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Spotted two A340-300s parked side by side today in Nairobi. Not exactly a rocket on takeoff—the A340-300 has one of the lowest thrust-to-weight ratios among active airliners, powered by a unique variant (CFM56-5C4) of the same CFM56 engines found on A320s. A significant advantage of the A340 was that... show more

Turbine Traveller

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69,279 просмотров • 4 месяцев назад •via X (Twitter)

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"The A340 is so slow that it´s the only plane to have been hit by bird strikes from behind.” The early variants of the Airbus A340 (such as the 200 seen here) had a reputation of being underpowered, with its CFM56-5C4 engines often described as "four hairdriers". With such fame, no wonder they weren´t popular sellers for airlines: only 28 A340-200s were produced (later models, with updated engines, fared much better) As such, given its relative rarity, let´s appreciate this footage of this Qatar Amiri A340-200 taking off at Geneva by GVA Spotter

"The A340 is so slow that it´s the only plane to have been hit by bird strikes from behind.” The early variants of the Airbus A340 (such as the 200 seen here) had a reputation of being underpowered, with its CFM56-5C4 engines often described as "four hairdriers". With such fame, no wonder they weren´t popular sellers for airlines: only 28 A340-200s were produced (later models, with updated engines, fared much better) As such, given its relative rarity, let´s appreciate this footage of this Qatar Amiri A340-200 taking off at Geneva by GVA Spotter

Francisco Cunha

307,795 просмотров • 4 месяцев назад

Flaps Failure Twice in 4 Days on Swiss A340. A SWISS Airbus A340-300 (HB-JMA) was forced into a high-speed, high-pitch landing with flaps stuck at 0 on March 10 (LX283 from Johannesburg). Just 4 days later, the SAME aircraft experienced another flap blockage on LX189 from Shanghai: • 209 people onboard • Go-around on RWY 14 • Final landing on RWY 16 at ~169 knots SWISS confirmed the flaps could not be extended. The A340 completed a test flight today after 4 days of maintenance. 📹: dnhug(YouTube)

Flaps Failure Twice in 4 Days on Swiss A340. A SWISS Airbus A340-300 (HB-JMA) was forced into a high-speed, high-pitch landing with flaps stuck at 0 on March 10 (LX283 from Johannesburg). Just 4 days later, the SAME aircraft experienced another flap blockage on LX189 from Shanghai: • 209 people onboard • Go-around on RWY 14 • Final landing on RWY 16 at ~169 knots SWISS confirmed the flaps could not be extended. The A340 completed a test flight today after 4 days of maintenance. 📹: dnhug(YouTube)

Turbine Traveller

392,386 просмотров • 5 месяцев назад

The Airbus A330 ranks among the most profitable airliners ever built. With a 13,450 km range, seating for 250–300 passengers, and exceptionally low operating costs—true of its original CEO model in its era and even more so with today’s NEO version—it keeps selling strongly decades after launch. It may not have generated the same excitement as the A340 or 747 in their prime, but it quietly delivers serious money. A lot of it. Video - Discover Airlines A330 Takeoff from Stewart International (NY) in October 2025 (not the usual place to find one of these too) 📹 UNITED38Heavy

The Airbus A330 ranks among the most profitable airliners ever built. With a 13,450 km range, seating for 250–300 passengers, and exceptionally low operating costs—true of its original CEO model in its era and even more so with today’s NEO version—it keeps selling strongly decades after launch. It may not have generated the same excitement as the A340 or 747 in their prime, but it quietly delivers serious money. A lot of it. Video - Discover Airlines A330 Takeoff from Stewart International (NY) in October 2025 (not the usual place to find one of these too) 📹 UNITED38Heavy

Francisco Cunha

123,531 просмотров • 5 месяцев назад

China Southern Airlines Boeing 787-9 (B-209X) pushback complete, about to start flight CZ634 on the 10-hour journey from Nairobi to Guangzhou. This Dreamliner, delivered in May 2019, is powered by GE GEnx-1B engines—one of the most efficient long-haul powerplants flying today.

China Southern Airlines Boeing 787-9 (B-209X) pushback complete, about to start flight CZ634 on the 10-hour journey from Nairobi to Guangzhou. This Dreamliner, delivered in May 2019, is powered by GE GEnx-1B engines—one of the most efficient long-haul powerplants flying today.

