But did you die?

A1TAPE said:
Nonexistant? I thought most planes cargo holds had firex bottles.
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Some corporate aircraft do as well, a Falcon 50 or 900 have 6 different fire bottles. And sometimes as many as 4 portable fire extinguishers as well a specialized bag and gloves to put a laptop or other mobile device into in the case of one catching on fire in the cabin. In the large cabin Gulfstreams I think the procedure says to descend to 10,000', depressurize, open the baggage door and toss the bag out. Sounds like a pretty exciting ride.
 
knot4u said:
Some corporate aircraft do as well, a Falcon 50 or 900 have 6 different fire bottles. And sometimes as many as 4 portable fire extinguishers as well a specialized bag and gloves to put a laptop or other mobile device into in the case of one catching on fire in the cabin. In the large cabin Gulfstreams I think the procedure says to descend to 10,000', depressurize, open the baggage door and toss the bag out. Sounds like a pretty exciting ride.
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That Gulfstream procedure always cracks me up. I hope it'd work, but man, it didn't sound like the safest procedure...
 
A1TAPE said:
Nonexistant? I thought most planes cargo holds had firex bottles.
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The 747F has no real main deck fire suppression. All it does is depressurize to 25k. Which does nothing at all against certain classes of fires. Those are the type we're most likely to have.
The lower cargo has halon.
 
Stone Cold said:
That Gulfstream procedure always cracks me up. I hope it'd work, but man, it didn't sound like the safest procedure...
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The engineers in Savannah say it's safe, and they've tested it, it's the "truth". Nose down from 49,000' trying to not overspeed while someone in the cabin has a pizza delivery bag that's on fire with oven mitts holding it is trying to keep everyone calm, climb to the back of the cabin, open the door to the lav and then the door to the baggage. And then wait for some signal to open the door to the outside world while in flight, something that would go against the instinct of a normal human. Like I said it would probably be memorable for everyone involved.

Edit: If I was in that situation I'd do everything I possibly could to get out of it, at least Gulfstream provides some guidance.
 
knot4u said:
The engineers in Savannah say it's safe, and they've tested it, it's the "truth". Nose down from 49,000' trying to not overspeed while someone in the cabin has a pizza delivery bag that's on fire with oven mitts holding it is trying to keep everyone calm, climb to the back of the cabin, open the door to the lav and then the door to the baggage. And then wait for some signal to open the door to the outside world while in flight, something that would go against the instinct of a normal human. Like I said it would probably be memorable for everyone involved.

Edit: If I was in that situation I'd do everything I possibly could to get out of it, at least Gulfstream provides some guidance.
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Don't forget, you probably have to move bags out of the way, because we all know pax think these are BBJ's.

This is the same company that has absolutely no memory items. How'd they get away with that? You lose brakes on landing, technically you need to refer to the QRH. Hot start, QRH. Emergency descent, QRH. It's crazy...
 
Cptnchia said:
Flew in and out of RDU yesterday around 10am. From about 5000 ft to touchdown it was moderate turbulence with +/- 20 kts on final with a crosswind and 10-15 kts gust factor. FO looked at me afterwards and said, “How is that not wind shear?”
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We were the loser CR9 hanging out with SWA that morning going "we can go to GSO on no-gas-at-all and have the same wind/runway config, or try it again." (Tell me about a time you wish you'd brought more fuel and had a distant alternate for $200, Alex)

And we did, and it was sporty but safe. Thence RDU FLL RDU. Sporty indeed. "Actual" moderate.

Screaming_Emu said:
The worst part about days like that was having to go back into it for 5 legs.
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I hate that.

"I'm perfectly capable, and I'm fit. But I just don't really want to."

bike21 said:
Certainly strange at times when rude windshear voice screams at you and when it doesn't.
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I'm always surprised at what sets off the shear kit, and what doesn't; I've had a few go-arounds where my professional opinion of the conditions was "NOPE NOPE NOPE NOPE" and the airplane was perfectly content to continue, while the windshear warnings I've had have been anywhere from "that was scary" to "really? for this?"
 
Old Pete said:
I'm beginning to think that pushing the TURB button does about the same as setting the temperature on one of those hotel thermostats with the motion sensors or the "push to cross" button at a cross walk. It may make you feel like you're doing something about the problem, but it really doesnt fix much.
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Screaming_Emu said:
Sometimes it made it seem like speed mode was lazier and less accurate, which is hard to imagine.
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It makes all the modes sloppy, to be honest.
 
JordanD said:
That's right up there with "a man's man" as far as meaningless terms. People manage to suck at even highly automated airplanes. It's all about how you operate the airplane you have with the systems at hand.
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I'd prefer to equip people with a rich set of tools, including the ability to fly raw data, up to the ability to sit there and adequately monitor an autoland, and all the levels in between.
 
Autothrust Blue said:
We were the loser CR9 hanging out with SWA that morning going "we can go to GSO on no-gas-at-all and have the same wind/runway config, or try it again." (Tell me about a time you wish you'd brought more fuel and had a distant alternate for $200, Alex)
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"But the TAF shows BKN 050, you don't have to have an alternate!"

Gotta love the solid logic of "well, it's 2 minutes outside of the hour after ETA, we're not gonna give you an alternate or extra contingency.
 
JordanD said:
"But the TAF shows BKN 050, you don't have to have an alternate!"

Gotta love the solid logic of "well, it's 2 minutes outside of the hour after ETA, we're not gonna give you an alternate or extra contingency.
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They (and I) atoned for our sins on the return leg.
 
Autothrust Blue said:
We were the loser CR9 hanging out with SWA that morning going "we can go to GSO on no-gas-at-all and have the same wind/runway config, or try it again." (Tell me about a time you wish you'd brought more fuel and had a distant alternate for $200, Alex)

And we did, and it was sporty but safe. Thence RDU FLL RDU. Sporty indeed. "Actual" moderate.


I hate that.

"I'm perfectly capable, and I'm fit. But I just don't really want to."


I'm always surprised at what sets off the shear kit, and what doesn't; I've had a few go-arounds where my professional opinion of the conditions was "NOPE NOPE NOPE NOPE" and the airplane was perfectly content to continue, while the windshear warnings I've had have been anywhere from "that was scary" to "really? for this?"
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But drooonnnnnezzzzz
 
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