“On the 19th of August, 1980, a mid-air emergency forced Saudia Flight 163 was to make an emergency landing at Riyadh International Airport…”
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CHAPTERS:
00:00 – Intro
00:37 – Background
01:59 – The Loss of Saudia 163
03:36 – The Investigation
10:04 – Conclusion
MUSIC:
► “Glass Pond” by Public Memory
SOURCES:
► “Aircraft Accident Report Saudi Arabian Airlines Lockheed L-1011, HZ –AHK” published by the Presidency of Civil Aviation Jeddah, August 1980. Available via: https://lessonslearned.faa.gov/Saudi163/AircraftAccidentReportSAA.pdf
► “Saudia Flight 163: The Story Of The Lockheed TriStar’s Deadliest Accident” by Mark Finlay, published by Simply Flying, August 2022. Link: https://simpleflying.com/saudia-flight-163-story/
► “New Insights into the 1980 Saudia 163 Accident” by Jim Thomson, published by Safety in Engineering, December 2020. Link: https://www.safetyinengineering.com/wp-content/uploads/2022/04/New-Insights-into-the-Saudia-163-Accident-Riyadh-1980-published-2020.pdf
#Documentary #History #TrueStories
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Special "thanks" for making an another well-subjective content about that tragedy.
Screw up, twist everything, just for add drama.
Why the world following drama makers against the truth?
Because the truth is they landed the plane- but no one began extingiush the fire, pteventively, as nowadays does- spraying a tunnel. That tragedy, as the BA fire on runway- made that change, not needed to wait, the ground services doing their job as an unsoppable routine.
You forget the fact about intoxicated crew on cockpit, due "heroic" flight attendant leaves the cockpit door opened!
And, you also said: Singing. The captain made a pray. Just he not a christian, to screaming "Oh my god" as the rest of the world does. Recitating Qura'an is like singing.
I just tell there, your "job" is not makes much more to that story.
I not found any channel who made a complete investigation before made a clickbait content.
This is why I'm not a pilot
Wow, the three stooges of flight crews!
It's not too surprising that a crew made up of "slow learners" who just barely managed to qualify for their jobs would have trouble thinking and acting decisively in an emergency.
If Keystone Kops were a flight crew this would be the one. Unbelievable!
Love your videos, keep them coming👍
My sister, her husband and her 1 month old baby boy passed away in this disaster.
It's been over +42 years but still fresh for our family.
Allah swt must have placed them in highest level of Jannah Ameen
I don't think the lack of communication is the main reason for this deadly incident. Those pilots and the flight engineer are clearly not qualified to even be a part of the crew. They lack the sense of initiative for critical moments and clearly have learning disability.
There's absolutely no way they passed the training.
The three stooges.
#StupidKills
I was thinking about this crash the other day. Just a horrible situation all around. All of the passengers were found in the front half of the plane and the three in the cockpit were in their seats.
"Qualifed enough". Words you don't want to hear with flying, surgery, or dentistry.
allowing people to repeatedly take tests over and over until they finally pass does not make them qualified… it makes them lucky that one time.
A perfect storm of incompetence! Because of their lack of urgency, had they responded appropriately, declared an emergency it’s immediate return to the airfield or closest alternative, combined with an immediate evacuation upon shutdown without delay, one expects the outcome would be very different. Like the SR111 accident with an extremely competent crew, I’ll never appreciate why the extremely well trained and extensively knowledgeable tech crew did not use their available cabin crew resources to don PBEs and discharge couple of BCF/Halon extinguishers. The tech crew had already donned oxygen and smoke goggles, that in and of itself reflecting the perilous conditions. As a consequence of the AC797 accident in Cincinnati, all crew members worldwide were provided extensive fire fighting training and necessary equipment. The entire purpose of the crash axe is to lever/pry open panels to locate the source of unknown smoke. It was also trained that any cabin fire not under control within 5 minutes deems the aircraft lost.
