Kegworth air disaster

Last updated

British Midland Airways Flight 092
G-OBME Aerial photograph of site (AAIB).jpg
The scene of the disaster, with the runway that G-OBME failed to reach at the top of the picture
Accident
Date8 January 1989
Summary Engine failure followed by erroneous shut-down of operating engine, stalled and crashed during emergency landing
Site East Midlands Airport, Kegworth, Leicestershire, England
52°49′55″N1°17′57.5″W / 52.83194°N 1.299306°W / 52.83194; -1.299306
Aircraft
Aircraft type Boeing 737-4Y0
Operator British Midland
IATA flight No.BD092
ICAO flight No.BMA092
Call signMIDLAND 092
Registration G-OBME
Flight origin London Heathrow Airport
Destination Belfast International Airport
Occupants126
Passengers118
Crew8
Fatalities47
Injuries74
Survivors79

The Kegworth air disaster occurred when British Midland Airways Flight 092, a Boeing 737-400, crashed onto the motorway embankment between the M1 motorway and A453 road near Kegworth, Leicestershire, England, while attempting to make an emergency landing at East Midlands Airport on 8 January 1989. [1]

Contents

The aircraft was on a scheduled flight from London Heathrow Airport to Belfast International Airport when a fan blade broke in the left engine, smoke was drawn into the cabin through the air conditioning system. The pilots believed this indicated a fault in the right engine, since earlier models of the 737 ventilated the cabin from the right, and they were unaware that the 737-400 used a different system. The pilots retarded the right thrust lever and the symptoms of smoke and vibration cleared, leading them to believe the problem had been identified and then the right engine was shut down. On the final stage of the approach thrust was increased on the left engine and the tip of the fan blade that had lodged in the cowling from the earlier event became dislodged and was drawn into the core of the engine, damaging it and causing a fire. Of the 126 plus 1 people aboard, 47 died and 74 sustained serious injuries. The fan blade had initially suffered a fracture caused by aerodynamic flutter. Those responsible for the pre-certification test programme and the issue of a Certificate of Airworthiness 'acted contrary' to the wealth of literature that was available on this subject. This knowledge made clear that static ground testing to discover the presence of flutter was unreliable and the fan blade had to be subjected to the full flight envelope to be certain of the test results.

The accident was the first hull loss of a Boeing 737 Classic aircraft, [2] and the first fatal accident involving a Boeing 737 Classic aircraft. [3]

Aircraft involved and crew

Sister aircraft of the accident aircraft, G-OBMF G-OBMF (16289132068).jpg
Sister aircraft of the accident aircraft, G-OBMF

Aircraft

The aircraft was a British Midland-operated Boeing 737-4Y0, [lower-alpha 1] registration G-OBME, [4] on a scheduled flight from London Heathrow Airport to Belfast International Airport, Northern Ireland, having already flown from Heathrow to Belfast and back that day. The 737-400 was the newest design from Boeing, with the first unit entering service less than four months earlier, in September 1988. G-OBME itself had been in service for 85 days, since 15 October 1988, and had accumulated 521 airframe hours. The aircraft was powered by two CFM International CFM56 turbofan engines. [5] [6] [7]

Cockpit crew

The flight was crewed by 43-year-old Captain Kevin Hunt and 39-year-old First Officer David McClelland. Hunt had been with British Midland since 1966 and had about 13,200 hours of flying experience. First Officer McClelland joined the airline in 1988 and had about 3,300 total flight hours. Between them, the pilots had close to 1,000 hours in the Boeing 737 cockpit (Hunt had 763 hours, and McClelland had 192 hours), but only 76 of these had been in Boeing 737-400 series aircraft (Hunt 23 hours and McClelland 53 hours). [8]

Accident

Photograph of the location of the disaster in May 2006 Site of Kegworth aeroplane disaster - geograph.org.uk - 165281.jpg
Photograph of the location of the disaster in May 2006

After taking off from Heathrow at 19:52, [lower-alpha 2] Flight BD 092 was climbing through 28,300 feet (8,600 m) to reach its cruising altitude of 35,000 feet (11,000 m) when a blade detached from the fan of the port (left) engine. The pilots did not know the source of the problem, but heard a pounding noise, accompanied by severe vibrations. Smoke poured into the cabin through the ventilation system, and passengers became aware of the smell of burning. [9] Several passengers sitting near the rear of the plane noticed smoke and sparks coming from the left engine. [10] The flight was diverted to nearby East Midlands Airport [11] at the suggestion of British Midland Airways Operations. [12]