Turbine Traveller

50,086 просмотров • 3 месяцев назад

Avianca flight AV9418 evacuated after an aborted takeoff from Pereira Matecana International Airport in Colombia. The Airbus A320, with 168 passengers, was flying from Pereira to Bogotá. However, on departure there was a problem with one of the engines that prevented it from taking off. "According to preliminary information, an A320 aircraft that was starting a flight between Pereira and Bogotá had to suspend takeoff on the runway, apparently due to a failure in one of its engines," the Civil Aeronautics department said.

Avianca flight AV9418 evacuated after an aborted takeoff from Pereira Matecana International Airport in Colombia. The Airbus A320, with 168 passengers, was flying from Pereira to Bogotá. However, on departure there was a problem with one of the engines that prevented it from taking off. "According to preliminary information, an A320 aircraft that was starting a flight between Pereira and Bogotá had to suspend takeoff on the runway, apparently due to a failure in one of its engines," the Civil Aeronautics department said.

Breaking Aviation News & Videos

147,331 просмотров • 1 год назад

The sequence of events in this flight simulator clip is incredibly satisfying to watch. It starts with a tight, precise turn, followed by reverse thrust to reposition the aircraft for departure. The oleos compress and rebound beautifully over the deck before the aircraft powers into a full-throttle takeoff from one of the shortest "runways" imaginable. ✈️⚓

The sequence of events in this flight simulator clip is incredibly satisfying to watch. It starts with a tight, precise turn, followed by reverse thrust to reposition the aircraft for departure. The oleos compress and rebound beautifully over the deck before the aircraft powers into a full-throttle takeoff from one of the shortest "runways" imaginable. ✈️⚓

Aviation Reporter

28,273 просмотров • 28 дней назад

This Ryanair Boeing 737-800 was just seconds from touchdown when it flew straight through a flock of seagulls. Several birds struck the aircraft, with some being ingested by its CFM56-7B engines. Despite multiple bird strikes, both engines continued operating normally, allowing the aircraft to land safely. It's estimated that at least 20 seagulls were killed in the incident.

This Ryanair Boeing 737-800 was just seconds from touchdown when it flew straight through a flock of seagulls. Several birds struck the aircraft, with some being ingested by its CFM56-7B engines. Despite multiple bird strikes, both engines continued operating normally, allowing the aircraft to land safely. It's estimated that at least 20 seagulls were killed in the incident.

Aviation Reporter

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#DefenceCentral: #Bayraktar TB3 Completes First Flight from TCG Anadolu Türkiye's Bayraktar TB3 unmanned combat aerial vehicle (UCAV) achieved a historic milestone last month by completing its first flight from the deck of the TCG Anadolu aircraft carrier. This marks the first successful takeoff and landing of a UAV on a short-runway carrier. The TB3, with folding wings and a payload capacity of 280 kg, is designed for long-range missions, operating alongside the jet-powered Bayraktar Kızılelma in an innovative unmanned fleet. It boasts a mission radius of 2,200 km and a maximum altitude of 30,000 ft.

#DefenceCentral: #Bayraktar TB3 Completes First Flight from TCG Anadolu Türkiye's Bayraktar TB3 unmanned combat aerial vehicle (UCAV) achieved a historic milestone last month by completing its first flight from the deck of the TCG Anadolu aircraft carrier. This marks the first successful takeoff and landing of a UAV on a short-runway carrier. The TB3, with folding wings and a payload capacity of 280 kg, is designed for long-range missions, operating alongside the jet-powered Bayraktar Kızılelma in an innovative unmanned fleet. It boasts a mission radius of 2,200 km and a maximum altitude of 30,000 ft.

