My 1st Emergency
09-14-2007, 01:33 PM
#42
Gets Weekends Off
Joined APC: Sep 2006
Posts: 315
great job Saab.......even if it wasnt a dual engine fire, etc, etc...thanks for bringing your pax down safely....
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
09-14-2007, 01:46 PM
#43
Banned
Thread Starter
Joined APC: Jan 2006
Position: A-320
Posts: 6,929
great job Saab.......even if it wasnt a dual engine fire, etc, etc...thanks for bringing your pax down safely....
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
09-14-2007, 01:51 PM
#44
Gets Weekends Off
Joined APC: Sep 2006
Posts: 315
nah dont be...you had 50 CLUELESS people in the back that were relying on you to land them safely.....i say bravo dude!!
my question to you is, did you tell the pax what was going on? what is your procedure for keeping the FA and pax in the loop?
Jeff
my question to you is, did you tell the pax what was going on? what is your procedure for keeping the FA and pax in the loop?
Jeff
09-14-2007, 02:21 PM
#45
Gets Weekends Off
Joined APC: Jun 2006
Position: ERJ FO
Posts: 1,276
great job Saab.......even if it wasnt a dual engine fire, etc, etc...thanks for bringing your pax down safely....
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
my first emergency...hmmmmmm........
i think the first one that REALLY got my attention was jan 2006 crossing the Atlantic. we were about 300 miles from the Azores enroute to Spain when we heard a LOUD THUMP (radar dish hitting the stop) as we got a utility-A failure on the hydaulics. In the F-15E, that means, you cant drop the gear, you have no brakes, the left engine inlet fails, NO RADAR, etc, etc...
sooooooooooo, we end up diverting to Lages (never been there by the way) and to add to it, there are CB's all over, so the tanker drags us down through the weather (since we have no radar and can't go into radar trail). We are on the wing of our flight lead who is on the wing of the KC-10 going through weather. If you have seen a DC-10's wing "flap" in weather, try experiencing it from the "other" side while trying to stay in formation ON THAT wing. Some of the clouds were so thick that we can only see his position light as the entire airplane disappeared at times.
finally we break out of the weather and the tanker orbits while we manually extend the gear and hook (yup, no brakes means you are taking the approach end cable)....
the flight lead lands and we are next. LUCKILY a dry runway and we hit the cable around 150kts or so. obviously this cable hasnt been used in a while and it produces a quite SUDDEN stop......
other than that one, just your standard display failures (to include a REVERSE ADI...that will screw you up), frozen displays in the weather, lost displays in the weather, bleed air, anti-skid failure that resulted in both main tires blown and sliding down the runway, and a highspeed abort (150Kts+)....
i think that is about all.............
Jeff
09-14-2007, 02:26 PM
#46
Gets Weekends Off
Joined APC: Mar 2006
Position: rj 700/900
Posts: 506
Yeah a zero flap lander in the crj looks pretty normal. I got the privilege to land one at vref 178 in slc with just over 100 hrs in the plane. As I understand it we are discouraged on declaring an emergency unless your runway length is inadequate. Funny the pax had no idea. Great job man.
09-14-2007, 02:52 PM
#47
Banned
Thread Starter
Joined APC: Jan 2006
Position: A-320
Posts: 6,929
With our F/A's we have whats called "TEST", basically type of Emergency, How much time till we are on the ground, and If an evacuation is necessary. We told the pax our Flaps which help us slow for landing are malfunctioning, we have some checklists to run to see if we can fix the problem, if we are unable to fix the problem we will just land with them up, its something we train for, not a major problem and expect to see some emergency equiptment on the runway when we land, dont be alarmed its just precautionary thanks..........
09-14-2007, 08:43 PM
#49
Line Holder
Joined APC: Sep 2007
Posts: 95
Yeah a zero flap lander in the crj looks pretty normal. I got the privilege to land one at vref 178 in slc with just over 100 hrs in the plane. As I understand it we are discouraged on declaring an emergency unless your runway length is inadequate. Funny the pax had no idea. Great job man.
Can you immagine being a pax on that landing? LOL "honey do you think we are coming in a little hot?"
09-14-2007, 09:29 PM
#50
La Familia Delta
Joined APC: Oct 2006
Position: B-717 FO / C-17 AC
Posts: 2,467
I never did it but i may or may not know someone who did or did not do it. but in the world of electric jets, you should learn to get real familiar with that circuit breaker panel behind you, resetting circuit breakers is not a good practice if you dont know what youre doing. however it will save you from a lot of emergencies if you do know what youre doing.
besides, i guarantee you the first thing maintenance did when they got to saabs broken ERJ was pull and reset the associated circuit breaker(s)
besides, i guarantee you the first thing maintenance did when they got to saabs broken ERJ was pull and reset the associated circuit breaker(s)
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