After the initial blade fracture, Captain Kevin Hunt, the non-handling pilot, took control without first advising McClelland, and disengaged the plane's autopilot. [13] Hunt then asked First Officer David McClelland which engine was malfunctioning, McClelland replied: "It's the le.... It's the right one". [13] In previous versions of the 737, the right (number 2) engine supplied air to the flight deck. The pilots had been used to the older version of the aircraft and did not realise that this aircraft was different. The captain later claimed that his perception of smoke as coming forward from the passenger cabin led them to assume the fault was in the right engine. [14] The pilots throttled back the working right engine instead of the malfunctioning left engine. [14] They had no way of visually checking the engines from the cockpit, and the cabin crew – who did not hear the captain refer to the right hand engine in his cabin address – did not inform them that smoke and flames had been seen from the left engine. [15]

When the pilots retarded the right engine, they could no longer smell the smoke or feel the vibration, which led them to believe that they had correctly dealt with the problem. As it turned out, this was due to a combination of the Power Management Control unit and autothrottle which was disengaged prior to shutting down the right engine, the fuel flow to both engines was reduced, and the excess fuel, which had been igniting in the left engine exhaust, disappeared; therefore, the ongoing damage was reduced, the smell of smoke ceased, and the vibration reduced, although it would still have been visible on cockpit instruments which were at 'best unclear and at worst misleading' according to Dr Roger Green from the RAF Institute of Air Medicine. [16]

Wreckage of G-OBME British Midland 737 G-OBME, Kegworth, 8 January 1989.jpg
Wreckage of G-OBME

During the final approach to the East Midlands Airport, the pilots selected increased thrust from the operating, damaged engine. This led to an engine fire, caused by the tip of the fan blade dislodging from the cowling, going into the core of the engine and ceasing to operating entirely. The ground proximity warning system activated, sounding several "glideslope" warnings. The pilots attempted to restart the right engine by windmilling, but the aircraft was by now only 900[ clarification needed ] above the ground and flying too slowly for a restart. At 20:24:33, Captain Hunt broadcast to the passengers via the aircraft's public-address system: "Prepare for crash landing," instructing passengers to take the brace position. The stick shaker then activated. Just before crossing the M1 motorway at 20:24:43, the tail and main landing gear struck the ground at a speed of 213 km/h (115 kn; 132 mph) and the aircraft bounced back into the air and over the motorway, knocking down trees and a lamp post before crashing on the far embankment around 475 metres (519 yd) short of the active runway's paved surface and about 630 metres (690 yd) from its threshold. The aircraft broke into three sections. [17] This was adjacent to the motorway, but no vehicles were travelling on that part of the M1 at the moment of the crash. [18]

Casualties

Of the 118 passengers on board, 39 were killed outright in the crash and eight died later of their injuries, giving a total of 47 fatalities. All eight crew members survived the accident. Of the 79 survivors, 74 suffered serious injuries and five suffered minor injuries. In addition, five firefighters also suffered minor injuries during the rescue operation. [19] No-one on the motorway was injured, and all vehicles in the vicinity of the disaster were undamaged. The first person to arrive at the scene and render aid was a motorist, Graham Pearson. [20] A former Royal Marine, he helped passengers for over three hours, and subsequently received damages for post-traumatic stress disorder. [20] Aid was also given by a troop of eight SAS soldiers, four of whom were regimentally qualified paramedics. Their truck had been on the motorway when the crash occurred. [21]

Causes

The investigation established that the wiring associated with the fire warning lights was properly connected. Initially there was a concern that the sensors in the engines and the warning lights on the flight deck may have been cross-wired. [22]

Shutting down of wrong engine

Captain Hunt believed the right engine was malfunctioning due to the smell of smoke in the cabin because in previous Boeing 737 variants bleed air for cabin air conditioning was taken from the right engine. Starting with the Boeing 737-400 variant, Boeing had redesigned the system to use bleed air from both engines.[ citation needed ] Several cabin staff and passengers noticed that the left engine had a stream of unburnt fuel igniting in the jet exhaust, but this information was not passed to the pilots because cabin staff assumed they were aware that the left engine was malfunctioning. [23]

