UPS MD-11 crash at SDF

DE727UPS said:
They did say the bell started 37 secs after takeoff power was set. That's a LONG takeoff roll. Juan Brown ran a simulation at the same weight and it looks like it came on right after V1 (not sure what sim he used). But 37 seconds would take you past V1, even heavy, I would think.
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I’ve always sort of wished that time to V1 was a thing routinely calculated, as it is probably the most accurate way to measure degraded acceleration.
 
Pilot Fighter said:
Did UPS and FedEx ground their fleets before or after the Boeing advisory?

With an engine left resting on the side of runway, I’m surprised Boeing didn’t act immediately instead of increasing their liability. Have MD-11’s ever seen a Boeing MRO?

Boeing recommending D-checks on every MD-11 could be the final straw.

767 production was scheduled to end in 2027, it looks like new orders will keep the line open beyond 2027.
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Technically it will also keep going on the KC-46 production line till the AF gets all their contract orders.
 
Autothrust Blue said:
I’ve always sort of wished that time to V1 was a thing routinely calculated, as it is probably the most accurate way to measure degraded acceleration.
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It used to be a thing back in the day of water injected turbojets. On the B-52 up through the G model, and on the A-model KC-135, the Navigator would hack a clock when the brakes were released from the static runup and the water injection was started. To know both if an abort was needed before V1 and to time out the expiration of the desalinized water tank onboard.
 
The found the FDR and CVR. I’m guessing the pylon being attached to the departed engine and something they saw in the initial FDR readout forced their hand to ground it.
 
Autothrust Blue said:
I’ve always sort of wished that time to V1 was a thing routinely calculated, as it is probably the most accurate way to measure degraded acceleration.
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Only airplane I’ve ever done this in, but in the T-45, we calculated line speed checks on the takeoff roll. It’s been so long i cant remember any of the details, but it was something like “at the 5 board you need to be at XXX knots to continue” kind of thing. I guess maybe the 1/4 mile trap version of what you are saying
 
Additional engineering analysis to be performed. Be interesting to see what that will eventually entail, and whether or not it will be cost effective for a nearly 35 year old airframe of which there are only roughly a little more than 50 flying.
 
MikeD said:
Additional engineering analysis to be performed. Be interesting to see what that will eventually entail, and whether or not it will be cost effective for a nearly 35 year old airframe of which there are only roughly a little more than 50 flying.
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Easy there. No need to talk about her like that.
 
Autothrust Blue said:
I’ve always sort of wished that time to V1 was a thing routinely calculated, as it is probably the most accurate way to measure degraded acceleration.
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Dassault uses a calculated minimum G and during takeoff displayed a G meter during takeoff for an acceleration check once T/O thrust was set. At least for the EASy 900.
 
mikecweb said:
If there was a replacement it woulda been parked 10 years ago.
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And it's not from lack of trying on Boeing's part either. They would want nothing more than to sell the replacement. One day while sitting at my desk in the Airport Compatibility group I get asked to make a drawing of the ramps at MEM and SDF, re-pitching every Group IV wingspan parking spot for Group V, then stick a 777F there and see how many spots they would lose. If I had time they also wanted the smaller hubs like IND and ONT. Apparently it was in support of a sales campaign to replace the MD-11. Then they asked me to lay out the regular ramps but everywhere an MD-11 could park, put a 767-400. I did a double take. A 767-400, that hasn't been in production since 2005, not -300F? My lead engineer confirmed that he did not stutter. Some crazies much higher up were willing to offer a 767-400F, re-engined with GEnX engines, if they could get FDX and UPS to commit to get rid of the MD-11s. Something about having a closer cargo capacity and the -300F being too small. I did the study but it ultimately went nowhere. Either they didn't get interest or figured spending all that design capital for such a niche product wasn't worth it even if they could sell it 1:1. Although I'm sure Southernjets would have ordered 100 if they offered a passenger version, they love a niche, orphaned aircraft that nobody else wants.

Sorry to derail the discussion on this tragic incident. It hit me hard too, and today was my first day back on a trip after it happened, but this anecdote suddenly popped into my mind seeing all the MD-11 replacement talk.
 
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