FedEx MD11 booboo in FLL?

higney85 said:
If someone has bigger than a 38" waist, I'm going first. The measurements on all the crj models line up as that being the point of blockage. Hope to never have to tell somone, "hey, I'm the captain, and we are evacuating, but this hatch will only prop you up like a skewer shoved up your ass in a rotisserie". We can totally say ass here. Not trying to discriminate or be ugly, but that's the math.
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I told a captain exactly that at ASA. Told him if we had to go out the hatch I was going first and I'd help pull him through. If he got in front of me, I wasn't going to push him through, I was gonna pull his ass back in and step on him on the way out.

He asked me, "Are you saying I'm too big?"
I told him, "No, you're too fat!"

Bought him a beer on the overnight to make up for hurting his feels.
 
TurdBird said:
I was told the Battalion Chief happened to be outside the bay doors and saw the crash happen.

Something else to keep in mind, a day later and it would have been one year to the day of the Dynamic Air fire also at FLL.
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FLL sure has been getting their work cut out for them indeed.

Cptnchia said:
I told a captain exactly that at ASA. Told him if we had to go out the hatch I was going first and I'd help pull him through. If he got in front of me, I wasn't going to push him through, I was gonna pull his ass back in and step on him on the way out.

He asked me, "Are you saying I'm too big?"
I told him, "No, you're too fat!"

Bought him a beer on the overnight to make up for hurting his feels.
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Get him a can of Slim Fast too? :)
 
Hey, who does that burned-out MD-10 over there belong to?

I'm not sure...it doesn't seem to have a company name on it, so...

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Troy McClure said:
Lets be even more honest...at least half the CAPTAINS flying RJs would not fit.......
I am a big guy but I have flown with bigger and I always look at that hatch (or window) and say to myself...Im goin first...!
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I can fit through that hatch, and I'm going out the door if I can.

I hate how the windows don't open.
 
All the airlines run the paint crews out to cover accident aircraft logos and such, even though the livery gives it away immediately.
 
MikeD said:
All the airlines run the paint crews out to cover accident aircraft logos and such, even though the livery gives it away immediately.
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Which is funny in the 21st century. Even if someone didn't know who it was, a quick google search of "plane crash in FLL" would probably yield the video with the logos uncovered.
 
ian said:
they even did that to the one that burnt in memphis many years back.
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MikeD said:
All the airlines run the paint crews out to cover accident aircraft logos and such, even though the livery gives it away immediately.
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Well it is to those of us in the biz, but "Joe six pack" probably wouldn't know who the aircraft belongs to.
 
Last edited:
This was released by the NTSB about 2 weeks ago:

WASHINGTON — The National Transportation Safety Board issued investigative updates Tuesday as part of the agency’s ongoing investigation of a 737 runway excursion at New York LaGuardia and an MD-10 freighter accident in Fort Lauderdale, Fla., both of which happened in late October.

FedEx MD-10 Landing Gear Failure
FedEx Express flight 910, a McDonnell Douglas MD-10-10F (registration N370FE) experienced left main landing gear collapse and subsequent fire in the left wing after landing on runway 10L at Fort Lauderdale–Hollywood International Airport, Fort Lauderdale, Florida, Oct. 28, at about 5:51 p.m. The airplane came to rest on the side of runway 10L. The two flight crew members evacuated the airplane via the cockpit window and were not injured. The airplane was substantially damaged. The cargo flight originated from Memphis International Airport, Memphis, Tennessee.

Initial findings include the following:
  • The airplane was manufactured in 1972 and configured for passenger service. It was converted to a DC-10-10F freighter in 1999 and further modified to an MD-10-10F in 2003. It had accumulated 84,589 total flight hours with 35,606 total flight cycles at the time of the accident.
  • Investigators retrieved the flight data and cockpit voice recorders shortly after arriving on scene. The recorders were transported to the NTSB recorders lab for download. Both recorders contained good quality data.
  • Preliminary information from the flight data recorder indicates the touchdown of the airplane appeared normal and the airplane rolled on the runway for about 12 seconds before the left main landing gear collapsed.
  • After the left gear collapsed, the left engine and left wingtip contacted and scraped the runway, rupturing fuel lines and the left wing fuel tank. Fuel from the left wing ignited as the airplane rolled down the runway. The fire continued to burn after the airplane came to rest, resulting in fire damage to the left wing. The fire was extinguished by airport fire and rescue.
  • The NTSB, with assistance from investigative party members and Ft. Lauderdale-Hollywood International Airport, documented runway damage and debris on the runway. The first damage to the runway occurred at about 3,750 feet from the runway 10L threshold. The airplane came to rest about 6,600 feet from the threshold.
  • Both members of the flight crew were interviewed in the days following the accident. They reported a stabilized approach to the airport and no anomalies with the gear retraction or extension during the accident flight.
  • Investigators completed the examination of the airplane and identified several parts of the left main landing gear for further examination. Those parts were transported to the NTSB lab for metallurgical examinations focusing on detailed characterization of the left main landing gear fracture surfaces.

