By Captain Shem Malmquist<\/p>\n
- \n
- June 2, 1983, Air Canada flight 797 experienced an in-flight fire.\u00a0 The first hint of smoke odor occurred at 1900 CDT.\u00a0 The crew had thought they had extinguished the fire.\u00a0 At 1907 CDT the smell of smoke returned, and just two minutes later aircraft electrical systems began to fail.\u00a0 The flight crew was able to get the aircraft on the ground, landing just 13 minutes later.\u00a0 90 seconds later the fire flashed over, killing 23 passengers.<\/li>\n<\/ul>\n
- \n
- February 7, 2006, a UPS DC-8 crew detected a faint odor that smelled like burning wood as they descended from FL330\u00a0 enroute to Philadelphia.\u00a0 25 minutes later they touched down on 27R at PHL.\u00a0 The crew stopped the aircraft and the cockpit filled with smoke.\u00a0 The crew evacuated and the aircraft subsequently became engulfed in flames.<\/li>\n<\/ul>\n
- \n
- September 5, 1996, a FedEx DC-10 crew responded to\u00a0 in-flight smoke.\u00a0 Landing just 18 minutes later inNewburgh,\u00a0New York, the crew and jumpseaters evacuated the aircraft.\u00a0 The aircraft was destroyed by fire.<\/li>\n<\/ul>\n
- \n
- September 2, 1998, just barely over two years later, a Swissair MD-11 crashed less than 21 minutes after the pilots first noticed an unusual odor in the cockpit.<\/li>\n<\/ul>\n
- \n
- September 3, 2010, a UPS 747-400 crashed while attempting to land in Dubai, UAE.\u00a0\u00a0 The flight was approximately 120 miles west of\u00a0Dubai\u00a0when the crew first declared an emergency.<\/li>\n<\/ul>\n
As with any other emergency, surviving an in-flight fire requires sound procedures and regular training to ensure we, the flight crew, follows those procedures.\u00a0 Unfortunately, a fire is one emergency that can kill you even if you do everything right, as the resources traditionally available to us have significant limitations.<\/p>\n
Pilots are paid to manage risk.\u00a0 The procedures flying a passenger aircraft are limited by such factors as passenger oxygen.\u00a0 Cargo aircraft have a different set of concerns. Regardless of whether you fly passenger or cargo aircraft, knowing what tools are out there is worthwhile. Consider, for example, the procedures to depressurize the aircraft to an altitude as determined by the manufacturer, a standard part of the checklist for cargo aircraft.\u00a0 FAA tested this procedure and found that:<\/p>\n
\u2026\u00a0test results showed a reduced burn rate for all materials tested as the altitude increased (pressure decreased). The decreased burn rate was nearly linear, slightly greater than a reduced rate of 2% per 1000 feet. Testing of lithium metal and lithium ion batteries, a fire safety area of concern for all transportation modes, showed that altitude had little or no effect on the reaction. However, the time needed to heat the batteries to the point of reaction was increased, because of the reduced burn rate of the fuel supplying the heat, as altitude was increased (pressure reduced).<\/p>\n
\u2026 test results showed that although depressurization reduced the initial burning, the fire intensity on decent was greatly accelerated. The highest depressurization altitude evaluated (25,000 feet) produced the best initial results but the largest fire on decent.[i]<\/a><\/p>\n
\u00a0Absent a better solution, depressurization provides one of the best known methods to buy us time, but that must be balanced against the needs of passengers. \u00a0This is a decision only you can make.\u00a0 Time is what we need to get on the ground.\u00a0 Knowledge of the research, however, might provide some clues as to how and when you might want to plan your descent in the event of a fire.<\/p>\n
Unfortunately, one of the greatest threats today is the carriage of Lithium batteries and current\u00a0systems provide at best limited protection for Lithium fires. \u00a0A study published by the Royal Aeronautical Society found that:<\/p>\n
On a typical flight, a single aisle jet carrying 100 passengers could have over 500
lithium batteries on board. These devices are not tested or certified nor are they