Defence Central

726,773 просмотров • 1 год назад

Airbus Defence and Space has delivered the first Airbus #A400M for the Republic of Kazakhstan to become the cornerstone of the country’s tactical and strategic airlift operations. The first of two Airbus A400Ms ordered by Kazakhstan was handed over to the customer after a ferry flight from Airbus’ A400M Final Assembly Line in Seville, southern Spain, a few days earlier. With the delivery of this aircraft Airbus will also provide a full range of maintenance and training support. To the full press release:

Airbus Defence and Space has delivered the first Airbus #A400M for the Republic of Kazakhstan to become the cornerstone of the country’s tactical and strategic airlift operations. The first of two Airbus A400Ms ordered by Kazakhstan was handed over to the customer after a ferry flight from Airbus’ A400M Final Assembly Line in Seville, southern Spain, a few days earlier. With the delivery of this aircraft Airbus will also provide a full range of maintenance and training support. To the full press release:

Airbus Defence

28,129 просмотров • 1 год назад

Engine Problems Continue ⚙️🛫 300 A320, A321, A220 and E190/E195-E2 aircraft with Pratt & Whitney engines worldwide are grounded due to engine problems. While the maintenance of the engines takes a very long time, spare engines cannot be supplied. Turkish Airlines is one of the companies most affected by engine problems. Turkish Airlines has a total of 42 A321neos in its fleet and 23 A320/A321neos in the AJet fleet. Turkish Airlines has withdrawn 12 of the 42 aircraft from service. On the AJet side, 1 A321neo has an engine problem. Other aircraft were grounded due to cabin change and winter season. TK side is trying to minimize the problems by transferring the engines of some aircraft kept on the ground at AJet. Kurt Hofmann Jon Ostrower air plus news aeroTELEGRAPH AviationSource James Field Enrique Perrella Airways Magazine Jason Rabinowitz FlightMode John Walton • @thatjohn.bsky.social Simple Flying Dominic Gates FlightGlobal Alex Macheras JetArena

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HavaSosyalMedya

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Today in aviation history: On March 10, 2019, Ethiopian Airlines Flight 302, a Boeing 737 MAX 8 (ET-AVJ), crashed minutes after takeoff from Addis Ababa Bole International Airport en route to Nairobi. All 149 passengers and 8 crew members on board died. Investigators later found that repeated nose-down commands from the Maneuvering Characteristics Augmentation System (MCAS)—triggered by faulty angle-of-attack data—forced the aircraft into an unrecoverable dive. The tragedy led to the global grounding of the Boeing 737 MAX fleet and major changes to aircraft certification, pilot training, and system design.

Today in aviation history: On March 10, 2019, Ethiopian Airlines Flight 302, a Boeing 737 MAX 8 (ET-AVJ), crashed minutes after takeoff from Addis Ababa Bole International Airport en route to Nairobi. All 149 passengers and 8 crew members on board died. Investigators later found that repeated nose-down commands from the Maneuvering Characteristics Augmentation System (MCAS)—triggered by faulty angle-of-attack data—forced the aircraft into an unrecoverable dive. The tragedy led to the global grounding of the Boeing 737 MAX fleet and major changes to aircraft certification, pilot training, and system design.

Turbine Traveller

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AIRBUS A320 FIRST FLIGHT ANNIVERSARY On this day, 22 February 1987, the first Airbus A320 — MSN 001 (F-WWAI) — took to the skies from Toulouse-Blagnac Airport for its 3.5-hour maiden flight. Unveiled just days earlier on 14 February 1987 in Toulouse, the A320-100 prototype was powered by CFM56-5 engines and became the first commercial airliner with fully digital fly-by-wire controls and sidesticks — a revolutionary advance in cockpit design. It received its type certificate on 28 February 1988, and by April 1988 Air France and British Airways had begun regular operations. Fast forward 39 years, and the A320 family has officially surpassed the Boeing 737 as the most-produced commercial jet in history.

AIRBUS A320 FIRST FLIGHT ANNIVERSARY On this day, 22 February 1987, the first Airbus A320 — MSN 001 (F-WWAI) — took to the skies from Toulouse-Blagnac Airport for its 3.5-hour maiden flight. Unveiled just days earlier on 14 February 1987 in Toulouse, the A320-100 prototype was powered by CFM56-5 engines and became the first commercial airliner with fully digital fly-by-wire controls and sidesticks — a revolutionary advance in cockpit design. It received its type certificate on 28 February 1988, and by April 1988 Air France and British Airways had begun regular operations. Fast forward 39 years, and the A320 family has officially surpassed the Boeing 737 as the most-produced commercial jet in history.

