From: email@example.com (Robert Dorsett) Organization: Netcom Online Communications Services (408-241-9760 login: guest) Date: 13 Feb 95 01:44:21 References: 1 2 3
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In article <airliners.1995.135@ohare.Chicago.COM> firstname.lastname@example.org writes: >I had heard about a similar incident at Minneapolis, between two DC-10s. > >Apparently the pilot who was taking off had received special training >about just this feature of the 10, and rotated early, again clearing >the aircraft in his way. > >Followups to sci.aeronautics.airliners. I'd like to hear more about this >aspect of the DC-10. It's not generally thought to be a very safe >airplane, so hearing more about it would be interesting. A FedEx mechanic told me that since DC-10 the ORD disaster in 1979, reference speeds for takeoff were pushed forward a few knots, resulting in greater airspeed protection should there be another asymmetric slat retrac- tion following engine failure near V2. This results in a shallower takeoff angle, and, presumably, a longer roll-out (note that contrary to what many pilots think, there were no structural enhancements or changes to how the airplane or its systems work as a result of that crash). If the crew chooses not to exercise this protection (from news footage of KC-10s taking off for the Gulf a couple months ago, I assume the military doesn't), it gives the airplane a little bit of kinetic energy which can be traded for altitude or maneuvering capability. Very little about this bird gives me any peace of mind. >>to lift off with less runway than necessary. That characteristic actually >>avoided a runway collision in Detroit several years ago. A 727 happen to >>be crossing the runway in front of a DC-10 approaching take-off speed. The >>pilot of the 10 remembered this fact and rotated the nose and managed to >>clear the 727 by about 75 ft. Not much of a margin but the captain was >>thankful about the feature.