Sensitive Viewing - Close Calls

[USCREW]

January 1989: Fire in the cockpit, MD-80, 13 minutes inflight due to battery above nosegear melting. Landed in BUF, no injuries.
May 1989: Slow decompression, 757, crew went to hospital with hypoxia.
Last week: All-Nighter crew in van crash in MHT, one hurt.

 

[HPearlyretiree]

I was on our last 747 that we had in the fleet, going HNL-PHX.

We took off, and about 30 minutes later had to return, as the main gear doors wouldn't shut. Given the dodgy nature of our 747's it was a bit scary and we had a pretty rough landing. We all got off, got back on 3 hours later, sat for an hour, then they cancelled. I got home on another airline the next day, but the plane had the same problem the next night, and ended up spending 4 days down in HNL, and as it was our only 747 left, lots of cancellations.

Also, once flying into SAN I saw a large quantity of oil splattering on my window on final. It alarmed a few folks, myself included. Then I noticed that the oil didn't smear and that it dried. Turns out it was coffee, the FA poured it into the sink and it sprayed out all over the plane. I felt sorry for the pax in SAN going on the next flight, as the pilots and ground crew were all walking around the plane pointing out the black stains. 🙄

 

[N903AW]

On Feb. 16, 1999 I was working an A320 flight from EWR to CMH. Problems began when landing gear was lowered and, following a control tower "fly-by" for gear inspection, we were notified our nosegear was turned 90 degrees sideways - just like the JetBlue plane awhile back that was televised landing at LAX.

We had 5 minutes to prepare the cabin for an emergency landing. This was not a difficult task due to a light passenger load. On landing we blew the nose gear tires immediately upon contact with the runway and proceeded to tear up the rims until we came to a full stop. Because of ineffective communication between plane and tower and plane and fire/rescue crews at the aircraft, the decision to evacuate was made by the Captain after seeing excessive smoke outside the FD window. We evacuated everyone from overwing exits/slides per the Captain's pre-landing instructions.

Later our crew received the highest marks and kudos from the NTSB for planning and performance in this particular emergency in a comprehensive evacuation study. Nice to get the recognition, but hope to never have this experience again! In the 20 years that I have been in this business that is the only "emergency" that I have ever personally been involved in.

 

[Fly4Free]

On Feb. 16, 1999 I was working an A320 flight from EWR to CMH. Problems began when landing gear was lowered and, following a control tower "fly-by" for gear inspection, we were notified our nosegear was turned 90 degrees sideways - just like the JetBlue plane awhile back that was televised landing at LAX.

We had 5 minutes to prepare the cabin for an emergency landing. This was not a difficult task due to a light passenger load. On landing we blew the nose gear tires immediately upon contact with the runway and proceeded to tear up the rims until we came to a full stop. Because of ineffective communication between plane and tower and plane and fire/rescue crews at the aircraft, the decision to evacuate was made by the Captain after seeing excessive smoke outside the FD window. We evacuated everyone from overwing exits/slides per the Captain's pre-landing instructions.

Later our crew received the highest marks and kudos from the NTSB for planning and performance in this particular emergency in a comprehensive evacuation study. Nice to get the recognition, but hope to never have this experience again! In the 20 years that I have been in this business that is the only "emergency" that I have ever personally been involved in.

I did a takeoff, flyover and emergency landing in PHX. On takeoff, I had an engine fire and then the engine failed. One minute later the other engine failed. I ended up gliding into a tree but thankfully that was on the new Flight Simulator X game. (Whew.)

Any landing you can walk away from is a good landing, right???

 

[N924PS]

On Feb. 16, 1999 I was working an A320 flight from EWR to CMH. Problems began when landing gear was lowered and, following a control tower "fly-by" for gear inspection, we were notified our nosegear was turned 90 degrees sideways - just like the JetBlue plane awhile back that was televised landing at LAX.

We had 5 minutes to prepare the cabin for an emergency landing. This was not a difficult task due to a light passenger load. On landing we blew the nose gear tires immediately upon contact with the runway and proceeded to tear up the rims until we came to a full stop. Because of ineffective communication between plane and tower and plane and fire/rescue crews at the aircraft, the decision to evacuate was made by the Captain after seeing excessive smoke outside the FD window. We evacuated everyone from overwing exits/slides per the Captain's pre-landing instructions.

Later our crew received the highest marks and kudos from the NTSB for planning and performance in this particular emergency in a comprehensive evacuation study. Nice to get the recognition, but hope to never have this experience again! In the 20 years that I have been in this business that is the only "emergency" that I have ever personally been involved in.

You must have been low on gas to only have 5 minutes to prepare the cabin. Especially on EWR-CMH segment.

Another thing to consider when accepting "target VFR arrival fuel" for dispatch. Those minutes go by in a hurry when working a problem such as you experienced.

 

[N903AW]

You must have been low on gas to only have 5 minutes to prepare the cabin. Especially on EWR-CMH segment.

After circling for approximately 30 minutes outside of Columbus while the pilots were trying to pinpoint the problem, the first go around when the real problem was discovered by the tower, and then a second fly-by for full inspection we were on the low side for fuel by the time we actually landed.

Because that particular day had clear blue skies throughout the northeast and unseasonably warm temps for February, we did not require additional fuel for anything predictable such as weather or ATC delays.

 

[REACC1]

I've got two that stand out.
A NW DC-10 severe turbulance, to HNL, put a Flight attendant into the ceiling, med evac (neck) I had to tighten my seat belt to keep myself in my seat. I was floating. Cat III inspection on return I belive.
Another was a return to MIA to PUC on AA. Fire trucks following us down the runway as we returned. ....spooky.




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