Turbine Traveller

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The first Aircraft LA5033 of the Tejas Mk1A Aircraft series took to the skies from HAL facility in Bengaluru today. It was a successful sortie with a flying time of 18 minutes. HAL achieved this significant production milestone with concurrent design & development amid major supply chain challenges in the global geo-political environment subsequent to the contract signature in February 2021. The flight was piloted by CTP, Gp Capt K K Venugopal (Retd) : HAL

The first Aircraft LA5033 of the Tejas Mk1A Aircraft series took to the skies from HAL facility in Bengaluru today. It was a successful sortie with a flying time of 18 minutes. HAL achieved this significant production milestone with concurrent design & development amid major supply chain challenges in the global geo-political environment subsequent to the contract signature in February 2021. The flight was piloted by CTP, Gp Capt K K Venugopal (Retd) : HAL

Alpha Defense™🇮🇳

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✈️🌏 **The First Airbus A350-1041ULR for Qantas – F-WULR 🇦🇺** 🔥 Meet the very first **Airbus A350-1041ULR**, registered **F-WULR**, built for Qantas’ ambitious **Project Sunrise** program. 🚀 Designed to operate some of the world’s longest commercial flights, this ultra-long-range aircraft can fly nearly **18,500 km (10,000 nm)** non-stop, connecting cities like **Sydney 🇦🇺**, **London 🇬🇧**, and **New York 🇺🇸** without a stopover. ⚙️ Powered by two **Rolls-Royce Trent XWB-97** engines producing **97,000 lb of thrust each**, the A350-1000ULR represents the next generation of ultra-long-haul travel. 📍 Built in Toulouse, France 🇫🇷, F-WULR is paving the way for a new era of global connectivity and passenger comfort. 🌍✨ The future of long-haul aviation has taken flight! With ilio_spotter Not an ad

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aircraftmaintenancengineer

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🚨#BREAKING: Watch as a Frontier Airlines aircraft forced to make an emergency after a pedestrian on the runway was struck and sucked into one of the jet’s engines 📌#Denver | #Colorado Watch as horrifying footage from earlier this morning shows the moment Frontier Flight 4345, departing from Denver International Airport and bound for Los Angeles, was forced into an emergency evacuation after a man reportedly walked onto the active runway and was sucked into one of the aircraft’s engines during takeoff. The impact triggered a brief engine fire, which was quickly extinguished by airport firefighters. Officials later confirmed the individual had been walking on the runway prior to the incident, though the reason remains unknown and is now under investigation. No injuries were reported among the 231 passengers onboard the aircraft. Frontier Airlines and federal investigators are now reviewing how the person was able to gain access to an active runway at one of the largest airports in the United States, raising serious questions about perimeter and airfield security procedures.

🚨#BREAKING: Watch as a Frontier Airlines aircraft forced to make an emergency after a pedestrian on the runway was struck and sucked into one of the jet’s engines 📌#Denver | #Colorado Watch as horrifying footage from earlier this morning shows the moment Frontier Flight 4345, departing from Denver International Airport and bound for Los Angeles, was forced into an emergency evacuation after a man reportedly walked onto the active runway and was sucked into one of the aircraft’s engines during takeoff. The impact triggered a brief engine fire, which was quickly extinguished by airport firefighters. Officials later confirmed the individual had been walking on the runway prior to the incident, though the reason remains unknown and is now under investigation. No injuries were reported among the 231 passengers onboard the aircraft. Frontier Airlines and federal investigators are now reviewing how the person was able to gain access to an active runway at one of the largest airports in the United States, raising serious questions about perimeter and airfield security procedures.

R A W S A L E R T S

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One of the first aircraft to use electrical flight controls with no mechanical linkages, the Balzac 001 was an experimental VTOL aircraft developed by Dassault in the early 1960s. Built as a technology demonstrator for the planned Mirage IIIV supersonic fighter, it was powered by eight Rolls-Royce RB.108 lift engines and a single Bristol Siddeley Orpheus turbojet. The aircraft achieved its first free flight in October 1962 and completed the first full transition from vertical takeoff to horizontal flight in March 1963 but was destroyed in an accident the following year.

One of the first aircraft to use electrical flight controls with no mechanical linkages, the Balzac 001 was an experimental VTOL aircraft developed by Dassault in the early 1960s. Built as a technology demonstrator for the planned Mirage IIIV supersonic fighter, it was powered by eight Rolls-Royce RB.108 lift engines and a single Bristol Siddeley Orpheus turbojet. The aircraft achieved its first free flight in October 1962 and completed the first full transition from vertical takeoff to horizontal flight in March 1963 but was destroyed in an accident the following year.

