😢😢

I deliver packages for one of FedEx's competitors (on the ground); we get packages with live bugs/insects from time to time. I've never had one split open on me, but they have a distinctive smell that triggers my allergies a bit.

And where was this info… I read the complete opposite. Fire services put an active fire out upon their landing. Nothing about ladybugs lol

​@@julianbrelsfordwhat sorts of things are shipments of insects used for. All I can think of is game shows or insect repopulation?

​@@tyleremmetts5937no the ladybugs were flying the plane. The captain broke loose and declared an emergency

After those two incidents, I would NOT want to be a pilot assigned to fly this a/c… that’s some bad juju.

Wow, fascinating observation! I just rewatched the Mayday recreation of that a couple of days ago, amazing that the maneuvers that were done on that day left the aircraft fit to fly over a quarter century later!

@@CMSounds18 One could also say that this plane saved those pilots during that incident, and is a charmed aircraft.

I think they should just retire this bird

It was at EWR Saturday night, soon retired in January…

He did a great job. Here in the UK we train to avoid giving direct to places as this puts workload on the crew. A vector/heading with a distance to the field is our modus operandi.

​@@ianm408another thing that seems better in Europe is how you about frequency changes. In the US, the emergency a/c has to change frequencies all the time, like a normal flight. In many European emergencies, ATC gives a discrete frequency for that plane and all the ATCs that need to handle that a/c tune on that frequency. One more thing taken off the shoulders of the crew.

@@nod2009 in the UK it's possible for the emergency aircraft to stay on one frequency until it reaches the airfield. That's assuming it can stay in range of the transmitter for that frequency. Unfortunately, when the aircraft needs to be transferred to approach control it would need to change frequency. Where a pilot is unable to change frequency due to equipment failure then instructions could be relayed from the correct controller, but transmission range could still be a problem.

@@ianm408 The controller actually says "descend and maintain FL240" (@1:07) so I think that's pretty clear?

@@charlescahlmk he does. I must have missed it the first time. I've suitably amended my post.

What we train for.

It's just a part of the job.

In aviation you get terrified once in a while, usually during the first few years. Once you overcome these frights then things that happen later in your career, usually in larger and more capable aircraft, don’t seem to daunting.

What are they suppose to do, start balling so nobody can understand what theyre saying? WTF

It I mean not much other choice. Also, it's not like the whole plane is on fire and they're breathing in smoke and engines failing. They got a warning signal on so decided to land quickly... I mean they did well, but not like they were under fire or something

Do u know on 10.08.98 3 cabine crewmembers have taste of fire for short time in there nose? On the accident airplane? 111 is the reason why fire ore smoke = asap

yeah and they were worried about dumping fuel

The case of UPS flight 6 was so painfully close to landing despite near zero visibility through the smoke. That really showed the danger of lithium batteries

@@barrierefreies.trinken 😂 Taste of fire in nose is called a smell

It was also a cargo plane, so not one with a whole plane of people in that rollercoaster dive

@@wolphin732 reading other comments that’s nothing for this plane. This individual aircraft had been well and truly tested during a hijacking attempt in 94. I’m reading it was previously Upside down and almost broke the sound barrier.

and still flying today - unfortunately not anymore

@@lukeorlando4814 True but that doesn’t mean it’s a good idea to put the aircraft through anything close to that again

@@squares4u but what doesn’t kill you makes you stronger so this plane must be immortal

You get used to it with practice mostly.

Close your eyes and practice ETA: most of this type of audio is coming off of scanners that may not be in a good location relative to the transmissions. Notice the ground transmissions are awful on this recording, but the tower and the airplane are closest with a clear line of sight. They're not hearing what we're hearing. It's our reception that is bad.

It's not so much about hearing exactly what they're saying. You get to the point where you already know what's coming and you just fill in the blanks with the few numbers they give you.

It sounds much better on the actual ship.

I'm assuming that the OP is referencing how ATC's instructions come flying at pilot's ears at the speed of light. Vital stuff can get missed by a recreational pilot (me) if you don't ask them to S L O W L Y repeat their directives. It can be frustrating. On both ends. I NEED the info. They NEED to keep a hundred other AC safe at that same moment. However, professional pilots are "tuned in" to all the conversations. I have civies ask me how the hell I understand what Dispatch is saying on my portable radio while on scenes all the time. After years of hearing the constant chirping you can pretty much pick up (through the "corner" of your ear) info that you need without really listening. Stuckels8 is correct.

where did you get that retirement date?

@@tomjohnson3976 Just Google it. The info is out there that it will be retired by the end of this year.