The smell of smoke disappeared when the autothrottle was disengaged and the right engine shut down due to reduction of fuel to the damaged left engine as it reverted to manual throttle. [16] In the event of a malfunction, pilots were trained to check all meters and review all decisions, and Captain Hunt proceeded to do so. Whilst he was conducting the review, however, he was interrupted by a transmission from East Midlands Airport informing him he could descend further to 12,000 feet (3,700 m) in preparation for the diverted landing. He did not resume the review after the transmission ended, and instead commenced descent.[ citation needed ]

The dials on the two vibration gauges (one for each engine) were smaller than on the previous versions of the 737 in which the pilots had the majority of their experience and the LED needle went around the outside of the dial as opposed to the inside. [24] The pilots had received no simulator training on the new model, as no simulator for the 737-400 existed in the UK at that time. At the time, vibration indicators were known for being unreliable [25] (and normally ignored by pilots), but unknown to the pilots, this was one of the first aircraft to have a very accurate vibration readout, although it was still permitted to fly with one gauge unserviceable under Boeing's Minimum Equipment List. [10]

Engine malfunction

Analysis of the engine from the crash determined that the fan blades (LP stage 1 compressor) of the uprated CFM International CFM56 engine used on the 737-400 were subject to abnormal amounts of vibration when operating at high power settings above 10,000 feet (3,000 m). [26] As it was an upgrade to an existing engine, in-flight testing was not mandatory, and the engine had only been tested in the laboratory. Upon this discovery, the remaining 99 Boeing 737-400s then in service were grounded and the engines modified. Following the crash, testing all newly designed and significantly redesigned turbofan engines under representative flight conditions is now mandatory.

This unnoticed vibration created excessive metal fatigue in the fan blades, and on G-OBME this caused one of the fan blades to break off. This damaged the engine terminally and also upset its delicate balance, causing a reduction in power and an increase in vibration. The autothrottle attempted to compensate for this by increasing the fuel flow to the engine. The damaged engine was unable to burn all the additional fuel, with much of it igniting in the exhaust flow, creating a large trail of flame behind the engine.

Aftermath

Memorial scroll in St Anne's Cathedral, Belfast St Annes Cathedral, Belfast, July 2010 (20).JPG
Memorial scroll in St Anne's Cathedral, Belfast

The official report into the disaster made 31 safety recommendations. [27] Evaluation of the injuries sustained led to considerable improvements in aircraft safety and emergency instructions for passengers. [10] These were derived from a research programme funded by the CAA and carried out by teams from the University of Nottingham and Hawtal Whiting Structures (an engineering consultancy company). The study between medical staff and engineers used analytical "occupant kinematics" techniques to assess the effectiveness of the brace position. [28] A new notice to operators revising the brace position was issued in October 1993.

The research into this accident led to the formation on 21 November 2016 of the International Board for Research into Aircraft Crash Events, which is a joint co-operation between experts in the field for the purpose of producing an internationally agreed-upon, evidence-based set of impact bracing positions for passengers and (eventually) cabin crew members in a variety of seating configurations. These will be submitted to the International Civil Aviation Organization through its Cabin Safety Group.

Memorial garden at Kegworth cemetery Kegworth Air Disaster memorial 01.jpg
Memorial garden at Kegworth cemetery

A memorial was built in the village cemetery in nearby Kegworth to "those who died, those who were injured and those who took part in the rescue operation", together with a garden made using soil from the crash site. [29]

Captain Hunt and First Officer McClelland, both seriously injured in the crash, were dismissed following the criticisms of their actions in the Air Accidents Investigation Branch report. [30] Hunt suffered injuries to his spine and legs in the crash. In April 1991, he told a BBC documentary, "We were the easy option – the cheap option if you wish. We made a mistake – we both made mistakes – but the question we would like answered is why we made those mistakes." [31] BM later paid McClelland an out-of-court settlement for unfair dismissal. [10]

Alan Webb, the chief fire officer at East Midlands Airport, was made an MBE in the 1990 New Year Honours list for the co-ordination of his team in the rescue efforts that followed the crash. [32] Graham Pearson, a passing motorist who assisted Kegworth survivors at the crash site for three hours, sued the airline for post-traumatic stress disorder and was awarded £57,000 in damages in 1998 (equivalent to £101,800in 2023). [20]

Media

The crash was featured in a 1991 documentary, an episode of the series Taking Liberties named "Fatal Error". ITV aired a documentary in 1999 of the Kegworth crash. Flight 092 was also featured in an episode of Seconds From Disaster called "Motorway Plane Crash".

