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| IF you fly a lot don't look | |
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| Tweet Topic Started: Jul 21 2008, 03:52 PM (142 Views) | |
| kenny | Jul 21 2008, 03:52 PM Post #1 |
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HOLY CARP!!!
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Don't look |
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| kenny | Jul 21 2008, 06:57 PM Post #2 |
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HOLY CARP!!!
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EEK C5s are big. ![]() ![]() Date: 03 APR 2006 06:42 Type: Lockheed C-5B Galaxy Operator: United States Air Force - USAF Crew: Fatalities: 0 / Occupants: 14 Passengers: Fatalities: 0 / Occupants: 3 Total: Fatalities: 0 / Occupants: 17 Airplane damage: Written off Airplane fate: Written off (damaged beyond repair) Location: Dover AFB, DE (DOV) (United States of America) Phase: Approach (APR) Nature: Military Departure airport: Dover AFB, DE (DOV/KDOV), United States of America Destination airport: Ramstein Airport (RMS/ETAR), Germany Narrative: The C-5B Galaxy, operating for the 436th AW, took off from Dover AFB (DOV) at 06:21 on its way to Kuwait. About ten minutes after takeoff the aircrew observed a No. 2 engine "Thrust Reverser Not Locked" indication light. They shut down the No. 2 engine as a precaution and decided to return to Dover. During the return the pilots and flight engineers continued to use the shut-down No. 2 engine’s throttle while leaving the fully-operational No. 3 engine in idle. Also, the wrong flap setting was used. On final approach to runway 32, the airplane descended below the normal glidepath. The C-5 stalled , hit a utility pole and crashed into a field. The tail separated and the C-5 crash-landed further on. The nose section separated due to the impact. The airplane's flight deck was salvaged and flown to Macon-Robins AFB, GA (WRB) in August 2006 to be used as a modernized C-5 software simulator. PROBABLE CAUSE: "Based on clear and convincing evidence, the Board President determined the primary cause of the mishap was the pilots' and flight engineers' failure to use the number three, fully operational, engine; the instructor's and primary flight engineer's failure to brief, and the pilots' failure to consider or utilize a 62.5 or 40% flap setting (instead of a 100% flap setting); and the pilots' attempt at a visual approach to runway 32, descending well below a normal glidepath for an instrument-aided approach or the normal VFR pattern altitude of 1,800 ft. There is substantial evidence that a contributing factor to this mishap was MP1's failure to give a complete approach briefing, in that, nonstandard factors, configuration, landing distance, and missed approachintentions were not addressed." |
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| kenny | Jul 21 2008, 07:07 PM Post #3 |
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HOLY CARP!!!
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What are the buckets for?
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| George K | Jul 21 2008, 07:29 PM Post #4 |
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Finally
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Bigger |
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A guide to GKSR: Click "Now look here, you Baltic gas passer... " - Mik, 6/14/08 Nothing is as effective as homeopathy. I'd rather listen to an hour of Abba than an hour of The Beatles. - Klaus, 4/29/18 | |
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| Daniel | Jul 22 2008, 12:28 AM Post #5 |
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HOLY CARP!!!
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Kenny, your avatar reminds me of the Eastern Airlines logo.![]() I started flying on Eastern Airlines in 1969 and flew from New York to Florida at least once a year. It seemed like there were more accidents back then. I liked flying when I was child but as I got older and became aware of some the accidents it scared me a little. I can still think of things I'd rather be doing. |
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4:50 PM Jul 10