Aviation Archive - Tim Farmer

24,171 просмотров • 2 месяцев назад

This is restored footage of a F6F Hellcat belly-landing on a carrier in 1944, with no landing gear, sliding down the deck. Watch what the crew does. They do not run away from the crashing plane. They run toward it. This is the story of the men on the deck.. A Controlled Crash Landing an aircraft on a carrier has been called one of the most difficult and dangerous things in all of aviation. Some pilots described it as a controlled crash. Think about what it involves. A fighter comes screaming toward a tiny strip of deck on a ship that is itself moving through the ocean, pitching on the swell. The pilot has only a few feet of margin. He has to slam his aircraft down onto a precise spot, at exactly the right speed and angle, again and again, every time he comes home. To stop the plane in the short space of the deck, each aircraft had a hook mounted under its tail. As it touched down, that tailhook had to catch one of several steel cables stretched across the deck, called arresting wires. The cable would snatch the speeding fighter and drag it to a halt in about two seconds. But what happened when it went wrong? When Things Went Wrong That is where the danger truly began. If a pilot came in with damaged landing gear, or no gear at all like the Hellcat in this footage, or if his tailhook missed every wire, the aircraft became a several-ton object sliding down a steel deck out of control. And the front of that deck was not empty. It was often packed with other aircraft, fueled and armed, and crowded with men working. A plane that slid all the way forward could plow straight into parked aircraft and deck crews, and turn the whole deck into an inferno. So the carriers had a last line of defense. A crash barrier, a wall of heavy steel cable raised across the middle of the deck, designed to catch a runaway aircraft and stop it before it reached the crowd at the bow. Time and again, that barrier was all that stood between one bad landing and a catastrophe. The Landing Signal Officer Guiding every one of those landings was one man in an incredibly exposed position. He was the Landing Signal Officer, and he stood on a small platform at the aft port side of the flight deck, close to where the aircraft came in. Holding a bright paddle in each hand, he signaled to each incoming pilot, telling him he was too high, too low, too fast, lined up wrong, or clear to land. The pilot trusted those paddles with his life. A good Landing Signal Officer could talk a shaken pilot and a shot-up aircraft safely down onto the deck. It was a job that demanded total calm and split-second judgment, over and over, with lives riding on every signal. One young officer who served as a Landing Signal Officer early in the war, David McCampbell, would go on to become the US Navy's top-scoring ace. The Men Who Ran Toward the Fire Then there were the men who ran toward the fire. The flight deck of a wartime carrier was a storm of spinning propellers, roaring engines, live bombs, high-octane fuel, and steel cables under enormous tension that could snap and cut a man in half. To manage the chaos, the crews wore jerseys in different colors, each color marking a job, so that in the deafening noise everyone could tell at a glance who did what. Men in one color directed the aircraft, another handled the arresting gear, another fueled the planes, another the bombs. And among them were the men in heavy asbestos suits, nicknamed the Hot Papas. Their job, when an aircraft crashed and burst into flames, was to run directly into the fire and pull the pilot out. That is what you are watching in this footage. As the Hellcat grinds to a stop, the men who rush toward it are not spectators. They are doing their job, closing on a possible fire and a trapped pilot without hesitating. The Forgotten Crew Landing accidents like this happened constantly. Belly landings, missed wires, barrier crashes, and deck fires were so common that they were simply accepted as part of the price of operating aircraft at sea. For every dramatic dogfight in the sky, there were thousands of these tense, dangerous moments on the deck, handled by young men in colored shirts who are almost never remembered. The pilots got the glory, and they earned it. But they could not have flown at all without the deck crews who launched them, guided them home, caught them when they came in wrong, and ran into the flames when it all went bad. The next time you see footage like this, do not just watch the plane. Watch the men around it. They worked one of the most dangerous jobs of the entire war, and most of the world never knew their names. This was the story of the carrier deck crews. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

