Regularguy

I flew the "666" Devils 767-300 many a time (ETOPS and all) and while we joked about it I never had one problem or major write-up that I can remember.

I think some things become "urban myths." Or is that some people?

Here's the NTSB Synopsis of the NRT 747 flame out:

UNITED FLT 97 EXPERIENCED INDICATIONS OF UNEVEN FUEL FLOW FROM MAIN TANKS 2 AND 3 AT FL360 BEGINNING ABOUT 4- HOURS AFTER DEPARTURE ON AN 11- HOUR TRANSPACIFIC FLIGHT. THE FUEL SYSTEM HAD BEEN SET UP FOR ALL ENGINE FEED FROM THE NOS 2 AND 3 TANKS. ALTHOUGH IT WAS LATER ESTABLISHED THAT THE NUMBER 2 CROSSFEED VALVE FAILED IN THE CLOSED POSITION, THE S/O INFORMED THE CAPT THAT THE INTRANSIT LIGHT HAD ILLUMINATED WHEN THE VALVE SELECTOR WAS MOVED TO THE CLOSED POSITION - INDICATING NORMAL CROSSFEED VALVE OPERATION. FUEL SYSTEM PROBLEM WAS MISDIAGNOSED AS A PROBLEM OF FAULTY FUEL GAGE INDICATIONS. FUEL MONITORING INDICATED INSUFFICIENT FUEL FLOW FROM NO 2 TANK WHEN CROSSFEEDING. ENGS 1, 3, AND 4 FLAMED OUT WHEN FUEL WAS EXPENDED FROM ALL TANKS EXCEPT NO 2. EMERGENCY DESCENT WAS MADE TO DESTINATION TOKYO-NARITA AIRPORT. CREW REPORTED THEY USED FLAPS-20, BUT DFDR SHOWED FLAPS-1 WAS USED FOR LANDING. 3 TIRES BLEW ON LANDING. ALL 3 FLIGHTCREW QUALIFIED IN THE B-747 IN THE 13-MONTHS BEFORE THE INCIDENT.

The Captain was 57 years old and just out of training with a total of 194 hours in 747 left seat. According to NTSB report.

And flaps 1 landing is leading edge flaps only, no trailing if I remember correctly. They probably selected flaps-20 but on one engine...