necessarily maintained to manufacture\u2019s recommendations. Replacement batteries\u00a0from questionable sources (\u2018grey\u2019 market) can be contained within devices. ii<\/sup><\/p>\nWhile the fact that a fire might be caused by Lithium batteries does not change most of the recommendations, it can force a situation where the ONLY option is an immediate landing or ditching.\u00a0 It should also be noted that in certain circumstances the fire is associated with what is known as a \u201cpressure pulse\u201d.\u00a0 Essentially, a rapid combustion in an enclosed compartment or container builds up pressure like a bomb and when the walls of that enclosure breach a pressure wave is generated.\u00a0 It is also possible to generate a pressure wave inside the aircraft just through a very rapid combustion.\u00a0 Either way, this pressure pulse can then lead to the failure of the aircraft compartment.\u00a0 As an example, if the fire is in a lower cargo compartment, the protection from the extinguishing agent is predicated on the walls of the compartment maintaining a relatively high concentration of the agent.\u00a0 If a pressure pulse is able to compromise the containment of the extinguishing agent then all of the assumptions for keeping the fire under control are no longer valid.\u00a0 Unfortunately, the cargo compartments were not designed to withstand even a fairly small pressure pulse.\u00a0 It is not clear whether the flight crew would be aware of such an occurrence, although it is possible.<\/p>\n
Each situation is different, and only the flight crew will be able to determine the best course of action.\u00a0 With that stated, following are offered for your consideration.<\/p>\n
Are\u00a0you<\/em>\u00a0prepared should you encounter a fire?<\/strong><\/p>\n
There are things that we, as pilots, can do that will significantly improve our odds of surviving an in-flight fire.\u00a0 The first thing to remember is that it is essential that you follow our training as closely as possible.\u00a0 It is particularly vital that you become familiar with and follow the checklists in your aircraft as closely as possible.\u00a0 A real fire is not the time to be fumbling with the checklist due to unfamiliarity.\u00a0 Following all the procedures is great, but that does not mean that we cannot learn additional things to make the most of our procedures, such as the lesson above from the FAA studies of the effects of depressurization on fire. \u00a0Remember the procedures are based on assumptions that are only valid if the assumptions are true.<\/p>\n
Reading through the brief synopsis list above, a common theme is how little time we have to respond to an in-flight fire.\u00a0 A Canadian Transport Safety Board study found that your chances of surviving an in-flight fire decrease significantly after about 20 minutes, dropping to a very low probability after 35 minutes.<\/p>\n
The following chart depicts the time that various crews had from the first indication of the presence of a hidden fire, to the time that fire became catastrophically uncontrollable[iii]<\/a>:<\/p>\n
\n\n
\n DATE<\/strong><\/td>\n LOCATION<\/strong><\/td>\n AIRCRAFT TYPE<\/strong><\/td>\n TIME TO BECOME NON-SURVIVABLE (MINUTES)<\/strong><\/td>\n<\/tr>\n \n 07-26-1969<\/td>\n BISKRA, ALGERIA<\/td>\n CARAVELLE<\/td>\n 26<\/td>\n<\/tr>\n \n 07-11-1973<\/td>\n PARIS,FRANCE<\/td>\n B-707<\/td>\n 7<\/td>\n<\/tr>\n \n 11-03-1973<\/td>\n BOSTON, USA<\/td>\n B-707<\/td>\n 35<\/td>\n<\/tr>\n \n 11-26-1979<\/td>\n JEDDAH,SAUDIA<\/p>\n ARABIA<\/p>\n<\/td>\n
B-707<\/td>\n 17<\/td>\n<\/tr>\n \n 06-02-1983<\/td>\n CINCINATTI,USA<\/td>\n DC-9<\/td>\n 19<\/td>\n<\/tr>\n \n 11-28-1987<\/td>\n MAURITIUS,INDIAN OCEAN<\/td>\n B-747<\/td>\n 19<\/td>\n<\/tr>\n \n 09-02-1998<\/td>\n NOVA SCOTIA,CANADA<\/td>\n MD-11<\/td>\n 16<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n A fire onboard an aircraft creates numerous hazards.\u00a0 Here are some things to consider:<\/p>\n
- \n
- At the first indication of a fire, it is vital that we don our full-face mask. \u00a0\u00a0What is the first indication?\u00a0 Often it is just the smell of smoke or fumes.<\/li>\n<\/ul>\n
- \n
- Every situation is different, but when reading the accident reports, the risk of waiting for a secondary indication is clear.\u00a0 If you smell fumes, you do not have to wait for visual confirmation or any warning systems.\u00a0\u00a0 In the event of a fire onboard an aircraft there is not much time.\u00a0 SR111 lost a few minutes trying to confirm the indications before initiating a divert.\u00a0 Did those minutes cost them their lives?<\/li>\n<\/ul>\n
- \n
- Can you get the oxygen mask on within 4 seconds with your eyes closed?\u00a0 Ensure that your mask is clear of fumes?\u00a0 This may require using the Emergency position of the oxygen mask long enough that there is no doubt that it is clear.\u00a0 Fumes can cause vision problems.\u00a0 Fumes can be toxic and may affect our neurological functioning.\u00a0 Both are, obviously, very bad news when you are trying to fly an airplane.<\/li>\n<\/ul>\n