It might have bought them enough time to divert to Halifax as planned, like this similarly devastating event we will never know at which point their fate was sealed, however their unappreciable false sense of security and subsequent poor time management certainly sealed their fate well before they realised it! It is also easy for us to judge with the knowledge of hindsight and the relaxed absence of threat, had the horror of their situation precipitated cognitive incapacitation? The SR crew certainly had fatigue driving its likelihood being at their circadian low with their body clocks being calibrated to Swiss time zone not North American Eastern seaboard time zone. An unknowable potential contributing human factor.
Their maintained and ignored sense of urgency of the SV crew with perhaps some unimaginable false sense of security they permitted sufficient time for the raging self sustaining fire to breech the cabin floor, that alone requires incredible heat with the subsequent production of horribly toxic dense plume. Had the engineer opened the outflow valves to decompress the cabin, with those conditions in the cabin the moment any door opened flooding the cabin with an enrichment of oxygen it would have precipitated a flashover event. Explosive phenomenally intense heat and the rapid consumption of all oxygen would render the environment unsurvivable.
If any ARFF crew had successfully opened any door from the outside the resulting explosive flashover would have killed them also. Typically opening a cabin door from the outside (B737 excepted) automatically disarms the door, if that failed though, the slide pack dropping below the door sill would pull the pin initiating a swift runaway sequence with the side/slideraft deploying into them. The incredible forces combined with the speed in which the entire process takes, ~ < 6 seconds, would also prove lethal.
An Air Canada DC-9 at Cincinnati (AC797) with a much smaller cabin fire had a similar outcome, the moment oxygen enriched air entered the cabin with the opening of a door, a flashover occurred causing a number of occupants to perish. The environment became instantly overwhelming and unsurvivable.
The following claim made the rounds of the aviation industry for quite a few years following this event, and is discussed in Human Factors/CRM training sessions, whether it is aviation urban legend I’m uncertain, however it is claimed by many expats working at the time of the accident either for Saudia in various capacities including flight crew/cabin crew, and in Saudi aviation in general, they have theorised the reason the captain did not stop on the runway, shutdown and evacuate s expected, was because the King's aircraft was taxiing to depart. It was a well known diligently respected rule that any Amiri (Royal flight) operation must not be impeded or obstructed by any other aircraft ever to ensure expediency, ignoring the rule ensured severe punishment (probably loss of license I expect).
So like an obedient fool he taxied off the runway onto a parallel taxiway wasting more time, as explained above their fate was almost certainly already sealed.
When the fire breeched the fuselage subsequently decompressing the cabin, the doors were able to be opened by ARFF crews, they made the devastating grisly discovery of large groups of occupants piled up in the crossover areas against the doors.
In even a partially pressurised cabin no amount of valiant force will budge those doors, it is a specific feature of their very design. With the pressurisation loads forced against them, if they were designed any other way, they’d fail and blow out!
. . . . . . . . . . . . Trivia F Y I . . . . . . . . . .
Being a plug type, they are physically bigger on the inside than the visible exterior door, they are designed to withstand extreme pressure loads, a secondary benefit being no matter how strong or motivated a panicked overwhelmed passenger may be, they are never going to open that door, the handle is designed to break becoming freely rotating when a predetermined degree of force is exerted, but that door is certainly not going anywhere!
In addition to the force of cabin pressurisation all cabin doors are locked and secured in place by a series of steel bolts that align, rotate and engage into steel lugs along the length of both sides, and built into in the very strong reinforced broad-margined complete door frame.
On B747s, 757s and 737s The only way they can be opened is within a completely depressurised/decompressed environment, by the door first moving well inside the cabin, with the top and bottom flaps folding inwards reducing the door size, then simultaneously rotate and push the door back through the open frame to the outside, or in the case of the accident aircraft (L1011) the door comes its full thickness all the way into the cabin and then is electrically driven up into the 'crown or attic', the space above the ceiling just as they similarly do on B767s, DC-10s and MD-11s.