The NTSB team completed their on-scene work and will continue further examinations of recovered parts and recorded information at the NTSB laboratories in Washington. FedEx Express, the Air Line Pilots Association, Boeing, and the FAA have been named parties to the investigation.

The investigation dockets for each event, containing factual group reports and other investigation-related material, will be opened at a future date. Additional information will be released as warranted.
 
Hacker15e said:
  • Both members of the flight crew were interviewed in the days following the accident. They reported a stabilized approach to the airport and no anomalies with the gear retraction or extension during the accident flight.
  • Investigators completed the examination of the airplane and identified several parts of the left main landing gear for further examination. Those parts were transported to the NTSB lab for metallurgical examinations focusing on detailed characterization of the left main landing gear fracture surfaces.

The NTSB team completed their on-scene work and will continue further examinations of recovered parts and recorded information at the NTSB laboratories in Washington. FedEx Express, the Air Line Pilots Association, Boeing, and the FAA have been named parties to the investigation.

The investigation dockets for each event, containing factual group reports and other investigation-related material, will be opened at a future date. Additional information will be released as warranted.
Click to expand...

 
Hacker15e said:
This was released by the NTSB about 2 weeks ago:

WASHINGTON — The National Transportation Safety Board issued investigative updates Tuesday as part of the agency’s ongoing investigation of a 737 runway excursion at New York LaGuardia and an MD-10 freighter accident in Fort Lauderdale, Fla., both of which happened in late October.

FedEx MD-10 Landing Gear Failure
FedEx Express flight 910, a McDonnell Douglas MD-10-10F (registration N370FE) experienced left main landing gear collapse and subsequent fire in the left wing after landing on runway 10L at Fort Lauderdale–Hollywood International Airport, Fort Lauderdale, Florida, Oct. 28, at about 5:51 p.m. The airplane came to rest on the side of runway 10L. The two flight crew members evacuated the airplane via the cockpit window and were not injured. The airplane was substantially damaged. The cargo flight originated from Memphis International Airport, Memphis, Tennessee.

Initial findings include the following:
  • The airplane was manufactured in 1972 and configured for passenger service. It was converted to a DC-10-10F freighter in 1999 and further modified to an MD-10-10F in 2003. It had accumulated 84,589 total flight hours with 35,606 total flight cycles at the time of the accident.
  • Investigators retrieved the flight data and cockpit voice recorders shortly after arriving on scene. The recorders were transported to the NTSB recorders lab for download. Both recorders contained good quality data.
  • Preliminary information from the flight data recorder indicates the touchdown of the airplane appeared normal and the airplane rolled on the runway for about 12 seconds before the left main landing gear collapsed.
  • After the left gear collapsed, the left engine and left wingtip contacted and scraped the runway, rupturing fuel lines and the left wing fuel tank. Fuel from the left wing ignited as the airplane rolled down the runway. The fire continued to burn after the airplane came to rest, resulting in fire damage to the left wing. The fire was extinguished by airport fire and rescue.
  • The NTSB, with assistance from investigative party members and Ft. Lauderdale-Hollywood International Airport, documented runway damage and debris on the runway. The first damage to the runway occurred at about 3,750 feet from the runway 10L threshold. The airplane came to rest about 6,600 feet from the threshold.
  • Both members of the flight crew were interviewed in the days following the accident. They reported a stabilized approach to the airport and no anomalies with the gear retraction or extension during the accident flight.
  • Investigators completed the examination of the airplane and identified several parts of the left main landing gear for further examination. Those parts were transported to the NTSB lab for metallurgical examinations focusing on detailed characterization of the left main landing gear fracture surfaces.

The NTSB team completed their on-scene work and will continue further examinations of recovered parts and recorded information at the NTSB laboratories in Washington. FedEx Express, the Air Line Pilots Association, Boeing, and the FAA have been named parties to the investigation.

The investigation dockets for each event, containing factual group reports and other investigation-related material, will be opened at a future date. Additional information will be released as warranted.
Click to expand...
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