Was originally slated to have been retired in 2018.

It's cursed.

I’m surprised it’s still air worthy.

That flight engineer should have had attempted mass murder charges brought against him.

Friend of mine who's an airplane mechanic at FedEx told me about that one. Damn shame to see something else bad happen to that old horse.

@@TheAlaska07 Well he did receive two consecutive life sentences.

@@feraxks I read awhile back where he was appealing and trying to get a new trial.

@@TheAlaska07 That would suck if it actually happens.

that was absolutely insane, they flew that heavy inverted to throw the attacker off.

Sadly when the time comes, the airframe won’t be saved.

Wow it's the same a/c? Damn.

That plane was flown upside down at one point. There were bloody footprints on the roof of the jet.

Didn’t Air Crash Investigation dedicate an episode to that incident?

Ha!

Pk740!

"Dang it, Bobby, didja forgit to turn off the gosh darn pro payne?"

Declaring an emergency, squawking the code, or saying Mayday are all the same thing!

@@jaywhoisit4863 They may mean the same thing, but the feeling and impact of saying/hearing mayday, as opposed to "Were declaring an emergency" doesn't quite have the same urgency.

@@HitomiNee They’re also covering protocol by using ‘We are declaring an emergency!’, I believe.

@@jaywhoisit4863 no they don’t mean the same thing. Mayday is an official call sign. “Emergency” is not. There are regulations around this stuff for a reason.

I kept waiting for it! Can’t believe I had to scroll this far to find this comment. Misleading

Smoking in the lavs is a felony. I imagine this person will be continuing their stupid habit in federal lockup.

There is a video of a girl on her first solo that had one of her landing gear wheels fall off after take-off. The tower informed her that one wheel had fallen off. She was sort of calm, but it was obvious she was quite scared. I mean, who would not be? She was talking to the tower, and circling while they were trying to get ahold of her Instructor. They finely located him, and as he talked to her you could actually hear it in her voice, how he had such a calming effect on her. She landed the aircraft just like a pro, and it only did a small amount of damage to one end of the wing that was on the ground. I always wondered if she is still flying. I would ride, with her as the pilot, without question. Although she was scared, she still continued to "fly the airplane!" I know people that would freak-out over much less.

The progress bar at the bottom of can be used as a timer

The pilots evacuated because of a "heat signature" - I guess that's info from the fire trucks looking at the plane through IR goggles, so in fact it was on fire.

@@jemand8462 A fire is not the only thing that can create an IR heat signature.

I looked it up it was a ladybug infestation that gave a false indication

there was a fire: A Fedex Federal Express McDonnell Douglas MD-10, registration N306FE performing flight FX-463 from Sacramento,CA to Memphis,TN (USA) with 3 crew, was enroute at FL310 about 40nm northwest of Tulsa,OK (USA) when the crew decided to divert to Tulsa due to a fire indication in the cargo bay. On approach the crew reported they now got an additional cargo fire alert in the aft cargo area. The crew requested runway 18L and landed safely about 18 minutes after leaving FL310. Tower reported seeing no smoke from the aircraft. Emergency services reported a heat signature prompting the crew to evacuate the aircraft. Both runways at Tulsa were closed for about 30 minutes while emergency services put the fire out. Tower advised other aircraft on approach that the airport was closed to an evacuation on the runway, the Fedex aircraft was actually on fire. Tulsa Fire Department reported the crew evacuated safely, both runways were closed for about 30 minutes. The aircraft was towed to the cargo apron soon after the fire was put out. A number of aircraft decided to divert as result. The occurrence aircraft is still on the ground about 19 hours after landing.

@@df446 well, of course not, it could also be a nuclear weapon, a star exploding, 1000 IR LEDs... but if there's multiple fire indications (which probably detect either smoke or CO or both) AND the firefighters see a heat signature, the by far most probably cause is in fact a fire. If you hear horses, it's probably horses, not zebras.

Mentour Pilot, as well

@@barbaraperry5023 I agree

@@barbaraperry5023 I recommend reporting Mentour Pilot and other channels for spam because you don't know what he's even going on about

N306FE is still flying around at MEM currently. It looks like whatever damages there were had been repaired.

@@Wheninflight There was no damage, and no fire. They had ladybugs on board, which escaped and caused a false alarm for the cargo area fire.

@@davek12 bright red bugs.... hahahaha :) now that is a funny part... and would have had everyone laughing in relief

Standard practice

@@Mrclean431 cool!

You must be new?

It's just a hang over term. It's not like adnults really believe in a man in the sky. They're to busy doing human work.