Other cabin doors on B777 & B787 also Airbus, Embraer, C-Series etc have their own peculiar secured design and operating sequence where the door doesn’t move into the cabin initially upon opening. Rather the door base drops into a gutter when closed with either an internal panel that slide up over to top of the top, making it larger on the inside for pressure to force against, or it has a hinged folding flap along the top of the external area of the door achieving the same principle. Open the door folds the flap inward or it slides down internally, the door the 'falls' slightly outward with a clearance at the top, allowing space for the door to then rotate upward to sufficiently lift out of and clear the door sill gutter, the door moves fully externally to allow sufficient clearance of cabin side structures such as handles and slide pack bustles before sliding/transitioning in the direction of the aircraft’s nose.
There is a procedure restricted only to B747 aircraft to open two main deck doors (one each side of the fuselage) inflight for purposes of clearing excessive smoke from the cabin. ONLY AFTER the fire has been absolutely successfully extinguished.
The aircraft must descend to 10,000ft or below, the cabin is depressurised with the temporary redirection of bleed air and opening of outflow valves.
The selected door's operating handle is then rotated to the 12 o'clock position and secured with a specifically designed security device, kept in a pocket at the two most appropriate doors (although the actual doors selected may depend where the smoke is most densely located, the device consists of a sleeve that is placed over the handle with a strap on each side that is looped around and clip-fastened to the 'assist' handles attached to the cabin wall at mid level height on either side of the door.
The handle in the 12 o'clock position 'cracks' the door, meaning the hinged flaps that run the length of the top and bottom of the door fold inwards, and the door moves into the cabin at an slight angle due to the two unique slightly long double hinges.
Aircraft doors are designed to always open towards to aircraft’s nose, bizarrely some early 50s-60s British designed jet transports, and likely several earlier and perhaps contemporary prop/turboprop aircraft contradict this with potentially dangerous rearward opening doors. Unbelievably the more contemporary BAe/Avro 146 jet transport still has rearward opening aft cabin doors.
This safety feature was enforced on all even as early as the 30s-40s onwards US designed/manufactured prop and turboprop aircraft, so if a door was to ever fail on a depressurised aircraft (in normal operations the cabin remains sufficiently pressurised to maintain door security until the final stage of landing), the extreme forces from the slipstream speed along the fuselage will force the door closed, or no greater than 'cracked' until the speed is sufficiently low enough (slow taxiing speed) to push the door open.
It is not unlike trying to open a car's door if travelling in a continuous straight direction at high speed, extremely difficult.
Because an aircraft is travelling at extremely high speed it would be very unlikely to impossible that any person could push the door beyond its 'cracked' position. This makes this published and trained B747 procedure possible, although to my knowledge it has never actually been executed.
I thought some people out there might enjoy these bits of trivia. All the best. Cheers!
All I can say is Allah Snackbar 🇸🇦
And a dyslexic Flight Engineer. 😂😂😂😂😂😂😂😂😂😂😂
The three Stooges were in charge and had not the slightest clue. Any of the passengers would have done a better job
Simply said – never fly with Arabic pilots
bro how the Saudis gonna let the three stooges fly
A Canadian Airliner DC8 had fire because fire Tire
This flight crew seem like the sort where when everything's fine you wouldn't know something was amiss, but when the proverbial hits the fan, that's when the loose screws start to be a problem. A crew this inexperienced was an accident waiting to happen. They had no place on a plane as passengers, let alone flying the damn thing.
It should be standard procedure that the captain notifies passengers that they are being piloted by complete dumbasses during his introduction, and that if they feel they need to disembark from the plane that they should do so before departure.
…if the flight crew of MY plane took forever to pass their test as these morons I WOULD WANT TO KNOW
The 1 reason I don’t like flying.. Just like driving my car.. I trust nobody but myself behind the wheel..
They should have not flown that plane.
It's insane just how stupid some people are. It's unbelievable.
The flight crew were Allah's strongest warriors
Je suis allé en novembre 1980 a Riyadh.
