Benjamin A. Gorman
“What a day this is going to be!” I thought as I sat down and began to re-check the instruments. “First time that I get to work on this aircraft; first time that I get to fly with this crew; first time that I am making this flight course. Nervous? No! And an F.A.A. inspector is on board as well”.
It is hard to concentrate as the preflight checklist continued between the captain and the co-pilot . . . .“flight and navigation instruments”.
“Check,” the co-pilot responded.
“Flaps,” the captain asked? “Set,” said the co-pilot.
“Fuel” . . . .“Set.”
“Controls” . . . . “Checked, lights off”.
“Warning lights” . . . .“All off”.
As the flight engineer, I had completed the preliminary cockpit and preparations checks before they had boarded the plane. There jobs seemed easy—just navigate the craft, communicate with the control tower and fly this plane. My responsibilities included monitoring the electrical and hydraulic systems, checking the pressures and fuel, and communicating with the airline company’s maintenance and dispatch. It seemed that I had more than enough to do.
The 195 passengers on board would not be getting off the ground, if my calculations were not correct. I had figured the V-1 or needed take off speed, 130 mph, based on the runway length, total weight of this Boeing 272 plane and the air density. We would have 2, 000 feet of runway to get up the 130 mph needed to lift the 178, 000 pounds of aircraft and under 30 seconds to reach V-1 or abort the takeoff.
My thoughts were interrupted by the Control Tower, “United 405 cleared for take off, runway 311 left”. The captain acknowledged and we began to roll. I held my breath.
“Gear up,” the captain said suddenly.
I realized that we were airborne. The co-pilot pulled the gear handle into the up position which retracted the wheels. Next the flaps were retracted.
“United 405 contact Departure Control,” the Tower announced.
“Roger, 405 switching. Announce to Departure Control, United 405 climbing through 1,200 feet”.
“Roger 405, radar contact, climb to 31,000 feet, turn left to heading 280’ and proceed on course,” Departure Control directed us.
“Roger, climbing to 31,000 feet to intercept course,” the captain responded.
The captain told me to turn off the seat belt sign and to welcome the passengers as he switched over to the automatic pilot and reached for a cup of coffee. In my best voice, I said over the intercom, “Welcome aboard United 405 from J.F.K. to O’Hare International Airport, Chicago. We will be cruising at 31,000 feet, at about 560 mph and our flight time is estimated at one hour and thirty minutes”.
Everything was going smoothly. We were 45 minutes into the flight, about half way, nearing Cleveland, Ohio. “This F.A.A. inspector will be impressed,” I said to myself.
Then it happened!
Engine fire! A red fire warning light began to flash. A loud, signal bell rang. Number three engine firelight came on.
Immediately the captain moved the throttle to idle, shut off the engine ignition, pulled the handle that stopped fuel to the engine, and pushed the Bottle Discharge button which sent freon gas into the engine to extinguish the fire.
The lights still flashed; I had to stay calm.
The captain stopped the tilting of the plane by pushing in the rudder pedal and was able to maintain course. The copilot was in contact with Cleveland Traffic Center. Emergency procedures ran through my mind.
The captain pushed the second Bottle Discharge button . . . “Fire out.”
“Cleveland Center, United 405, fire under control, request clearance to land, emergency equipment to stand by,” the co-pilot’s clear voice said.
“Roger United 405, turn to heading 300’ and headings into Cleveland, descend to 10,000 feet,” said the Traffic Controller.
I was busy figuring our approach speed, altimeter settings, flap requirements for a two engine landing, as well as, tuning in the local weather and talking to our dispatcher. In the background, I heard “ . . . clear for approach to runway 5;” . . . “Flaps 2 degrees, gear down, final descent checklist; “ . . . “Good luck”.
The wheels touched the runway; we were on the ground.
I was the first to emerge from the flight-out-door and climbed the eighteen stairs to the floor. “What a ride,” I said under my breath as my eyes became adjusted to the light in the flight simulation building. These simulated tests here in Denver, Colorado are always pressure filled, but a necessary part of my job. Over my shoulder, I heard the F.A.A. inspector say, “Nice ride, I’m satisfied with this performance”.
“Nice ride,” I repeated and headed for the debriefing room.
* * *
After reading the story, answer the questions below. Choose the best answer from the choices given.
1. The destination of United 405 was?
-
____
A. J.F.K., New York
-
____
B. O’Hare, Chicago
-
____
C. Cleveland, Ohio
-
____
D. Denver, Colorado
-
2. Who is responsible for calculating the needed take off speed?
-
____
A. Pilot
-
____
B. Co-pilot
-
____
C. Engineer
-
____
D. Inspector
-
3. On a Boeing 727, there are how many engines?
-
____
A. One
-
____
B. Two
-
____
C. Three
-
____
D. None of the above
-
4. When an engine is lost, which of the following does not happen?
-
____
A. Fire light comes on
-
____
B. Plane goes off course
-
____
C. Warning bell sounds
-
____
D. Loss of cabin pressure
-
5. The word “simulation” means?
-
____
A. Pretend
-
____
B. Real
-
____
C. At the same time
-
____
D. Kind of a building
