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British European Airways Flight 5. British European Airways Flight 5. London Heathrow to Brussels that crashed near the town of Staines, England, soon after take- off on 1. June 1. 97. 2, killing all 1. The accident became known as the Staines air disaster and, as of 2.

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The ensuing inquest principally blamed the captain for failing to maintain airspeed and configure the high- lift devices correctly. It also cited the captain's heart condition and the limited experience of the co- pilot, while noting an unspecified . The strike had also disrupted services, causing Flight 5. Recommendations from the inquiry led to the mandatory installation of cockpit voice recorders in British- registered airliners. Another recommendation was for greater caution before allowing off- duty crew members to occupy flight deck seats.

Two of the pilots' unions protested at the conduct of the inquiry, which was likened to a . Support was expected, but the British Air Line Pilots Association (BALPA) organised a postal ballot to ask members at BEA whether they wanted to strike. The dispute was controversial, those in favour being mainly younger pilots, and those against mostly older.

A group of 2. 2 BEA Trident co- pilots known as supervisory first officers (SFOs) were already on strike, citing their low status and high workload. In other airlines and aircraft, the job of SFO/P3 was usually performed by flight engineers. As a result of being limited to the P3 role, BEA Trident SFOs/P3s were denied experience of aircraft handling, which led to loss of pay, which they resented. In addition, their status led to a regular anomaly: experienced SFO/P3s could only assist while less- experienced co- pilots actually flew the aircraft. On Thursday 1. 5 June a captain complained that his inexperienced co- pilot . Watch Palo Alto, CA Online Facebook. Upset, the co- pilot committed a serious error on departure from Heathrow, setting the flaps fully down instead of up.

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This became known among BEA pilots as the . The subject was the threatened strike, which Flavell supported and Key opposed. Both of Key's flight deck crew on BE 5.

Key's outburst as . The public inquiry found that none of the graffiti had been written by crew members on BE 5. This particular Trident (s/n 2. Havilland DH. 1. 21s ordered by BEA in 1. G- ARPI. If its airspeed was insufficient, and particularly if its high- lift devices were not extended at the low speeds typical of climbing away after take- off or of approaching to land, it could enter a deep stall (or . The Trident entered a deep stall after a critical angle of attack was reached. Eventually it entered a flat spin, and appeared to be about to crash, but a wing dropped during the stall, and when corrected with rudder the other wing dropped.

The aircraft continued rolling left and right until the nose pitched down and the crew were able to recover to normal flight. Random checks carried out by the airline after the accident showed that this was not the case; 2. In this accident, the crew had deliberately switched off the stick shaker and stick pusher as required by the stall test schedule, and the probable cause was determined to be the crew's failure to take timely positive recovery action to counter an impending stall. This was a non- standard procedure, and shortly afterwards he also retracted the leading- edge droops. This configuration of high- lift devices at a low airspeed would have resulted in a deep stall, but the co- pilot noticed the error, increased airspeed and re- extended the droops, and the flight continued normally. The event became known as the .

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Since the crew did not initially detect anything amiss, they disabled the automatic system. While doing so, the first officer noted and immediately remedied the problem by re- extending the retracted slats, and the flight continued normally. Due to a control failure, an Airspeed Ambassador freight aircraft, G- AMAD, deviated from the runway on landing at Heathrow and struck G- ARPI and its neighbouring sister aircraft, G- ARPT, while they were parked unoccupied near Terminal 1, resulting in six fatalities from the freighter's eight occupants.

G- ARPI performed satisfactorily thereafter; the incident is thought to have had no bearing on its subsequent crash. The crew comprised Captain Stanley Key as P1, Second Officer Jeremy Keighley as P2 and Second Officer Simon Ticehurst as P3. Watch Compulsion Putlocker# here. Captain Key was 5.

Tridents. Keighley was 2. P2. Ticehurst was 2.

Tridents. There was also one passenger from each of French West Africa, India, Jamaica, Latin America, Nigeria and Thailand. The passengers included between 2. As the doors were about to close, Coleman asked Key to accommodate a BEA flight crew that had to collect a Merchantman aircraft from Brussels. The additional weight of the three crew members necessitated the removal of a quantity of mail and freight from the Trident to ensure its total weight (less fuel) did not exceed the permitted maximum of 4. This was exceeded by 2.

One seat, occupied by a baby, was freed by the mother holding it in her arms. At 1. 6: 0. 3 BE 5. Runway 2. 7 Right.

During taxi, at 1. This Standard Instrument Departure involved taking- off to the west over the Instrument Landing Systemlocaliser and middle marker beacon of the reciprocal Runway 0. Left, turning left to intercept the 1. Key advised the tower that he was ready for take- off and was cleared to do so. He subsequently reported an unspecified technical problem and remained at the holding point for two minutes to resolve it.

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A cross wind was blowing from 2. Conditions were turbulent, with driving rain and a low cloud base of 1,0. The safe climb speed (V2) of 1. As part of this, at 1.

Shortly afterwards, BE 5. Key levelled the wings but held the aircraft's nose up, which kept the angle of attack high, further approaching a stall.

The speed was 1. 77 knots (3. Key continued to hold the nose- up attitude when there was a second stick shake and stick push in the following two seconds. A third stick push followed 1. One second later, the stall warning and recovery system was over- ridden by a flight crew member. G- ARPI was in a 1.

Key pulled the nose up once more to reduce airspeed slightly, to the normal 'droops extended' climb speed of 1. It was descending through 1,2. At 1. 6: 1. 0: 4. Trident was descending at 4,5. It was just coming out of the mist when the engines stalled and it seemed it glided down. It was just like a dream. The plane just fell out of the sky.

We just about saw it hit the ground .. When it did hit the ground the front bit hit first and the back bit was just blown away.— Trevor Burke, Mayday.

Air traffic controllers had not noticed the disappearance from radar and emergency services only became aware of the accident after 1. First on the scene was a nurse living nearby, who had been alerted by the boys, and an ambulance crew that happened to be driving past. The tail section was almost if not completely separated from the rest of the airframe. There was little evidence of any forward movement, in fact, the complete aircraft looked intact though distorted and broken, mainly the fuselage. Both wings suffered not much visible damage. I noticed that the droops and flaps were retracted.— Eric Pritchard, Mayday. The accident was the worst air disaster in Britain until the Pan Am Flight 1.

Lockerbie, Scotland in 1. Pan Am Flight 1. 03, which killed more people, was a terrorist action. On Monday 1. 9 June 1. Michael Heseltine told the House of Commons that he had directed a Court of Inquiry, an ad hoc tribunal popularly called a .

On 1. 4 July, the High Court Judge Sir Geoffrey Lane was appointed to preside over the inquiry as Commissioner. Proceedings were often adversarial, with counsel for victims' families regularly attempting to secure positions for future litigation, and deadlines were frequently imposed on investigators. The pathologist could not specify the degree of discomfort or incapacitation which Key might have felt. The Captain's medical state continued to be the subject of .