Centaurus
16th Jun 2011, 13:03
The accident to the B17 "Liberty Bell" was tragic enough although fortunately there was no loss of life.
Photographs show the B17 landing safely in a cornfield but the fire can be seen gathering momentum under the port inboard engine area. Fire crews were unable to reach the aircraft because of the boggy ground and the aircraft was destroyed when the fuel tanks went up.
The chief pilot of the Liberty Foundation, Ray Fowler, has this to say on the website: My highlights in bold type.
"As all pilots know, there are few emergency situations that are more critical than having an in-flight fire. While an in-flight fire is extremely rare, it can (and sometimes does) indiscriminately affect aircraft of any age or type. In-flight fires have led to the loss of not only aircraft, but often can result in catastrophic loss of life. It requires an immediate action on the flight crew, as the integrity of aircraft structure, systems and critical components are in question.
Directly below the B-17 was a farmer’s field and the decision was made to land immediately. Approximately 1 minute and 40 seconds from the radio report of the fire, the B-17 was down safely on the field. Within that 1:40 time frame, the crew shutdown and feathered the number 2 engine, activated the engine’s fire suppression system, lowered the landing gear and performed an on-speed landing. Bringing the B-17 to a quick stop, the crew and passengers quickly and safely exited the aircraft. Overhead in the T-6, Cullen professionally coordinated and directed the firefighting equipment which was dispatched by Aurora Tower to the landing location."
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I have highlighted one important point he makes with regards to in-flight fires. Time and again during jet transport simulator training we are told that an engine fire warning is no great deal. There is great accent on the correct identification of the engine (correct of course) and that there is no need to hurry the actions. Because of this casual approach which is instilled by many simulator instructors, inordinately long delays take place before the first bottle is discharged into the engine.
One operator even states the aircraft should be cleaned up after take off before attention is turned to the fire warning. The mantra `don't rush` is all pervading and the reason offered is the burning engine will eventually fall off the wing and the problem is solved. A minimum action height of 400 ft after take off is stated in some FCOM.
What seems to be forgotten is that a twin engine jet like a 737 may, at the worst case, have a very low rate of climb on one engine with flaps at take off and take more than a minute to reach 400 feet agl. Meanwhile the fire is burning.
There is a difference between `rushing` drills and acting swiftly and professionally. Pilots need to be aware of this and act accordingly.
Photographs show the B17 landing safely in a cornfield but the fire can be seen gathering momentum under the port inboard engine area. Fire crews were unable to reach the aircraft because of the boggy ground and the aircraft was destroyed when the fuel tanks went up.
The chief pilot of the Liberty Foundation, Ray Fowler, has this to say on the website: My highlights in bold type.
"As all pilots know, there are few emergency situations that are more critical than having an in-flight fire. While an in-flight fire is extremely rare, it can (and sometimes does) indiscriminately affect aircraft of any age or type. In-flight fires have led to the loss of not only aircraft, but often can result in catastrophic loss of life. It requires an immediate action on the flight crew, as the integrity of aircraft structure, systems and critical components are in question.
Directly below the B-17 was a farmer’s field and the decision was made to land immediately. Approximately 1 minute and 40 seconds from the radio report of the fire, the B-17 was down safely on the field. Within that 1:40 time frame, the crew shutdown and feathered the number 2 engine, activated the engine’s fire suppression system, lowered the landing gear and performed an on-speed landing. Bringing the B-17 to a quick stop, the crew and passengers quickly and safely exited the aircraft. Overhead in the T-6, Cullen professionally coordinated and directed the firefighting equipment which was dispatched by Aurora Tower to the landing location."
............................................................ ...................................
I have highlighted one important point he makes with regards to in-flight fires. Time and again during jet transport simulator training we are told that an engine fire warning is no great deal. There is great accent on the correct identification of the engine (correct of course) and that there is no need to hurry the actions. Because of this casual approach which is instilled by many simulator instructors, inordinately long delays take place before the first bottle is discharged into the engine.
One operator even states the aircraft should be cleaned up after take off before attention is turned to the fire warning. The mantra `don't rush` is all pervading and the reason offered is the burning engine will eventually fall off the wing and the problem is solved. A minimum action height of 400 ft after take off is stated in some FCOM.
What seems to be forgotten is that a twin engine jet like a 737 may, at the worst case, have a very low rate of climb on one engine with flaps at take off and take more than a minute to reach 400 feet agl. Meanwhile the fire is burning.
There is a difference between `rushing` drills and acting swiftly and professionally. Pilots need to be aware of this and act accordingly.