767 Fire At KORD

Some tire jockey at AA is probably looking for his breaker bar right now, accusing his coworkers of stealing it......till they find it lodged in the cowling 3 months from now.
 
Some fool was taking video inside the plane during the evacuation, and the video caught an even bigger fool pulling their stuff out of the overhead bin and trying to evacuate with it. And someone going down the slide with their backpack on. "Fool" is a nice way to put it.
 
By the way, a FedEx DC-10 had it's landing gear collapse and caught fire in Florida today. Also. Not a good day for the big birds.
 
I like the guy screeching like a little girl going down the slide.
 
wsuffa said:
Exactly. Hold up the line so he could take the video. Had I been behind him, I may well have snatched the phone. And thrown it away.
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As far as I'm concerned, that type of idiot (filming, retrieving overhead bags) poses an imminent threat to my safety and that of the other passengers trying to evacuate, and would be dealt with accordingly. In layperson terms, their phone wouldn't be the only thing getting thrown/moved.
 
Some of those people sound like they really have something to live for.
I woulda grabbed some free drinks and tried to get s'more fixings.
 
wsuffa said:
By the way, a FedEx DC-10 had it's landing gear collapse and caught fire in Florida today. Also. Not a good day for the big birds.
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WOW, That was a fire, glad the pilots got out with their rope ladder!!!!!
 
Any slide evacuation is likely to have a few minor injuries.

Overhead bins should lock in an emergency (I hate the things, they are the bane of air travel).
 
When Chris is running things. This is going to be a perfect example of my new "idiot law". When in an emergency situation your first reaction is to whip out your phone so you can post it on clownbook, you get to spend six months hard labor followed by six months cleaning rust on naval vessels.
When your actions potentially cause others harm, you get to join dragline for cornbread and beans.
 
Who said it happened prior to V1?

"The plane had started to take off around 2:35 p.m. on Runway 28R, according to the FAA. Passengers said the plane was just lifting off when it slammed back to the tarmac."
 
DeckardTrinity said:
Passengers said...
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"Passengers" have no earthly idea of what's going on up front. I bet when the auto brakes on RTO kicked in, it felt like they slammed back to "the tarmac," but I'm doubting this crew rejected the takeoff after V1 and especially after just lifting off.
 
DeckardTrinity said:
Who said it happened prior to V1?

"The plane had started to take off around 2:35 p.m. on Runway 28R, according to the FAA. Passengers said the plane was just lifting off when it slammed back to the tarmac."
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Well there ya go ! Who needs flight data recorders when you got passengers !
 
Sluggo63 said:
"Passengers" have no earthly idea of what's going on up front.
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I'm positive there are times that passengers know exactly what's going on with and aircraft. Case in point: The only time l flew Southwest. Descending to land, as flaps were being extended, there became a very noticeable vibration, which, from my vantage point was obviously coming from the right inboard fore flap, outboard carriage attach point. The vibration subsided when the flap handle was returned to a lesser degree detent and we landed that way. In that case, the crew only knew they had a vibration associated with flap position and a passenger was able to pinpoint the exact problem area for them.
 
GlennAB1 said:
And, most of the pilots here will think to themselves: "WTF is that."
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estructuras-de-aeronaves-20-638.jpg
 
PaulMKE said:
Simple explanation. FO tried pulling the Johnson bar past the third notch. Happens to the best of us.
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All of the 727's I've worked on have had the 40° lock. You have to want to go beyond it. And, I don't believe the lock was there for vibration, it's there because of the reduced stall margin at 40 bing dangerous.
 
GlennAB1 said:
All of the 727's I've worked on have had the 40° lock. You have to want to go beyond it. And, I don't believe the lock was there for vibration, it's there because of the reduced stall margin at 40 bing dangerous.
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I heard a story about 727 pilots using some kind of method having to do with those flaps to be able to go faster in cruise. Cant remember the specifics though
 
overdrive148 said:
I heard a story about 727 pilots using some kind of method having to do with those flaps to be able to go faster in cruise. Cant remember the specifics though
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Different issue. The lore is that TWO degrees of flaps would get you better cruise performance but to do this you have to disable the leading edge slats (by pulling the breaker) that also come out with when you did that. This came to a head in the famed Hoot Gibson barrel roll incident on TWA 841. Hoot says it was an uncommanded activation of the slats and ALPA backed him up with similar incidents. The NTSB said no way and blamed the pilots. This was reinforced by the captain mysteriously erasing the CVR after the incident.
 
GlennAB1 said:
All of the 727's I've worked on have had the 40° lock. You have to want to go beyond it. And, I don't believe the lock was there for vibration, it's there because of the reduced stall margin at 40 bing dangerous.
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Blocking the last flap setting was to meet noise abatement standards. With less landing flaps the engines were at lower power on final and would meet tighter noise standards.
 
GlennAB1 said:
It proved to be dangerous, extending the flaps slightly, electrically, and pulling the circuit breaker.
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It's only dangerous if you don't tell the FE what you are up to and he resets the CB for the slats after returning from a head call and unaddressed corrosion causes asymmetric slat deployment.....but that was never proven....
 
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