- \n
- Do you know where the Emergency knob for your oxygen mask is?\u00a0\u00a0 Can you find that knob and operate it blind while wearing the mask?\u00a0 While the location of the control is obvious when you are holding the mask in your hand, finding it with the mask on is a different story.\u00a0 The location (with the mask donned) might surprise you the first time.\u00a0\u00a0 You do not want that \u201csurprise\u201d when you need to find it in a real emergency.<\/li>\n<\/ul>\n
- \n
- If you have fumes or smoke, your vision may be impaired.\u00a0 Smoke in the eyes can make your eyes close.\u00a0 It is not voluntary.\u00a0 You cannot open them, no matter how hard you try. \u00a0Being able to don your mask and turning it to the Emergency position completely blind could mean the difference between life and death. When was the last time you tried it?\u00a0 Your next flight might be a good opportunity to try it once or twice.<\/li>\n<\/ul>\n
- \n
- Does your aircraft have a HUD?\u00a0 Studies have shown that it is possible to see the HUD display even with thick smoke in the cockpit. \u00a0Are you one of those that has resisted using it on a normal basis? \u00a0A fire would not be the best time to first become accustomed to using a HUD\/EFVS.<\/li>\n<\/ul>\n
- \n
- Review the Smoke and Fumes checklist for your aircraft.\u00a0 Could you run the checklist quickly?\u00a0 If you are a Captain, would it work out better if you are PF or PM?\u00a0 Who should be working the radios?\u00a0 Remember that you will be using the intercom to communicate on the flight deck.\u00a0 That adds more work than you might expect.\u00a0 Just like anything else we do, thinking about the scenario in advance can make a big difference.<\/li>\n<\/ul>\n
- \n
- What about the emergency equipment?\u00a0 Can you reach it from your seated position?\u00a0\u00a0 What if you slide your seat back?\u00a0\u00a0 What if you get out of your seat, will the oxygen mask hose be long enough to reach the walk-around bottle\/mask, fire extinguishers and crash axe?\u00a0 Can you think of scenarios where it might be important to reach these items, or at least know what you can and cannot do in each of these examples?\u00a0The onboard fire on the UPS B-747 in Dubai burned through oxygen lines leading to the crew oxygen system.<\/li>\n<\/ul>\n
- \n
- Do you know where your pack switches are?\u00a0 Can you find them blindfolded?\u00a0 Do you know how to configure them to keep smoke out of the cockpit if you cannot read a checklist due to smoke? How fast can you pull together the information you need to divert?<\/li>\n<\/ul>\n
- \n
- As indicated in the FAA study, there is a significant advantage to depressurizing and staying high, and fast, until fairly close to the airport.\u00a0 Not only does that take advantage of the depressurized state slowing the fire, it also reduces the amount of time for the fire to flare as you start down.\u00a0 Additionally, your fastest ground speeds are usually available around FL250 to 280. \u00a0In a freighter this is a no-brainer, but for a passenger aircraft does the risk to the passengers of depressurizing outweigh the risk of the fire or ditching?\u00a0 This is something that only the crew can decide based on the specific circumstances, and, unfortunately, no matter what you decide there will be people who get to spend months discussing and analyzing your choices and how you got it wrong \u2014 never mind the fact that you only had seconds to make that decision.<\/li>\n<\/ul>\n
- \n
- Once you are diverting, how close to the airport can you maintain maximum forward speed?\u00a0 There are documented cases where crews slowed to 250 kts approaching 10,000 feet, with an in-flight fire.\u00a0 Those habits die hard.\u00a0A common debrief item in the simulator exercise is that the crew could have stayed faster, longer.\u00a0 How much longer?<\/li>\n<\/ul>\n
- \n
- In the simulator, find out how long you can maintain Vmo before you need to slow down to make the landing. \u00a0Obviously the \u201cstable gates\u201d are not a limitation, but you definitely don\u2019t want to have to go-around or go off the end of the runway. \u00a0Consider using\u00a0the gear and speed brakes to slow down. \u00a0Landing gear and doors are pretty tough, and in most jet aircraft, the speed brakes are approved to be used even at maximum operating speeds. \u00a0They are a lot stronger than flaps or slats. \u00a0Further, the latter tend to add lift and not all that much drag, and hence are not intended to be used to slow the aircraft, just to\u00a0allow\u00a0<\/em>the aircraft to fly slower.<\/li>\n<\/ul>\n