It was also featured in the 2011 Discovery Channel documentary Aircrash Confidential. [33]

In 2015, the incident was featured in the episode "Choosing Sides" or "M1 Plane Crash" of the documentary television series Mayday , or Air Crash Investigation, as it is known in the UK. [34]

In 2024, the incident was also featured on the "M1 Plane Crash" episode of Terror at 30,000 Feet on Channel 5. [35]

See also

Notes

    1. The aircraft was a Boeing 737-400 model; Boeing assigns a unique customer code for each company that buys one of its aircraft, which is applied as a suffix to the model number at the time the aircraft is built. The code "Y0" was assigned to the leasing company Guinness Peat Aviation, from whom British Midland leased the aircraft.
    2. McClelland was the pilot flying until the engine failure, after which Captain Hunt took control. [8]

    Related Research Articles

    This is a list of aviation-related events from 1989.

    <span class="mw-page-title-main">Saudia Flight 163</span> August 1980 aircraft fire in Riyadh, Saudi Arabia

    Saudia Flight 163 was a scheduled Saudia passenger flight departing from Quaid-e-Azam Airport in Karachi, Pakistan, bound for Kandara Airport in Jeddah, Saudi Arabia, via Riyadh International Airport in Riyadh, Saudi Arabia. The aircraft caught fire after takeoff from Riyadh International Airport on 19 August 1980. Although the Lockheed L-1011-200 TriStar made a successful emergency landing at Riyadh, the flight crew failed to perform an emergency evacuation of the airplane, leading to the deaths of all 287 passengers and 14 crew on board the aircraft from smoke inhalation.

    <span class="mw-page-title-main">1985 Manchester Airport disaster</span> 1985 aircraft fire

    The 1985 Manchester Airport disaster occurred when British Airtours Flight 28M, an international passenger flight, was en-route from Manchester Airport to Corfu International Airport. It caught fire on takeoff on 22 August 1985, resulting in 55 fatalities.

    <span class="mw-page-title-main">Los Angeles runway disaster</span> 1991 runway collision between two airplanes

    On the evening of February 1, 1991, USAir Flight 1493, a Boeing 737-300, collided with SkyWest Airlines Flight 5569, a Fairchild Swearingen Metroliner turboprop aircraft, upon landing at Los Angeles International Airport (LAX). As Flight 1493 was on final approach, the local controller was distracted, though air traffic was not heavy at LAX, by a series of abnormalities, including a misplaced flight progress strip and an aircraft that had inadvertently switched off the tower frequency. The SkyWest flight was told to taxi into takeoff position, while the USAir flight was landing on the same runway.

    <span class="mw-page-title-main">Pilot error</span> Decision, action, or inaction by an aircraft pilot

    In aviation, pilot error generally refers to an action or decision made by a pilot that is a substantial contributing factor leading to an aviation accident. It also includes a pilot's failure to make a correct decision or take proper action. Errors are intentional actions that fail to achieve their intended outcomes. The Chicago Convention defines the term "accident" as "an occurrence associated with the operation of an aircraft [...] in which [...] a person is fatally or seriously injured [...] except when the injuries are [...] inflicted by other persons." Hence the definition of "pilot error" does not include deliberate crashing.

    <span class="mw-page-title-main">Helios Airways Flight 522</span> 2005 aviation accident in Grammatiko, Greece

    Helios Airways Flight 522 was a scheduled passenger flight from Larnaca, Cyprus, to Prague, Czech Republic, with a stopover in Athens, Greece. Shortly after take-off on 14 August 2005, air traffic control (ATC) lost contact with the aircraft operating the flight, named Olympia; it eventually crashed near Grammatiko, Greece, killing all 121 passengers and crew on board. It is the deadliest aviation accident in Greek history.

    <span class="mw-page-title-main">Trans-Canada Air Lines Flight 304</span> 1956 aviation incident

    Trans-Canada Air Lines Flight 304 was operated by a Vickers Viscount 700 aircraft owned by Trans-Canada Air Lines. On July 9, 1956, the No. 4 propeller of the aircraft tore loose from its engine over Flat Rock, Michigan in the United States, during a flight from Chicago, Illinois, to Toronto, Ontario, and Montreal, Quebec; one blade of the propeller sliced through the passenger section of the cabin, killing one passenger and injuring four passengers and one flight attendant. The aircraft diverted to Windsor, Ontario, in Canada, and the pilots carried out an emergency landing. The accident was the first to involve a Vickers Viscount aircraft in scheduled service, and was the first instance of a propeller loss on a turbo-prop aircraft.

