild, so we had landed on only runway open & AMR had shtload of liners totally screwed, until Capt and his little RAT pulled off 1st dead stick landing of any jumbo jet even in testing! With new sets of tires & brakes plus full tank of gas, Delta could even re-use the liner, but they fired Capt anyway. Really sad as guess Delta VP had never seen a Sully before. Capt still wouldn't leave & FAA Ofcl said he was pilot in command, so senior AMR pilot said "Don't worry Capt...you can fly with AMR any day of the week and twice on Sunday...here...just mention my name" as he handed Capt his card. Delta VP conferred w/his FAA Ofcl & Capt recd an apology, was rehired, our electric turned back on, our fresh stewardess crew from AMR returned, dinner/breakfast meals delivered, full liquor restock, and we had a "Good to be Alive Party" throughout the night. We all had to leave at 9am in the morning after Flight Crew picked up by FAA as agreed. Flight was W. Palm Beach to Detroit with stops at Tampa and Atlanta. Last leg turned out to be ATL to ATL via circling forever Detroit, Chicago, Cleveland and Philly, all finally closed due to ice storm. We got lucky having a TriStar and Ex-Pat USAF fighter jockey as Capt, or I suppose you wouldn't be reading this! Lucky, LUCKY, L-U-C-K-Y!!!
I have never heard the word “magnetic” more than this video 😂❤️
Good 1 .
It’s annoying when a video is totally disconnected from what is being said.
“You checked the O-rings, right?”
“Crap! …Aw, never mind. It’s such a tiny part. What’s the worst that could happen?”
That's a Captain Sully story of airmanship. Wow
Back in the days, most airliners had a flight engineer on board to handle the issues that the pilots couldn't because they had to fly the plane.
It would be nice to have stock footage of just a L1011 rather then other A/C.
I would love to know why you do a story on an L1011 but constantly show a 747 or some other plane that doesn't look at all like an L1011! You seem to do this on all of your videos!
I've been a video producer. I'm assuming that he has a contract with a stock film company which gives you, as a producer, free reign to use their footage. However, they may have only had one or two clips of an L-1011 so he just used the one or two clips available so to prevent visual boredom he used other planes clips. Just a guess. He still has made an impressive channel.
It's called the O-shit-Ring now.
I like your presentation and voice is awesome. It would be really nice if could add simulation to your story it will be perfect visually and verbally.
That would much appreciated. As much as. I like The Flight Channel, I have to stop whatever I’m doing to read the captions. This channel could benefit from simulation.
The airline and equipment of interest was an Eastern Airlines Lockheed L-1011 Tristar. As the video progresses; the additional footage shows a plethora of other airlines and aircraft types NONE of which depicted either Eastern Airlines OR an L-1011. That being said; why didn't they include the Hindenburg disaster in the additional footage? 🤔
Just a weird comment (irrelavant)- When pronouncing "Nassau", please refer to an old '70s pop song, "Funky Nassau", where the accent is on Na, not on ssau, like" Nahsaw, funky Nahsaw." Other than that, loved this one as always!!!!!!!
L-1011, they never let themselves crash
And issues like this are one of the things that brought about the current ETOPS processes and regulations that exist today. One mechanic likely did the chip detectors on all three engines, pulled off the old o-rings (intending to replace them), and for whatever reason, never did. Also, once you start a jet engine, you have to let it run for a set amount of time before shutting it back down, usually 5 minutes. So, I'm doubtful they ever even cranked up those motors to do a leak check. As a mechanic myself, I hope whoever didn't put back the o-rings, or tell someone else they needed to be installed, got fired. That sort of thing is inexcusable, and might have cost all those folks their lives. Great job by that crew getting that bird back safe, though.
In all likelihood they were disciplined, but its unlikely it was anything severe, given the pull the unions had with Eastern.
My guess is that one mechanic removed the detectors, and was either distracted or his shift ended before reinstalling them. And when either the first mechanic came back to it forgot to install them and just put the part back on the aircraft, or the next mechanic didn't bother checking and just put them back in.
What has always intrigued me about this incident though is that Ive never installed an O-ring dry. And I cant imagine the procedure not specifying using at the very least engine oil to lubricate it prior to installation. Which would alert the mechanic instantly that it wasn't there when he ran his finger over the groves. Makes us wonder just how much were they deviating from the procedures, not just on this but a host of other things.
How did you get all of your great technical knowledge?
Love seeing the Dutch carrier!
Airplanes "airplanes are safer then elevators"
also airplanes:
On a side note, now I'm wondering how many o rings or cables I am from death every time I ride an elevator,
Tech1:"did you remember to bolt in the elevator after inspection?"
Tech2: "bolts?"
It blows my mind how a couple missing 1.5” o-rings can bring down an airliner😳
Maintenance on a plane is so damn imperative, it’s importance is absolutely equivalent to the skill of the pilot… maybe even more so…
You can have 5 sullys in the flight deck doing everything perfectly, but any neglect from vital maintenance renders their skills useless…
Alaska 261 comes to mind, unfortunately that one did not end well at all…. In fact that one is bone chillingly horrific
Repeat after me.. NAS-SAW. Otherwise great job as always! From everyone from Nassau Bahamas and Nassau county New York.
Captain's name is Mr. Boddy, same as in CLUE, and he doesn't die. Nice.
My gut instinct is to try to cast blame at a single cause for accidents but as this video shows, there's usually multiple ways to direct blame.
This type of maintenance which usually done by an apprentice it was considered a very low skill thing to do and the main mechanics couldn’t be bothered
The pronunciation is NASS-aw !
I wonder where the mechanics who forgot to install the O-rings are working now? MacDonalds? Jack in the Box? Or Burger King?
Excellent outcome. Shame that almost every airliner now is a twin though!