- \n
- While on the topic of flight controls, there are aspects of modern flight control systems you may not have considered. One of the factors in the UPS B-747 accident in Dubai was that the fire had not only compromised the oxygen system, but also had burned through the barrier protecting the cables that led from the control column to the elevators.\u00a0 On that model B-747 the autopilot is actually fly-by-wire (FBW), so the autopilot still had full authority.\u00a0 There are other types of aircraft that have a similar architecture, or might have separate computers, e.g., flight control computers for a FBW system from the pilot controls are different than the computers that the autopilot uses.\u00a0 Know your airplane, and above just what might be contemplated in your manuals.<\/li>\n
- What about the FMS? Envelope protection features?\u00a0 Will your FMS slow you to 250 kts passing 10,000 feet or some other restriction?\u00a0 Do you know how to bypass that to keep your speed up?\u00a0 What about envelope protection features, can there be a scenario where the system slows you down where it is not absolutely \u00a0necessary when an active fire is the big risk?\u00a0 Again, know your aircraft!<\/li>\n
- Staying on the topic of knowing your aircraft,\u00a0 how many miles does it take to get from Vmo to approach speed on a 3 degree glideslope? \u00a0How long from 250 kts to approach speed on the glideslope? \u00a0How about at maximum takeoff gross weight? You are more likely to encounter many of these fires early in the flight than late, so the probability that you will be doing this at maximum takeoff gross weight is significant. \u00a0Heavy weights will change the numbers quite a bit.<\/li>\n
- Consider the winds. \u00a0A little tailwind will make it a lot harder to slow down due to the increase in energy, so be aware!<\/li>\n<\/ul>\n
Perhaps, the next time you find yourself with some extra simulator time, it might be worthwhile to try for yourself to see what you can do and still feel safe.\u00a0 Try it with the oxygen mask on.<\/p>\n
- \n
- Sorting out that flow when you experience it for real the first time is not conducive to surviving the situation.\u00a0 Consider giving the oxygen mask and intercom a try sometime enroute.\u00a0 Working out the details during a routine cruise flight can provide a significant leg up in the event of a real emergency.<\/li>\n<\/ul>\n
- \n
- What kind of \u201cSmoke Barriers\u201d does your aircraft have?\u00a0 The cockpit door is one such barrier. \u00a0On cargo aircraft a smoke curtain is another, as is a rigid barrier.\u00a0 When it comes to stopping the smoke, utilize all the barriers you can.\u00a0 One of successes of the FedEx Express Flight 1406 flight crew was attributed to their ability to keep a smoke barrier (cockpit door closed) in place and, consequently, their flight deck relatively free from smoke until after landing. \u00a0Passengers utilizing a mixed flow of oxygen have few options, another factor to consider.<\/li>\n<\/ul>\n
- \n
- When you get settled in your seat, take a moment to close your eyes and locate the things you need, in order to exit the aircraft: window latch, crank, inertia reel door, etc. When the UPS flight into PHL touched down, inertia forced the smoke into the front of the aircraft, and the flight crew was blinded by the smoke.<\/li>\n<\/ul>\n
UPS Capt. Jess Grigg, at that time a First Officer and pilot flying, said that he was focused on getting out of the aircraft, and eliminating things that might impede him, so he released his seat belt and tore off his oxygen mask, then couldn\u2019t find the door for the escape reel. He managed to open his window, and stuck his head out to get some air, but still couldn\u2019t find his escape reel. They were able to escape the aircraft when the S\/O found the 1L door, and was able to open it. He now advises crewmembers to check the location with their eyes closed.<\/p>\n
Captain Grigg recalled that when doing \u201csmoke in the cockpit\u201d training in the simulator, he found that the exercise always ended when they landed the plane. In real life, he said, landing was nowhere near the end of the deal. He said that when the smoke alarms went off, it was like \u201csomebody threw an angry bobcat into the cockpit.\u201d He also said that when he hit the brakes, it was \u201cas though someone had dumped a pail of hot ashes down my collar.\u201d<\/p>\n