This is restored footage of a F6F Hellcat belly-landing on a carrier in 1944, with no landing gear, sliding down the deck. Watch what the crew does. They do not run away from the crashing plane. They run toward it. This is the story of the men on the deck.. A Controlled Crash Landing an aircraft on a carrier has been called one of the most difficult and dangerous things in all of aviation. Some pilots described it as a controlled crash. Think about what it involves. A fighter comes screaming toward a tiny strip of deck on a ship that is itself moving through the ocean, pitching on the swell. The pilot has only a few feet of margin. He has to slam his aircraft down onto a precise spot, at exactly the right speed and angle, again and again, every time he comes home. To stop the plane in the short space of the deck, each aircraft had a hook mounted under its tail. As it touched down, that tailhook had to catch one of several steel cables stretched across the deck, called arresting wires. The cable would snatch the speeding fighter and drag it to a halt in about two seconds. But what happened when it went wrong? When Things Went Wrong That is where the danger truly began. If a pilot came in with damaged landing gear, or no gear at all like the Hellcat in this footage, or if his tailhook missed every wire, the aircraft became a several-ton object sliding down a steel deck out of control. And the front of that deck was not empty. It was often packed with other aircraft, fueled and armed, and crowded with men working. A plane that slid all the way forward could plow straight into parked aircraft and deck crews, and turn the whole deck into an inferno. So the carriers had a last line of defense. A crash barrier, a wall of heavy steel cable raised across the middle of the deck, designed to catch a runaway aircraft and stop it before it reached the crowd at the bow. Time and again, that barrier was all that stood between one bad landing and a catastrophe. The Landing Signal Officer Guiding every one of those landings was one man in an incredibly exposed position. He was the Landing Signal Officer, and he stood on a small platform at the aft port side of the flight deck, close to where the aircraft came in. Holding a bright paddle in each hand, he signaled to each incoming pilot, telling him he was too high, too low, too fast, lined up wrong, or clear to land. The pilot trusted those paddles with his life. A good Landing Signal Officer could talk a shaken pilot and a shot-up aircraft safely down onto the deck. It was a job that demanded total calm and split-second judgment, over and over, with lives riding on every signal. One young officer who served as a Landing Signal Officer early in the war, David McCampbell, would go on to become the US Navy's top-scoring ace. The Men Who Ran Toward the Fire Then there were the men who ran toward the fire. The flight deck of a wartime carrier was a storm of spinning propellers, roaring engines, live bombs, high-octane fuel, and steel cables under enormous tension that could snap and cut a man in half. To manage the chaos, the crews wore jerseys in different colors, each color marking a job, so that in the deafening noise everyone could tell at a glance who did what. Men in one color directed the aircraft, another handled the arresting gear, another fueled the planes, another the bombs. And among them were the men in heavy asbestos suits, nicknamed the Hot Papas. Their job, when an aircraft crashed and burst into flames, was to run directly into the fire and pull the pilot out. That is what you are watching in this footage. As the Hellcat grinds to a stop, the men who rush toward it are not spectators. They are doing their job, closing on a possible fire and a trapped pilot without hesitating. The Forgotten Crew Landing accidents like this happened constantly. Belly landings, missed wires, barrier crashes, and deck fires were so common that they were simply accepted as part of the price of operating aircraft at sea. For every dramatic dogfight in the sky, there were thousands of these tense, dangerous moments on the deck, handled by young men in colored shirts who are almost never remembered. The pilots got the glory, and they earned it. But they could not have flown at all without the deck crews who launched them, guided them home, caught them when they came in wrong, and ran into the flames when it all went bad. The next time you see footage like this, do not just watch the plane. Watch the men around it. They worked one of the most dangerous jobs of the entire war, and most of the world never knew their names. This was the story of the carrier deck crews. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

Untold War Stories

145,990 просмотров • 1 месяц назад

According to new footage that has appeared on telegram a passenger has an injury to her leg with holes noticeable in the side of cabin. The plane tried to land in Grozny twice, but was not allowed to because of the UAV attack. On the third circle, an explosion was heard near the plane.

According to new footage that has appeared on telegram a passenger has an injury to her leg with holes noticeable in the side of cabin. The plane tried to land in Grozny twice, but was not allowed to because of the UAV attack. On the third circle, an explosion was heard near the plane.

Breaking Aviation News & Videos

1,393,772 просмотров • 1 год назад

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

Francisco Cunha

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