La carcasse calcinée était toujours visible sur le tarmac…
Wow, that makes me so angry. When you're the captain of an airplane , you have every passengers life in your hands. They just didn't care at all. The line between stupidity and callousness is a thin one
Fascinating Negligence. If there are two or more ways to do something, and one of those ways can result in a catastrophe, someone will do it. — Murphy's Law
Wow! I never heard of this disaster. A sobering thought is how many times we put our trust in other people that we do not know to safely take us through a dangerous situation.
This sounds like what would happen if Walmart tried to fly a plane
I heard someone say it, but in Saudi Arabia, at least around this time, the pilots generally got these jobs because they were well connected with the upper class, not because of their skill.
This is the 3rd stupidest big plane tragedy ever
· #2 is the flight from Brazil to France where they thought they needed to make the plane point more upward… until they stalled it at like 40000ft… and then didn't really try to recover it on the way down even though they had plenty of room and the plane exploded once it hit the Atlantic Ocean
· #1 goes to another South American flight (Argentina IIRC) where some MFers relied on flaps being automatic so much they TRIED to take off, barely got off the ground and never tried to correct shit or even check if they could move the flaps manually (AND THEY COULD!)
#2 and #1 still make me mad to this day – I've done stalls like #2 in Flight Sims over the years and, if you're that high, you can usually recover even cargo planes full of shit. You just start make it point down more and more and, before you reach the ocean, you should already be completely stabilized. #1 is just commercial pilots being beyond retarded. Maybe it's because all my flight experience is from Flight Sims but there's no way I'm trusting take-off and landing entirely on automatic stuff. Either I'm checking EVERYTHING or I'm gonna go do it manually.
PS: Wikipedia says #2 is Air France 447 (2009!!!) and #1 is LAPA 3142 (1999)
I cannot fathom how this could have happened.
I’d love to think 42 years on, Nothing like this level of incompetent crew could conceivably happen today. smh 😰
It should also be a case study for those in charge of hiring pilots, 1st officers & flight engineers the importance of hiring qualified ppl instead of ppl w/ such checkered education & personal backgrounds!
This was a real life case of Murphy’s law
“Everything that can go wrong will go wrong”
💀 incompetent crew, erroneous decisions, indecisiveness.
If I was a passenger on that plane I would have had that effing emergency door open in 3 seconds
You finally made it to 1 million. Congrats man ❤️
As for theory goes that crew texied the runway because the king's b747 was ready to take off….
The presence of the king’s 747 is obliquely corroborated in a single line of an appendix to the accident report, in a summary of a witness statement by an airport employee. The employee, Nasser Al-Mansour, stated that at the time of the accident he was with the ramp supervisor making an inquiry about “the departure of 747 aircraft HM-1.” The report certainly makes no mention of the fact that 747 HM-1 is the Saudi king’s aircraft!
There is reason to doubt Busby’s account of events, however. He claimed that fire trucks were also prevented from responding due to the presence of the king, but every other witness clearly saw fire trucks chasing the L-1011 down the runway and gathering around it as soon as it came to a stop. The pilots’ final transmission, in which they said that they were “trying to evacuate now,” also doesn’t support the idea that the crew waited for the king’s departure, since the 747 had not yet taken off at that time. Investigators believed it was likely that this belated attempt to evacuate was stymied because panicked passengers pressing against the exit doors prevented flight attendants from opening them.
Source: https://admiralcloudberg.medium.com/the-tragedy-of-saudia-flight-163-94ec85107809
I deserve to know if my pilot was ever labeled a “slow learner” by their flying instructor.
It’s like anything and everything that could have gone wrong did go wrong but then they added more problems to an already horrible situation
This is the most incompetent crew I’ve ever heard of next to the Russian flight that crashed because the pilot let his kids fly the plane.
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These situations will become more common in America in the near future as airlines are now hiring based on diversity and inclusion rather than merit.
I recently found this channel, and I must say it’s quite the one to binge.
Things that seem so commonplace now, such as emergency exits on buses, answered within a well explained history of an event. So much respect for the time you put into these.