Delta GPU connect fire SEA

Cherokee_Cruiser said:
Wait til you find out a certain Air Line at SEA blew slides for a ground power receptacle fire. Evac’ed pax with carry on bags of course.


There is no way a small ground power receptacle fire would have consumed the entire aircraft or otherwise warranted an evac, a real jumpseater would have told them that!


:)
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The only trait that outpaces your ignorance is your arrogance. To sit at your computer and decry a crew for their decision is both uncouth and unprofessional. You sit with the luxury of time and perspective that this crew had neither of. You have neither the omniscience nor the intelligence to know the source of a fire of this kind and you certainly weren’t in the aircraft to see what this crew saw.

Your comments are out of hand but not out of character. Do better. Or learn to shut up.
 
This started as a small fire at the ground power connector.

asalightning.jpg.optimal.jpg
 
bLizZuE said:
The only trait that outpaces your ignorance is your arrogance. To sit at your computer and decry a crew for their decision is both uncouth and unprofessional. You sit with the luxury of time and perspective that this crew had neither of. You have neither the omniscience nor the intelligence to know the source of a fire of this kind and you certainly weren’t in the aircraft to see what this crew saw.

Your comments are out of hand but not out of character. Do better. Or learn to shut up.
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bUt I wAs JoKiNg!!!
 
Cherokee_Cruiser said:
More so questioning how someone can open an overwing emergency exit, evac the plane, and the pilots are clueless. I can't speak for the 737 Classics (which is what the tale seems to imply), but on A320/B737NG families, opening the overwing exit would definitely light up the flight deck and alert the pilots.
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You should spend the afternoon reflecting on what you told Max, hitting the books and looking up (potentially) un-commanded evacuations.

There it is. There’s your homework. Wear this hat in the corner.
 
MikeD said:
Don’t get me wrong, I’m not doubting that you are correct; I’m just annoyed by the facts of the truth you are speaking. :)
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I'm sorry. I do have a knack for pointing out the obvious and annoying people. Thank you for not resorting to personal attacks that many seem to on the interwebz.
 
bLizZuE said:
The only trait that outpaces your ignorance is your arrogance. To sit at your computer and decry a crew for their decision is both uncouth and unprofessional. You sit with the luxury of time and perspective that this crew had neither of. You have neither the omniscience nor the intelligence to know the source of a fire of this kind and you certainly weren’t in the aircraft to see what this crew saw.

Your comments are out of hand but not out of character. Do better. Or learn to shut up.
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Meh. I’m not doxxing names. We learn from incidents. Might as well learn from this one. I think you’d agree, the last several years of hiring and upgrading year 0-1 pilots has created a lot in low time/experience in both seats.

One area I don’t think any virtual shop I’ve worked at truly focuses on - would be ground evacs. Sure, we run the procedure/checklist in training. But the actual judgement call for when to pop and go? This is an area of improvement.



An evac is going to result in injuries. That’s guaranteed. Up to and including broken limbs. I’ve always thought of ground evacs as last resort IDOL -immediate defense of life. Where staying on the plane would be severe injuries or a loss of life, whereas then the evac alternative is better.
 
Minuteman said:
I feel like aviation really, uh, ‘missed the boat’, in calling it ground power instead of “shore power.” Even motorhomes call it that and they rarely go on water.
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Interestingly, in my aerial survey days, my company's client called it Shore Power.

It's funny how aviation uses nautical terms in some cases but not others. We don't generally use port and starboard either, and we don't call lavatories heads. We don't use the term Lazarette either, which I think is a shame, because it's a great word.
 
Maximilian_Jenius said:
I remember seeing one of the above mentioned for the first time, one winter morning. I was in the terminal and the engine blew black then a whole hell of a lot of white smoke. The pax sitting in the terminal all started freaking out. The gate agent had to reassure everyone that it was okay and routine.
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I recall we once had a G-IV that started to blow 20' fireballs out of one of the tailpipes on start up, other than the combustion display the engine ran perfectly, it was pretty impressive. The old Tays did not have any sort of FADEC at all. Upon inspection it was found that over time enough wear and stretch had been introduced into the cables and linkages that controlled the mechanical fuel control that the fuel cock wasn't quite reaching cut off. It would shut down normally because of the amount of air going through the engine, but on start up with the addition of just the right amount of undesired fuel with a relatively small amount of air and then the introduction of the igniters popping off it got rowdy. We re-rigged the engine controls, verified, re-verified and tested it multiple times with no fire balls and sent it on its way.
 
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Cherokee_Cruiser said:
Meh. I’m not doxxing names. We learn from incidents. Might as well learn from this one. I think you’d agree, the last several years of hiring and upgrading year 0-1 pilots has created a lot in low time/experience in both seats.

One area I don’t think any virtual shop I’ve worked at truly focuses on - would be ground evacs. Sure, we run the procedure/checklist in training. But the actual judgement call for when to pop and go? This is an area of improvement.



An evac is going to result in injuries. That’s guaranteed. Up to and including broken limbs. I’ve always thought of ground evacs as last resort IDOL -immediate defense of life. Where staying on the plane would be severe injuries or a loss of life, whereas then the evac alternative is better.
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You’re making a lot of assumptions very early.
 
Minuteman said:
I feel like aviation really, uh, ‘missed the boat’, in calling it ground power instead of “shore power.” Even motorhomes call it that and they rarely go on water.
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At the previous gig, ground power was 28 VDC to run the airplane or in the case of ye olde foxe carte, to do an external power start. Shore power was 120VAC to power/maintenance charge medical equipment
 
Roger Roger said:
At the previous gig, ground power was 28 VDC to run the airplane or in the case of ye olde foxe carte, to do an external power start. Shore power was 120VAC to power/maintenance charge medical equipment
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Ohh yah, hadn't thought of that. Probably shouldn't confuse the two unless you want more airplanes to end up looking like that poor Airbus.
 
Maximilian_Jenius said:
I remember seeing one of the above mentioned for the first time, one winter morning. I was in the terminal and the engine blew black then a whole hell of a lot of white smoke. The pax sitting in the terminal all started freaking out. The gate agent had to reassure everyone that it was okay and routine.
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Usually black smoke isn’t good. The 75 P&W belches out a ton of white smoke when it’s cold out. So much that if I’m glancing back that way I can see it. As far as ground power goes I’m not electrician so idk what causes them to catch fire. I know we had a lot that would cause the lights to flicker on the CRJ. I’d have them disconnect it.
 
derg said:
Could you imagine? ZAP!!
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If memory serves Lears are DC airplanes, the plug for the GPU is a 2"X 4" hole under the left engine, and the STC's for a stretcher required the installation of an inverter (or two) to power the life support equipment. AC airplanes are different and the plug and cables are much heavier. In either case the connectors can't easily be installed upside down or backwards, to F that up would require a lot more work than doing it right. But I've witnessed unintended mistakes like that before.
 
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