Just said on FOX News that a C-5 went down near Dover AFB. Anyone have a link to confirm?
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C-5 Down In Dover?
- Thread starter HighDimension
- Start date
I just saw a pic of it on the news. 20ft+ of the foward fuselage is broken in half!
http://www.cnn.com/2006/US/04/03/c5.crash.ap.ap/index.html
http://www.cnn.com/2006/US/04/03/c5.crash.ap.ap/index.html
Got this from a friend:
"As a former C-5 Driver, I still have a few connections....
Here's the unofficial version from a friend of mine at Dover. I repeat, this is an UNOFFICIAL version of what happened:
<<It was not a bird ingestion but a "reverser unlock" on the #2 engine that
started this. They lost a Kelly C-5 with all aboard a few years back in Germany
for the same cause. This crew however shut down the engine before an actual
unstow took place. The airplane was well over 700K gross weight with FOB of
over 300K. The airplane had the newest version of the C-5 flight deck with
big panel glass. Unfortunately, only one of the three pilots was really
comfortable with the new equipment and FMS.
The crew decided because of their weight to fly their approach to the
longest runway, which unfortunately was only being served that day by a
Tacan (fancy VOR for you civilian types) approach. They also decided to fly
a full flap approach to keep the approach speed down. This isn't
prohibited--just highly discouraged. The recommended flap setting for a
three engine approach is ! Flaps 4 0. During the approach the crew became
worried about not having enough power to fly a full flap approach and
selected flaps 40--which they were now too slow for. Here's the point all
you glass cockpit guys should sit up and take notice about. The one guy who
was familiar with the new glass and FMS was also the one flying the
aircraft. He became distracted inputting the new approach speed in the FMS.
There was also some confusion about just who was flying the A/C while he
had his head down updating the speed. Long story short--the got way slow
and into the shaker, and actually stuck the tail into the trees and it
departed the aircraft first. The nose pitched down hard and the nose and
left wing impacted next snapping off the nose. Several cockpit occupants
suffered spinal compression injuries. The guys sitting at the crew table
behind the cockpit actually came to a stop with! their legs dangling out over
the ground.
The miracle of this was the left outboard fuel tank was broken open and none
of that fuel managed to find something hot enough to ignite it and the other
300k. Again, a bunch of very lucky people.>>"
If true, sounds like a breakdown in CRM. It will be a good cast study for future crew a/c training.
"As a former C-5 Driver, I still have a few connections....
Here's the unofficial version from a friend of mine at Dover. I repeat, this is an UNOFFICIAL version of what happened:
<<It was not a bird ingestion but a "reverser unlock" on the #2 engine that
started this. They lost a Kelly C-5 with all aboard a few years back in Germany
for the same cause. This crew however shut down the engine before an actual
unstow took place. The airplane was well over 700K gross weight with FOB of
over 300K. The airplane had the newest version of the C-5 flight deck with
big panel glass. Unfortunately, only one of the three pilots was really
comfortable with the new equipment and FMS.
The crew decided because of their weight to fly their approach to the
longest runway, which unfortunately was only being served that day by a
Tacan (fancy VOR for you civilian types) approach. They also decided to fly
a full flap approach to keep the approach speed down. This isn't
prohibited--just highly discouraged. The recommended flap setting for a
three engine approach is ! Flaps 4 0. During the approach the crew became
worried about not having enough power to fly a full flap approach and
selected flaps 40--which they were now too slow for. Here's the point all
you glass cockpit guys should sit up and take notice about. The one guy who
was familiar with the new glass and FMS was also the one flying the
aircraft. He became distracted inputting the new approach speed in the FMS.
There was also some confusion about just who was flying the A/C while he
had his head down updating the speed. Long story short--the got way slow
and into the shaker, and actually stuck the tail into the trees and it
departed the aircraft first. The nose pitched down hard and the nose and
left wing impacted next snapping off the nose. Several cockpit occupants
suffered spinal compression injuries. The guys sitting at the crew table
behind the cockpit actually came to a stop with! their legs dangling out over
the ground.
The miracle of this was the left outboard fuel tank was broken open and none
of that fuel managed to find something hot enough to ignite it and the other
300k. Again, a bunch of very lucky people.>>"
If true, sounds like a breakdown in CRM. It will be a good cast study for future crew a/c training.
Whatever happened ... and I certainly don't know ... it sounds like perhaps something really, really basic went wrong. Thrust reverser(s) "unlocked" in flight are big, big trouble ... potentially. But the "gouge" says they got "it" shut down ... and maybe stalled the aircraft.
In the airlines --- multi-engine --- multi-crew --- we follow the same (basic) procedure --- NO MATTER WHAT THE EMERGENCY/ABNORMAL MIGHT BE .... and it doesn't matter whether you are using "glass" or "steam guages" in the cockpit ....
.... the rest ??? It's just readin' and doin' .... it doesn't matter what the particulars are .... and oh, yeah :
In the airlines --- multi-engine --- multi-crew --- we follow the same (basic) procedure --- NO MATTER WHAT THE EMERGENCY/ABNORMAL MIGHT BE .... and it doesn't matter whether you are using "glass" or "steam guages" in the cockpit ....
>>>>> FLY THE AIRPLANE <<<<<
Pilot not flying ..... SILENCE THE BELL
Pilot not flying (second officer/flight engineer) ..... IDENTIFY THE EMERGENCY
Second Officer ..... READ THE CHECKLIST ..... Pilot not flying ..... RESPOND
Pilot not flying (second officer/flight engineer) ..... IDENTIFY THE EMERGENCY
Second Officer ..... READ THE CHECKLIST ..... Pilot not flying ..... RESPOND
>>>>>>>> DO NOT HURRY <<<<<<<<
.... the rest ??? It's just readin' and doin' .... it doesn't matter what the particulars are .... and oh, yeah :
>>>>> FLY THE AIRPLANE <<<<<
Ditto A4s
I ended up at the same airline as a pilot I went through the RAG with. Always a reliable steady stick in the Navy, he has done union, check airman and chief pilot duties at the airline. The first time I met him after he became a Capt. he discribed his new responsiblities as " ...an easy job. If there is ever a problem you simply fly the plane. The physics of flight haven't changed, you just fly the plane. Then you do what the flight manual says. It is all there, step by step, just read and do. As long as the problem is in the book you don't hardly have to think for yourself. If your problem isn't covered by the book just do the most conservative thing you can think of. You can't be hanged for taking the most safe, conservative approach." That man knows how to enjoy his job and stay safe.
I ended up at the same airline as a pilot I went through the RAG with. Always a reliable steady stick in the Navy, he has done union, check airman and chief pilot duties at the airline. The first time I met him after he became a Capt. he discribed his new responsiblities as " ...an easy job. If there is ever a problem you simply fly the plane. The physics of flight haven't changed, you just fly the plane. Then you do what the flight manual says. It is all there, step by step, just read and do. As long as the problem is in the book you don't hardly have to think for yourself. If your problem isn't covered by the book just do the most conservative thing you can think of. You can't be hanged for taking the most safe, conservative approach." That man knows how to enjoy his job and stay safe.
For some reason, I missed this the first time around. Mules, I soft deleted the post w/ the link on it. PM on the way just to find out what someone else may have said. For now, this vid did make the rounds at work w/ a FOUO disclaimer, so let's not feed the fire until I can see what's going on.