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FedEx 1406, AIRCRAFT ACCIDENT REPORT IN-FLIGHT FIRE/EMERGENCY LANDING, FEDERAL EXPRESS CORP., DC-10-10, N68055, NEWBURGH, NY, SEPTEMBER 5, 1996
FedEx 14, NTSB AIRCRAFT ACCIDENT REPORT, CRASH DURING LANDING, FEDERAL EXPERSS CORP., MD-11, N611FE, NEWARK INTERNATIONAL AIRPORT, NEWARK, NEW JERSEY, JULY 31, 1997
FedEx 87, JTSB Aircraft Accident Investigation Report, FEDERAL EXPRESS CORP., MD-11, N581FE, SUBlC BAY INTERNATIONAL AIRPORT, PHILIPPINES, OCTOBER 17,1999
FedEx 1478, NTSB AIRCRAFT ACCIDENT REPORT, Collision With Trees on Final Approach, Federal Express Corp., B-727-232, N497FE, Tallahassee, Florida July 26, 2002
FedEx 647, NTSB AIRCRAFT ACCIDENT REPORT, Hard Landing, Gear Collapse Federal Express Corp., Boeing MD-10-10F, N364FE, Memphis, Tennessee December 18, 2003
FedEx 80, JTSB AIRCRAFT ACCIDENT INVESTIGATION REPORT: CRASH DURING LANDING, FEDERAL EXPRESS CORP., MD-11F, N526FE, NARITA INTERNATIONAL AIRPORT, MARCH 23, 2009
FedEx 910, GEAR COLLAPSE AND FIRE DURING LANDING ROLLOUT, FEDERAL EXPRESS CORP., MD-10-10F, N370FE, FORT LAUDERDALE AIRPORT, OCTOBER 28, 2016
FedEx Express flight 910, a Boeing MD-10-10F (registration N370FE) experienced a 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, about 5:51 p.m. EDT. 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. The CVR Group convened last week at the NTSB recorders lab and completed a draft transcription of the event’s audio recording.
Preliminary information from the flight data recorder indicates the airplane’s touchdown 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 personnel.
The NTSB, with assistance from investigative party members and Ft. Lauderdale-Hollywood International Airport personnel, documented runway damage and debris on the runway. The first damage to the runway occurred about 3,750 feet from the runway 10L threshold. The airplane came to rest about 6,600 feet from the threshold.
Both flight crew members 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. The FAA, FedEx Express, the Air Line Pilots Association, and Boeing are 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. (SOURCE: NTSB)