Cliffy, I did go back and check my notes specific to some of your bullet points and have found many errors in the information you received from FedEx Express Engineering. I have listed them below. Also, if you would send me your email so we can take this offline if you would prefer.
[email protected]. I entered my notes below in caps.
The FedEX and MIAC engineering departments have all reviewed Mr. Cobb's reports and have concluded that there is no threat to RWY 09/27
operations nor is there a threat to commercial or private aircraft.
I HAVE BEEN ASKING THE AIRPORT AUTHORITY FOR ANY KIND OF DOCUMENTATION TO PROVE THAT THE TUNNEL AND RUNWAY ARE SAFE SINCE NOVEMBER OF 2009.
THIS IS THE FIRST TIME ANYONE HAS STATED THAT THEY HAVE REVIEWED MY DOCUMENTATION AND MADE A CONCLUSION. COULD I GET A COPY OF THEIR REPORT?
- The bounced landing, go-around, and subsequent tailstrike was on Rwy 09. According to pilot testimony, the aircraft was airborne again just
past the extended centerline of Rwy 18L/36R. The aircraft touched down approx. 1100 feet east of the approach end of Rwy 09; the minuscule
slope of the runway was not even in the touchdown zone let alone become a contributing factor in causing the aircraft to "pitch up"
RUNWAY 9/27 HAD A "PROFILE DEFICIENCY" (QUOTE FROM THE AIRPORT AUTHORITY AND AJAX PAVING, THE CONTRACTOR FOR THE NEW RUNWAY) THAT REQUIRED
THE NEW RUNWAY TO BE RAISED MORE THAN SEVEN FEET TO CORRECT. THEY STATED IN THE NEWSPAPER THAT IS WAS THREE FEET BUT IF YOU LOOK AT THE
ACTUAL STRUCTURAL DIAGRAMS AND THE ALTITUDE OF THE TOP SURFACE OF THE NEW RUNWAY IS IS ACTUALLY SEVEN FEET.
MOST FEDEX PILOTS ARE FAMILIAR WITH "THE HUMP" THAT WAS THE LOCATION DIRECTLY ABOVE THE TUNNEL. I HAVE SPOKEN TO THREE SO FAR WHO KNEW
IMMEDIATELY WHERE THE HUMP WAS LOCATED. YOU DID NOT MENTION THAT THE MD-11 LANDED 30 FEET OFF CENTER WHICH WOULD HAVE PLACED THE JET OFF THE
KEEL BEAMS. YOU CAN DECIDE FROM THE PHOTOGRAPHS OF THE RUNWAY TAKEN IN FEBRUARY 2004 WHETHER OR NOT THE RUNWAY WAS IN POOR CONDITION. I
BELIEVE ONCE THE AIRCRAFT WAS OFF THE BEAMS IT PASSED OVER A SECTION OF THE ASPHALT RUNWAY THAT CAUSED IT TO PITCH UPWARD PRIOR TO THE
BOUNCE. THE NTSB REPORT STATES THAT THE TAILSTRIKE WAS FROM 3000 TO 4000 FEET WHICH I STILL BELIEVE WOULD HAVE TAKEN IT ACROSS THE TUNNEL.
READ THE REPORT AND LOOK AT THE PHOTOGRAPHS AND DECIDE. IF ANYONE KNOWS THESE TWO PILOTS INVOLVED WITH THIS ACCIDENT I WELCOME THEIR
FEEDBACK.
- The superhub facility is also situated over the tunnel. The weight of the structure and supporting sort equipment, vehicles, and freight
pallets are much higher than the footprint of a landing aircraft. The floors show no cracking or buckling, yet the thickness of the concrete
floors are rated at a lighter load limit.
KEEP IN MIND THAT THE ORIGINAL REASON FOR DRIVING THROUGH THE HURRICANE CREEK TUNNEL IN 2006 WAS TO EVALUATE WHAT WOULD HAPPEN TO THE TUNNEL
DURING A NEW MADRID EARTHQUAKE. LATER BLAIR COX WITH EXPRESS ENGINEERING WORKED WITH ME TO IDENTIFY WHERE WE SHOULD INSTALL COLUMN TILT
SENSORS THROUGHOUT THE SUPERHUB FACILITY. WE WERE GOING TO INSTALL THESE SENSORS SO THAT IF WE EXPERIENCED A MID-LEVEL EARTHQUAKE WE WOULD
BE ABLE TO MORE QUICKLY ASSESS WHAT AREAS OF THE BUILDING WERE DAMAGED. THE TILT SENSORS WERE TO BE NETWORKED AND WOULD PROVIDE AN INSTANT
VIEW OF ANY COLUMNS THAT WERE NO LONGER STANDING STRAIGHT. I WAS DEMONSTRATING THESE SENSORS TO CHAIRMAN SMITH AND THE BOARD IN THE
PHOTOGRAPH ON MY DOC PAGE.
THE FACTS ARE THAT THE TUNNEL DOES NOT PASS BENEATH THE SUPERHUB BUILDING. BLAIR IDENTIFIED THAT IT PASSES BENEATH A CORNER OF THE OUTSIDE
CONVEYOR LINE ON THE SOUTHEAST CORNER OF THE MAIN BUILDING. THE TUNNEL'S EXIT TO NONCONNAH CREEK BEGINS AT SPRANKLE ROAD AND PASSES BENEATH
THE PAVED AREA BETWEEN THE SUPERHUB. YOU CAN VERIFY THIS BY LOOKING AT THE SEWER GRATES IN THE CENTER OF THE ROADWAY WHICH ARE THE SAME ONES
WE PHOTOGRAPHED IN 2006 FROM THE INSIDE OF THE TUNNEL.
SO FOR THIS REASON YOU ARE CORRECT IN THAT THERE SHOULD BE NO DAMAGED OR FRACTURED FLOORS INSIDE THE SUPERHUB FACILITY.
- The taxiway "Victor" and "300-series gate taxiways" show no signs of damage above the tunnel, while their use is much higher than the
runway.
IN SATELLITE PHOTOS YOU CAN SEE WHERE MANY OF THE ORIGINAL "TILES" OF TAXIWAY VICTOR WERE REPLACED ABOVE THE TUNNEL. TOM CLARKE STATED THAT
THERE WERE ISSUES WITH THE TAXIWAYS BECAUSE THERE WAS LESS COVER BETWEEN THE TUNNEL CEILING AND THE TAXIWAY. THE STATEMENT BELOW IS FROM THE
AIRPORT AUTHORITIES 2009 ANNUAL FINANCIAL REPORT. AFTER RUNWAY 9/27'S COMPLETION, THE TAXIWAYS WERE TO BE COMPLETED 18 MONTHS LATER.
The Authority has obtained a $45,000,000 revolving line of credit with a bank. The purpose for this line of credit is to provide temporary
funding for the reconstruction of runway 9/27 and improvements to taxiways alpha and victor. At June 30, 2009, the Authority had not drawn on
this line of credit. Future draw downs, if any, will be repaid with Federal grant reimbursements received by the Authority.