@@morbidmanmusic oh really? Well this internal medicine physician who is very "adult," and extremely well studied in the natural sciences, ranging from cell and developmental biology, microbiology, genetics , oncology, physiology,immunology, evolutionary biology, biochemistry, organic chemistry, immunology, pathology, pharmocology, the list goes on and on, as well as being well studied on physics and math, having indulged in linear algebra for fun, and who computer programs as a hobby, and follows most recent advancements and studies in quantum physics, who does "human work" on a more than daily basis, including caring for the sick and dying during a pandemic and raising children, is fully convincedof the "man in the sky."

FedEx Express has some of the most advanced fire suppressant systems available. There are probes on rails on the cargo holds ceilings which will puncture into a cargo can and fill it with fire suppressant. It’s really quite amazing.

Lower cargo hold has a fire suppression system. Only the MD11 has the main deck suppression system described by Rob

Not all fires can be put out with fire suppressant systems. Lithium batteries is one example

@@JohnDoe-bd5sz they have special areas in those planes for them with those types of chemicals to get them out

AM radio is entrenched.

I was thinking the same, but the voice from the aircraft was clear so maybe the problem was with the receiver who records these? Maybe the party doing the recording had a short antenna or something like that even though the airplane was able to hear the atc fine.

Yes I’m always appalled by the analog radio. You’d also think that they’d get stuff like ground level air pressure automatically over some kind of digital radio.

@@Mike-oz4cv station pressure is constantly changing. There is an automatic system that constantly transmits on a different band, but ATC repeats station pressure specifically because it is one of the few bits of information that could actually crash an airplane.

These recordings often are made by people who live near the airport and just have a recording/stream running 24/7. The pilots and ATC usually have much clearer audio than the antennas that are often set up in people's back yard. If you note, once the aircraft lands, the audio from the aircraft is almost all static. This is because the recording was not actually made at the tower, but somewhere nearby instead. The tower likely had perfect reception since they have direct line of sight to the aircraft on the ground and are very close.

FedEx doesn't ship Amazon packages.

yes they do for international orders. Carriers are assigned depending on the destination country

The actions you described are perfect for light aircraft, but might be worth listening again to what ATC actually cleared them for. Initial descent clearance was to 240 then 180 then 160 all without being prompted by the crew for further desc. (imagine how many potentially conflicting aircraft were at lower levels this close to Tulsa) Tracking clearance was “cleared right turn ‘direct’ Tulsa intl” then once crew readback ATC immediately asked “ Would you like a certain heading to get you into Tulsa” Crew also declared an emergency on initial contact with centre and never downgraded to an urgency, meaning they knew they could have asked for or done whatever they needed to get down asap. ATC would simply have made it work for them. Unsure exactly their cruising level when they got the warning, but even from initial desc clearance of 24k they likely needed those northerly track miles to get down to a reasonable intercept altitude and fly a somewhat stable appch post checklists etc. I say this only so you know it’s a somewhat thoughtful reply, I’m 10 years on wide bodies and there’s no way they could have tracked for a direct final from 30k feet for runway 18… All to simply say, ATC did a stellar job - as did the crew..

And just a footnote - a visual approach is not something that will typically make your day easier if your call sign ends in ‘heavy’ 🤣🤣

There’s a procedure for the 777 freighter where you descend and fly at 25,000ft which allows the fire suppression system to depressurise the main deck to attempt to subdue the fire. At about 60 miles to the runway you commence a rapid descent and slow to your approach speed for landing. “Heavy” planes can’t descend and slow at the same time.

@@Turrbo10 Yeah, my comment, which I've edited heavily now, was from my ignorant view of only having flown light GA aircraft. I am curious and enjoy learning, though. "Heavy" means above max. landing weight, correct? Why would a visual approach be avoided if heavy? Landing "heavy" is safe if the pilot is light and careful during touchdown, correct?

@@EdOeuna Ok, great, I'm learning! My original comment is from my experience of only flying light GA aircraft, so I'm ignorant of large jet procedures. So, a "heavy" can't descend and slow simply because it's weight causes acceleration whilst descending?

It burned up quickly after landing

@@zippitydoohdangtwang You still believe the moon exists?🤡

Yes we should but the airframe is 50 years old and it was impossible to implement it back then and just not worth the cost to re fit it today.

Cameras don't show everything. The detectors are sufficient (and in many respects better, detecting temperature rises rather than visible flame or smoke) to indicate a (potential) problem, and either deal with it or get on the ground. Adding more (like cameras) is just more weight and another potential source of failure. Look up Swissair 111 - a nice shiny entertainment system, nobody expected the additional wiring to kill so many.