If you assume an RTO on every takeoff, and a missed approach prior to every landing, you are more prepared in the event those options become reality.\u00a0 Shouldn\u2019t you apply the same proactive approach to a smoke\/fire\/fumes event? \u00a0 Of all the\u00a0non-normal events a pilot might\u00a0face in his\/her career, a smoke\/fire\/fumes event is the least forgiving.\u00a0 Your actions have to be correct the first time.<\/p>\n
[i]<\/a>\u00a0FAA Fire Safety Highlights<\/p>\n
[ii] Royal Aeronautical Society.\u00a0SMOKE, FIRE AND FUMES IN TRANSPORT AIRCRAFT.<\/em>\u00a0Available from: http:\/\/aerosociety.com\/Assets\/Docs\/Publications\/SpecialistPapers\/SAFITA__2013.pdf<\/a><\/p>\n
[iii]<\/a>\u00a0AC 120-80 Appendix 3<\/p>\n
==================================================<\/p>\n
- When you get settled in your seat, take a moment to close your eyes and locate the things you need, in order to exit the aircraft: window latch, crank, inertia reel door, etc. When the UPS flight into PHL touched down, inertia forced the smoke into the front of the aircraft, and the flight crew was blinded by the smoke.<\/li>\n<\/ul>\n
- What kind of \u201cSmoke Barriers\u201d does your aircraft have?\u00a0 The cockpit door is one such barrier. \u00a0On cargo aircraft a smoke curtain is another, as is a rigid barrier.\u00a0 When it comes to stopping the smoke, utilize all the barriers you can.\u00a0 One of successes of the FedEx Express Flight 1406 flight crew was attributed to their ability to keep a smoke barrier (cockpit door closed) in place and, consequently, their flight deck relatively free from smoke until after landing. \u00a0Passengers utilizing a mixed flow of oxygen have few options, another factor to consider.<\/li>\n<\/ul>\n
- Sorting out that flow when you experience it for real the first time is not conducive to surviving the situation.\u00a0 Consider giving the oxygen mask and intercom a try sometime enroute.\u00a0 Working out the details during a routine cruise flight can provide a significant leg up in the event of a real emergency.<\/li>\n<\/ul>\n
- In the simulator, find out how long you can maintain Vmo before you need to slow down to make the landing. \u00a0Obviously the \u201cstable gates\u201d are not a limitation, but you definitely don\u2019t want to have to go-around or go off the end of the runway. \u00a0Consider using\u00a0the gear and speed brakes to slow down. \u00a0Landing gear and doors are pretty tough, and in most jet aircraft, the speed brakes are approved to be used even at maximum operating speeds. \u00a0They are a lot stronger than flaps or slats. \u00a0Further, the latter tend to add lift and not all that much drag, and hence are not intended to be used to slow the aircraft, just to\u00a0allow\u00a0<\/em>the aircraft to fly slower.<\/li>\n<\/ul>\n
- Once you are diverting, how close to the airport can you maintain maximum forward speed?\u00a0 There are documented cases where crews slowed to 250 kts approaching 10,000 feet, with an in-flight fire.\u00a0 Those habits die hard.\u00a0A common debrief item in the simulator exercise is that the crew could have stayed faster, longer.\u00a0 How much longer?<\/li>\n<\/ul>\n
- As indicated in the FAA study, there is a significant advantage to depressurizing and staying high, and fast, until fairly close to the airport.\u00a0 Not only does that take advantage of the depressurized state slowing the fire, it also reduces the amount of time for the fire to flare as you start down.\u00a0 Additionally, your fastest ground speeds are usually available around FL250 to 280. \u00a0In a freighter this is a no-brainer, but for a passenger aircraft does the risk to the passengers of depressurizing outweigh the risk of the fire or ditching?\u00a0 This is something that only the crew can decide based on the specific circumstances, and, unfortunately, no matter what you decide there will be people who get to spend months discussing and analyzing your choices and how you got it wrong \u2014 never mind the fact that you only had seconds to make that decision.<\/li>\n<\/ul>\n
- Do you know where your pack switches are?\u00a0 Can you find them blindfolded?\u00a0 Do you know how to configure them to keep smoke out of the cockpit if you cannot read a checklist due to smoke? How fast can you pull together the information you need to divert?<\/li>\n<\/ul>\n
