FedEx MD-10 MEM
Airbubba: Thanks. Airlinesafety is an interesting website. The MD-11 appears to have a unique history, and a pilot at the airport told me that the MD-11 flew about like the DC-10. Is it a bit unusual that the elevator has a trim computer to improve stability (except in a newer Airbus or 777)? Maybe the pilot in his leather jacket wanted the plane to sound good? A friend's wife flies the MD-11. Will give C. the letter from Thom D. and the editor's response. It is fortunate that some companies allow pilots to skip the next trip when their body clocks are still out of whack after two days or so (CDG, Narita, Anchorage).
Does such an accident history not raise insurance rates on MD-11s at KLM etc? At least the commercial interests always benefit when the NTSB can almost always, so conveniently, point to "pilot error", except with Swissair 111. But to their credit, they claimed that crew fatigue, for the very first time in the NTSB's history (!), was the primary cause in the Connie Kalitta DC-8 crash at G'mo Bay, Cuba
Was fatigue at least a major factor in the MD-11 accident at EWR?
Does such an accident history not raise insurance rates on MD-11s at KLM etc? At least the commercial interests always benefit when the NTSB can almost always, so conveniently, point to "pilot error", except with Swissair 111. But to their credit, they claimed that crew fatigue, for the very first time in the NTSB's history (!), was the primary cause in the Connie Kalitta DC-8 crash at G'mo Bay, Cuba
Was fatigue at least a major factor in the MD-11 accident at EWR?
Last edited by Ignition Override; 2nd Jun 2004 at 03:52.
Trash du Blanc
Join Date: Mar 2001
Location: KBHM
Posts: 1,185
Likes: 0
Received 0 Likes
on
0 Posts
The Mighty Dog has pitch stabilization because the tail is 1/3 smaller than the -10, and because the fuel control computer runs the CG back in cruise to within 2% of the aft limit using a small tail fuel tank.
At Gemini we used to run a -10 beside an -11 between Seoul and Anchorage - the -11 carried more and burned 20,000# less fuel.
As far as landing - just a heavy, more powerful, longer -10. I flew them both, and enjoyed them both.
At Gemini we used to run a -10 beside an -11 between Seoul and Anchorage - the -11 carried more and burned 20,000# less fuel.
As far as landing - just a heavy, more powerful, longer -10. I flew them both, and enjoyed them both.
Join Date: May 1999
Location: Unionville, PA, USA
Age: 76
Posts: 117
Likes: 0
Received 0 Likes
on
0 Posts
Tree says
>>"the 358,000-pound MD-10"
That is one light MD-10. Were they carrying ping-pong balls?<<
Must be heavy ping pong balls since the MD10-10 has a MTOW of 440,000 Lbs, MLW 375,000 Lbs Flaps 50, 363,500 Lbs Flaps 35.
>>"the 358,000-pound MD-10"
That is one light MD-10. Were they carrying ping-pong balls?<<
Must be heavy ping pong balls since the MD10-10 has a MTOW of 440,000 Lbs, MLW 375,000 Lbs Flaps 50, 363,500 Lbs Flaps 35.
Hardly Never Not Unwilling
Join Date: Aug 2000
Location: USA
Posts: 481
Likes: 0
Received 0 Likes
on
0 Posts
Consequences
Over a 28 year career in military, cargo and passenger operations, and 9 years as a training instructor, I've seen a fair amount of people hired with below average ability and/or minimal qualifying experience to meet diversity goals. While many, in fact, most, of these pilots have proven themselves to objective standards, many did not, but they were coddled through the system with extra training and sims, soft grading, and eventual sign off. Human Resources was always there to insert itself in the process whenever an instructor recommended termination of training for a diverse individual. To me it's inevitable that this environment would lead to an occasional catastrophe. Frankly, I expected more tragedies than have occurred.
That being said, I don't know the facts of this accident and will leave it to the NTSB to determine the cause. The hallmarks are apparent, though: a history of problems with checks, a recent deviation, previous failure with another employer. It should raise eyebrows. I hope if the NTSB finds discrepancies in the hiring/training process, it will have the courage to point it out as causal, regardless of the PC factor.
That being said, I don't know the facts of this accident and will leave it to the NTSB to determine the cause. The hallmarks are apparent, though: a history of problems with checks, a recent deviation, previous failure with another employer. It should raise eyebrows. I hope if the NTSB finds discrepancies in the hiring/training process, it will have the courage to point it out as causal, regardless of the PC factor.
