Update on Tokyo Accident
04-17-2010, 08:14 PM
#21
Line Holder
Joined APC: Dec 2008
Position: B757
Posts: 79
Got to FedEx with 7000 hours and topping out at 1,000 a year at my last airline. Now at FedEx...I feel like I've been on a 4 year extended vacation.
04-17-2010, 08:58 PM
#22
Gets Weekends Off
Joined APC: Dec 2008
Position: Professional Commuter
Posts: 248
Where do you vacation?
04-18-2010, 06:34 AM
#24
Gets Weekends Off
Joined APC: Dec 2005
Position: Leftof longitudinal
Posts: 1,899
deleted..........
Last edited by SaltyDog; 04-18-2010 at 10:27 AM. Reason: Contained deleted material
04-18-2010, 09:41 AM
#25
Gets Weekends Off
Joined APC: Aug 2006
Posts: 3,931
summers in Rangoon, luge lessons. In the spring we'd make meat helmets. Hats of Meat! If I was insolent, I was placed in a burlap bag and beaten with reeds. Pretty standard, really.
Last edited by Gunter; 04-18-2010 at 10:06 AM.
04-18-2010, 09:44 AM
#26
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,839
My childhood was typical; summers in Rangoon, luge lessons. In the spring we'd make meat helmets. Hats of Meat! If I was insolent, I was placed in a burlap bag and beaten with reeds. Pretty standard, really.
OH MY! That was a good one!
But let's get this thread back on track.
Updates about the Tokyo mishap or lessons learned.
Thank you.
USMCFLYR
04-18-2010, 05:38 PM
#27
Feeling blessed.
Joined APC: Feb 2005
Position: Was I finally in the right place at the right time?
Posts: 540
I would like to have seen what the IVSI read during the last few seconds, in the flare.
I noticed the engines began to spool up at 48:25. Why? Did the FO start to bring them up, only to have the captain pull them back to try and keep it on the ground?
It appears after the first touchdown, frame 2, the yoke was still aft. I'm assuming that a "negative" yoke position means aft. Could the FO have "pulled" it back in the air? The airspeed looks like it barely dropped 10 KCAS after frame 4.
I'm wondering if the crewmembers were at "odds" over what was happening, what they intended to do, and what ended up happening. As a NFP, I don't think I'd sit on my hands while the aircraft crashed. Does the MD FDR differentiate between control column forces?
I noticed the engines began to spool up at 48:25. Why? Did the FO start to bring them up, only to have the captain pull them back to try and keep it on the ground?
It appears after the first touchdown, frame 2, the yoke was still aft. I'm assuming that a "negative" yoke position means aft. Could the FO have "pulled" it back in the air? The airspeed looks like it barely dropped 10 KCAS after frame 4.
I'm wondering if the crewmembers were at "odds" over what was happening, what they intended to do, and what ended up happening. As a NFP, I don't think I'd sit on my hands while the aircraft crashed. Does the MD FDR differentiate between control column forces?
04-18-2010, 06:42 PM
#28
Gets Weekends Off
Joined APC: Aug 2006
Posts: 1,433
Can you close this? The speculation is not helpful and pretty far off base.
04-18-2010, 06:48 PM
#29
Gets Weekends Off
Joined APC: Sep 2006
Posts: 926
I remember reading about anti-tail strike training for the MD11 at FedEx that recommended adding throttle after a bounce or "balloon"....could that explain it?
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