    <span class="mw-page-title-main">Alliance Air Flight 7412</span> 2000 aviation accident in Patna, Bihar, India

    Alliance Air Flight 7412 was a scheduled Indian domestic passenger flight from Calcutta to Delhi, operated by Indian regional airliner Alliance Air. On 17 July 2000, while on approach to its first stopover in Patna, the Boeing 737-2A8 operating the route nose-dived and crashed into a residential area in Patna, killing 60 people including 5 on the ground.

    <span class="mw-page-title-main">National Airlines Flight 27</span> 1973 aviation incident

    National Airlines Flight 27 was a scheduled passenger flight between Miami, Florida, and San Francisco, California, with intermediate stops at New Orleans, Louisiana; Houston, Texas; and Las Vegas, Nevada, United States.

    <span class="mw-page-title-main">Aeroflot Flight 821</span> 2008 Boeing 737-500 crash in Russia

    Aeroflot Flight 821 was a scheduled domestic passenger flight operated by Aeroflot-Nord in a service agreement with Aeroflot and as its subsidiary. On 14 September 2008, the aircraft operating the flight crashed on approach to Perm International Airport at 5:10 local time (UTC+06). All 82 passengers and six crew members were killed. Among the passengers who were killed was Russian Colonel General Gennady Troshev, an adviser to the President of Russia who had been the commander of the North Caucasus Military District during the Second Chechen War. A section of the Trans-Siberian Railway was damaged by the crash. Flight 821 is the deadliest accident involving a Boeing 737-500, surpassing the 1993 crash of Asiana Airlines Flight 733, and was the second-deadliest aviation accident in 2008, behind Spanair Flight 5022.

    Air France has been in operation since 1933. Its aircraft have been involved in a number of major accidents and incidents. The deadliest accident of the airline occurred on June 1, 2009, when Air France Flight 447, an Airbus A330-203, flying from Rio de Janeiro to Paris crashed into the Atlantic Ocean with 228 fatalities. A selected list of the most noteworthy of these events is given below.

    <span class="mw-page-title-main">Cameroon Airlines Flight 3701</span> 1995 aviation accident

    Cameroon Airlines Flight 3701 was an air accident that occurred on 3 December 1995. The Boeing 737-200, registration TJ-CBE, crashed after it lost control near Douala, Cameroon. On its second approach to Douala International Airport power was lost to one engine. The accident killed 71 passengers and crew and five people were injured but survived.

    In aeronautics, loss of control (LOC) is the unintended departure of an aircraft from controlled flight and is a significant factor in several aviation accidents worldwide. In 2015 it was the leading cause of general aviation accidents. Loss of control may be the result of mechanical failure, external disturbances, aircraft upset conditions, or inappropriate crew actions or responses.

    <span class="mw-page-title-main">Tatarstan Airlines Flight 363</span> November 2013 aircraft accident in Kazan, Russia

    Tatarstan Airlines Flight 363 was a scheduled domestic passenger flight, operated by Tatarstan Airlines on behalf of Ak Bars Aero, from Moscow to Kazan, Russia. On 17 November 2013, at 19:24 local time (UTC+4), the Boeing 737-500 crashed during an aborted landing at Kazan International Airport, killing all 44 passengers and 6 crew members on board, making it 2013's worst plane crash.

    <span class="mw-page-title-main">Southwest Airlines Flight 1380</span> 2018 Aviation accident in New York

    Southwest Airlines Flight 1380 was a Boeing 737-700 that experienced a contained engine failure in the left CFM International CFM56 engine after departing from New York–LaGuardia Airport en route to Dallas Love Field on April 17, 2018. The engine cowl was broken in the failure, and cowl fragments damaged the fuselage, shattering a cabin window and causing explosive depressurization of the aircraft. Other fragments caused damage to the wing. The crew carried out an emergency descent and diverted to Philadelphia International Airport. One passenger was partially ejected from the aircraft and sustained fatal injuries, while eight other passengers sustained minor injuries. The aircraft was substantially damaged.

    <span class="mw-page-title-main">Ethiopian Airlines Flight 302</span> 2019 plane crash near Bishoftu, Ethiopia

    Ethiopian Airlines Flight 302 was a scheduled international passenger flight from Bole International Airport in Addis Ababa, Ethiopia, to Jomo Kenyatta International Airport in Nairobi, Kenya. On 10 March 2019, the Boeing 737 MAX 8 aircraft which operated the flight crashed near the town of Bishoftu six minutes after takeoff. All 149 passengers and 8 crew members on board died.