Why? Frankly, the most important thing in case of a fire is keeping your cool and evacuating. Unless you could get to the fire to attempt to put it out (and they can't, those planes are packed), the assumption that it's just a false indication but that you need to land because you can't prove that IS the fastest way to get the plane on the ground and evacuated. Cameras would waste time and money, and probably get people killed.

It can take over 50 miles for an emergency descent without overspeed that could rip the wings off... As much as you want to point the nose down 30 deg, it just doesn't work.

@@fhuber7507 As I mentioned below a 360 during the descent to lose altitude would take less distance. I think perhaps they were being vectored to the active runway which was probably 360/000 but then asked for 18L to which they got vectored.

Whether flying a spiral or other pattern, the descent rate is constrained by time which is asap... continually dropping altitude to capture the glide slope is what controllers were doing... using available space.

I had a fire on a small GA Aircraft once (alternator/generator on a C172 and spread from there) and every second seems like an eternity but you can get yourself killed just as easy or easier by rushing and pushing the airframe.

They WANTED 18L because they needed the extra turn to lose altitude bro.

Been flying my entire adult life. Other than dealing with bad weather or emergencies, I'm far more comfortable in a plane than being in close formation with idiots on the highways.

I agree, but the problem is finding a place to park and get checked in, etc.

Bugs (ladybugs I think) got loose and caused a false reading on sensors.

@@mikekrausetulsa6452 Well at least it wasn't like that poor UPS flight near Dubai. Those poor souls were doomed from the beginning.

well the "REAL_ATC" says "Emergency crews at the airport are scrambled and air traffic controllers work to bring the flaming aircraft down." so I don't think this channel would blatently lie to create a narrative would they? You would think we would have seen video of the aircraft burning up as it approached Tulsa, or burning up on the ground. Perhaps there is a new definition for "FLAMING" that we are just not aware of?

The flaming vibrators.

@@MrPomelo555 They were a great band. Most people will have heard their second album "They Don't Like It Up 'Em", but I think their first album "If It Ain't Nasal, I Ain't Buying It" was the best.

@@merseyviking wow. I remember. I saw they reunited and dropped a single on Spotify called “The Pomelo Ankle Grab”

@@dystopian.. It is a good track, but I miss Dirk Spanker on bass.

@@merseyviking ya. Totally agree. Man could he slap it

Or a high jacking……

To be fair, also one of the most scary things that can happen to anyone anywhere.

​@@SeanMirrsen True considering it doubles in size every minute. Hopefully one day someone will create fire suppression systems for aircraft, cars, boats and homes. Once it senses flame it gives a loud audible warning/sound and then sprays foam where it senses the intense heat. Even if it doesn't put it completely out it would at the least buy you some extra time to get out to safety.

Because the plane was at around 30,000ft when the alert went off. Takes a while to loose altitude.

That is what it says on Aviation Safety Network. However, the Fox News source linked from the ASN report does not say that and all other sources I have found say there was a fire, the only exception being a post on Reddit.

@@prh47bridge Agree. I wonder how ASN got it wrong. I'm just a 172 driver with a thousand hours but if I have smoke I want to be on the ground immediately without hesitation and troubleshooting. We can talk about that later.

Or blessed -- just think of how many incidents this bird has *survived*.

indication

It would let it spread by wasting time.

So was the third soul on board a jump seater

When we first operated the MD10 the flight plans were filed as a MD10 but I understand there were some problems with international flight plans. The decision was made to file the flight plan as a DC10 even though we were flying a MD10.

Possibly to help the pilots anticipate with the emergency max decent

It is crucial that the altimeter be set to the correct value for most RNAV approaches.

Any time you are cleared below FL180 you will receive a current altimeter setting.

That number is not the altitude. That’s the atmospheric pressure they need to set into their barometric altimeter, so it gives them the right altitude.

@@Aerostar509 yes, but at the time they were cleared TO FL180, and given the altimeter, 29.86 mmHg. Below 29.92, there IS no FL180 because a plane at FL180 is below 18,000 feet if actual pressure is below standard.

See Mathias Sphincter commentary.

it is usually the Brits who can't fathom someone doing something a different way than they would. "Declaring an emergency" gets the attention of any air traffic controller

There's always someone crying about that...

ATC likely declared it for them.

It is kinda stupid to be honest. Mayday is the internationally accepted standard. We already have to use your freedom units in aviation, we don‘t need the weird made up radiowork.