Atlas Air 767 down/Texas
Originally Posted by The Ancient Geek
Very little evidence until we have FDR results but the sudden dive following a climb looks suspiciously like a possible stall.
Here it is in profile:
Does that help ?
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Of course exactly what is heard on that clip is up to interpretation, but I think what is clear to me is something happened right after he said ok, because the cockpit goes from quiet to cacophony right after he finishes the word. I anxiously await the CVR transcript. So sorry to all those involved, crappy day for aviation that's for sure.
Doesn't the 767 have a stick shaker? If I remember right, they are awfully loud, and sound similar to what I hear on the tape there.
Doesn't the 767 have a stick shaker? If I remember right, they are awfully loud, and sound similar to what I hear on the tape there.
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Originally Posted by gulliBell
I don't know if this has been mentioned earlier, but I'm curious why there doesn't seem to be much fuel on the water in the vicinity of the crash site.
Comment from Chambers County Sheriff Brian Hawthorne"
"The environmental impact is extremely minimal as very little fuel, if any, spilled on the water, Hawthorne said."
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Out of respect for those fine men/women deceased can those of you that have no clue what you are talking about please shut up.
Having flown the 767 for 11 yrs there was NEVER a speed restriction on the windows. That restriction belonged to the 757 and was 313 kts below 8000 ft.
That is negated by the FAA restriction of 250/10000' so anyone of you fly by night self appointed rocket scientists should know that....including you morons at CNN who couldn't tell the difference between the two.
As for WX, BS. I've been going into IAH for close on the last 12 years in the whale and that minor convective signature doesn't cause that ROD.
Why don't you muppets stop embarrassing yourselves and give the professionals a go....ie the NTSB ?
Having flown the 767 for 11 yrs there was NEVER a speed restriction on the windows. That restriction belonged to the 757 and was 313 kts below 8000 ft.
That is negated by the FAA restriction of 250/10000' so anyone of you fly by night self appointed rocket scientists should know that....including you morons at CNN who couldn't tell the difference between the two.
As for WX, BS. I've been going into IAH for close on the last 12 years in the whale and that minor convective signature doesn't cause that ROD.
Why don't you muppets stop embarrassing yourselves and give the professionals a go....ie the NTSB ?
Last edited by T28B; 24th Feb 2019 at 16:36. Reason: fixed that for you
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Originally Posted by gulliBell
I don't know if this has been mentioned earlier, but I'm curious why there doesn't seem to be much fuel on the water in the vicinity of the crash site.
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Originally Posted by fire wall
Out of respect for those fine men/women deceased can those of you that have no clue what you are taling about please shut up.
Having flown the 767 for 11 yrs there was NEVER a speed restriction on the windows. That restriction belonged to the 757 and was 313 kts below 8000 ft.
That is negated by the FAA restriction of 250/10000' so anyone of you fly by night self appointed rocket scientists should know that....including you morons at CNN who couldn't tell the difference between the two.
As for WX, BS. I've been going into IAH for close on the last 12 years in the whale and that minor convective signiture doesnt cause that ROD.
Why dont you muppets stop embarrasing yourselves and give the professionals a go....ie the FAA ?
Having flown the 767 for 11 yrs there was NEVER a speed restriction on the windows. That restriction belonged to the 757 and was 313 kts below 8000 ft.
That is negated by the FAA restriction of 250/10000' so anyone of you fly by night self appointed rocket scientists should know that....including you morons at CNN who couldn't tell the difference between the two.
As for WX, BS. I've been going into IAH for close on the last 12 years in the whale and that minor convective signiture doesnt cause that ROD.
Why dont you muppets stop embarrasing yourselves and give the professionals a go....ie the FAA ?
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Originally Posted by fire wall
Sailvi, long time since I have flown the twin. 16 k is dfw plus 30 on the 6?
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Originally Posted by fire wall
Sailvi, long time since I have flown the twin. 16 k is dfw plus 30 on the 6?
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Originally Posted by FIRESYSOK
Please explain what you meant by ‘DFW plus 30’
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Originally Posted by Tetsuo
It seems he means diversion to Dallas Fort Worth plus 30 minutes flight time.
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Originally Posted by FIRESYSOK
Thanks. I’m just wondering where his 30-minute fuel supply -after alternate- fits in to this discussion. Maybe someone can enlighten me.
Sorry everyone for adding 0 value to discussion by this post.
Last edited by Tetsuo; 24th Feb 2019 at 16:25.
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Originally Posted by FIRESYSOK
Thanks. I’m just wondering where his 30-minute fuel supply -after alternate- fits in to this discussion. Maybe someone can enlighten me.
For a domestic Part 121 flight here are the fuel requirements:
§ 121.639 Fuel supply: All domestic operations.
No person may dispatch or take off an airplane unless it has enough fuel -
(a) To fly to the airport to which it is dispatched;
(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.
No person may dispatch or take off an airplane unless it has enough fuel -
(a) To fly to the airport to which it is dispatched;
(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.
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Originally Posted by FIRESYSOK
Thanks. I’m just wondering where his 30-minute fuel supply -after alternate- fits in to this discussion. Maybe someone can enlighten me.
May be slightly different in FAA land (I have only flown reciprocating engine aircraft under FAA rules) but those are the ICAO requirements for jets.
Thoughts with the families and friends of the victims at this awful time.
Originally Posted by tubby linton
I am not aware of one.
The UK CAA put a restriction on maximum speeds at lower altitudes on the Boeing 757 aircraft due to a perceived weakness of the centre windshield pillar though. I do not believe it applied to the B767.
However there is still a risk with large birds - during the development of the 757-300 and 767-400ER, it was determined there was a vulnerability with the forward bulkhead - a large enough bird could penetrate into the flight deck. I don't know if the requirements changed after the initial 757/767 cert, or it was due to better analysis tools, but the bulkhead had to be beefed up in some areas. I'm reasonably sure it was never retrofit.
90,000 hours is not that old for a 767 - even before I retired I was aware of several passenger 767s that had more than 100,000 hours and were still going strong.
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Originally Posted by Jeff05
Refers to 30 minutes final reserve holding at 1500 above alternate (or destination if alternate not required). This must be intact on landing.
May be slightly different in FAA land (I have only flown reciprocating engine aircraft under FAA rules) but those are the ICAO requirements for jets.
Thoughts with the families and friends of the victims at this awful time.
Why they leveled at ~6000’ for a time and tracked West toward a different transition waypoint than other arrivals is curious to me more than a critical fuel status, but stranger things have happened. That said, those wouldn’t have been causal, but perhaps a significant link. I stand by my ‘amateur-hour’ speculations and don’t feel they detract from the discussion.
RIP, fellas.
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Originally Posted by FIRESYSOK
This is a FAR121-Supplemental operating a flag (domestic) flight. So the 45-minute RSV applies, not 30min.
Why they leveled at ~6000’ for a time and tracked West toward a different transition waypoint than other arrivals is curious to me more than a critical fuel status, but stranger things have happened. That said, those wouldn’t have been causal, but perhaps a significant link. I stand by my ‘amateur-hour’ speculations and don’t feel they detract from the discussion.
RIP, fellas.
Thanks for the correction/clarification - good to know.