    <span class="mw-page-title-main">Transair Flight 810</span> 2021 aircraft crash in Hawaii

    Transair Flight 810 was a Boeing 737-200 converted freighter aircraft, owned and operated by Rhoades Aviation under the Transair trade name, on a short cargo flight en route from Honolulu International Airport to Kahului Airport on the neighboring Hawaiian island of Maui. Immediately after an early morning takeoff on July 2, 2021, one of its two Pratt & Whitney JT8D turbofan engines faltered, and the first officer, who was flying the aircraft, reduced power to both engines. The two pilots—the only occupants of the aircraft—began executing the Engine Failure or Shutdown checklist, but became preoccupied with talking to air traffic control (ATC) and performing other flying tasks, never reaching the section of the checklist where the failing engine was to be positively identified and shut down. The captain assumed control but misidentified the failing engine, increased power to that engine, and did not increase power to the other, properly functioning engine. Convinced that neither engine was working properly and unable to maintain altitude with one engine faltering and the other idling, the pilots ditched off the coast of Oahu about 11 minutes into the flight.

    References

    References
    1. Ranter, Harro. "ASN Aircraft accident Boeing 737-4Y0 G-OBME Kegworth". aviation-safety.net. Aviation Safety Network. Retrieved 12 July 2019.
    2. Ranter, Harro. "Accident list: Boeing 737". aviation-safety.net. Aviation Safety Network. Retrieved 12 September 2021.
    3. Ranter, Harro. "Accident list: Boeing 737". aviation-safety.net. Aviation Safety Network. Retrieved 12 September 2021.
    4. "G-INFO Database". Civil Aviation Authority.
    5. Trimble 1990, p. 11–22.
    6. "G-OBME British Midland Boeing 737-400". www.planespotters.net. Retrieved 31 March 2020.
    7. "British Midland Airways G-OBME (Boeing 737 – MSN 23867)". www.airfleets.net. Airfleets aviation. Retrieved 31 March 2020.
    8. 1 2 Trimble 1990, p. 8–9.
    9. Trimble 1990, p. 1.
    10. 1 2 3 4 Truslove, Ben (8 January 2014). "Kegworth air disaster: Plane crash survivors' stories". BBC News. BBC Online. Archived from the original on 8 January 2014. Retrieved 8 January 2014. – The content about the safety improvements is from the sidebar "The legacy of Kegworth".
    11. Trimble 1990, p. 103.
    12. Trimble 1990, p. 4.
    13. 1 2 Trimble 1990, p. 3.
    14. 1 2 Trimble 1990, p. 98.
    15. Trimble 1990, p. 5.
    16. 1 2 Trimble 1990, p. 99.
    17. Trimble 1990, p. 7–8.
    18. "Why did British Midland plane crash on the M1 near Kegworth?". ITV News. ITV. ITV Report. 8 January 2014. Retrieved 13 January 2017.
    19. Trimble 1990, p. 7.
    20. 1 2 3 "UK, Air crash hero wins damages". BBC News. BBC. 10 February 1998. Retrieved 16 May 2011.
    21. Ramsey, Jack (1996). SAS: The soldiers story. London: Pan. pp. 59–64. ISBN   0330347500.
    22. Trimble 1990, p. 125.
    23. Trimble 1990, p. 106.
    24. Trimble 1990, p. 69.
    25. Trimble 1990, p. 69–70.
    26. Trimble 1990, p. 118–120.
    27. Trimble 1990, p. 149–152.
    28. Scientific and Technical Aerospace Reports. NASA, Office of Scientific and Technical Information. 1993. p. 1423.
    29. "Kegworth Village, Kegworth Air Disaster 1989". www.kegworthvillage.com. Retrieved 16 August 2021.
    30. Brookes, Andrew (1994). Disaster in the air. Ian Allan. p. 135. ISBN   0-7110-2037-X.
    31. This is Nottingham (8 January 2009), Kegworth: Sacked pilots claim they were 'scapegoats', Nottinghampost.com, retrieved 8 January 2014
    32. "No. 519981". The London Gazette (Supplement). 29 December 1989. p. 15.
    33. "Aircrash Confidential: Lethal Malfunctions Videos at". Yourdiscovery.com. 24 February 2011. Archived from the original on 12 May 2011. Retrieved 16 May 2011.
    34. Mayday - Air Crash Investigation (S01-S22) , retrieved 16 February 2024
    35. "M1 Plane Crash".
    Bibliography