- What about the emergency equipment?\u00a0 Can you reach it from your seated position?\u00a0\u00a0 What if you slide your seat back?\u00a0\u00a0 What if you get out of your seat, will the oxygen mask hose be long enough to reach the walk-around bottle\/mask, fire extinguishers and crash axe?\u00a0 Can you think of scenarios where it might be important to reach these items, or at least know what you can and cannot do in each of these examples?\u00a0The onboard fire on the UPS B-747 in Dubai burned through oxygen lines leading to the crew oxygen system.<\/li>\n<\/ul>\n
- Review the Smoke and Fumes checklist for your aircraft.\u00a0 Could you run the checklist quickly?\u00a0 If you are a Captain, would it work out better if you are PF or PM?\u00a0 Who should be working the radios?\u00a0 Remember that you will be using the intercom to communicate on the flight deck.\u00a0 That adds more work than you might expect.\u00a0 Just like anything else we do, thinking about the scenario in advance can make a big difference.<\/li>\n<\/ul>\n
- Does your aircraft have a HUD?\u00a0 Studies have shown that it is possible to see the HUD display even with thick smoke in the cockpit. \u00a0Are you one of those that has resisted using it on a normal basis? \u00a0A fire would not be the best time to first become accustomed to using a HUD\/EFVS.<\/li>\n<\/ul>\n
- If you have fumes or smoke, your vision may be impaired.\u00a0 Smoke in the eyes can make your eyes close.\u00a0 It is not voluntary.\u00a0 You cannot open them, no matter how hard you try. \u00a0Being able to don your mask and turning it to the Emergency position completely blind could mean the difference between life and death. When was the last time you tried it?\u00a0 Your next flight might be a good opportunity to try it once or twice.<\/li>\n<\/ul>\n
- Do you know where the Emergency knob for your oxygen mask is?\u00a0\u00a0 Can you find that knob and operate it blind while wearing the mask?\u00a0 While the location of the control is obvious when you are holding the mask in your hand, finding it with the mask on is a different story.\u00a0 The location (with the mask donned) might surprise you the first time.\u00a0\u00a0 You do not want that \u201csurprise\u201d when you need to find it in a real emergency.<\/li>\n<\/ul>\n
- Can you get the oxygen mask on within 4 seconds with your eyes closed?\u00a0 Ensure that your mask is clear of fumes?\u00a0 This may require using the Emergency position of the oxygen mask long enough that there is no doubt that it is clear.\u00a0 Fumes can cause vision problems.\u00a0 Fumes can be toxic and may affect our neurological functioning.\u00a0 Both are, obviously, very bad news when you are trying to fly an airplane.<\/li>\n<\/ul>\n
- Every situation is different, but when reading the accident reports, the risk of waiting for a secondary indication is clear.\u00a0 If you smell fumes, you do not have to wait for visual confirmation or any warning systems.\u00a0\u00a0 In the event of a fire onboard an aircraft there is not much time.\u00a0 SR111 lost a few minutes trying to confirm the indications before initiating a divert.\u00a0 Did those minutes cost them their lives?<\/li>\n<\/ul>\n
- At the first indication of a fire, it is vital that we don our full-face mask. \u00a0\u00a0What is the first indication?\u00a0 Often it is just the smell of smoke or fumes.<\/li>\n<\/ul>\n
- September 3, 2010, a UPS 747-400 crashed while attempting to land in Dubai, UAE.\u00a0\u00a0 The flight was approximately 120 miles west of\u00a0Dubai\u00a0when the crew first declared an emergency.<\/li>\n<\/ul>\n
- September 2, 1998, just barely over two years later, a Swissair MD-11 crashed less than 21 minutes after the pilots first noticed an unusual odor in the cockpit.<\/li>\n<\/ul>\n
- September 5, 1996, a FedEx DC-10 crew responded to\u00a0 in-flight smoke.\u00a0 Landing just 18 minutes later inNewburgh,\u00a0New York, the crew and jumpseaters evacuated the aircraft.\u00a0 The aircraft was destroyed by fire.<\/li>\n<\/ul>\n
- February 7, 2006, a UPS DC-8 crew detected a faint odor that smelled like burning wood as they descended from FL330\u00a0 enroute to Philadelphia.\u00a0 25 minutes later they touched down on 27R at PHL.\u00a0 The crew stopped the aircraft and the cockpit filled with smoke.\u00a0 The crew evacuated and the aircraft subsequently became engulfed in flames.<\/li>\n<\/ul>\n
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