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Air Crash Investigation S26E04 Crash Landing
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00:02Gear down.
00:03The pilots of Eagle Airways Flight 2300 can't lower the landing gear.
00:09That's not good.
00:10That is not good.
00:12When you see a pilot looking through a manual, you've got to think there's something seriously wrong here.
00:17We're going to have to land wheels up.
00:19Low on fuel, they have no choice but to attempt to land at New Zealand's Woodburn Airport.
00:25They were faced with a situation that was not resolvable.
00:29The wheels up landing is not an everyday occurrence.
00:33I did fear for my life.
00:38When investigators look into the cause of the failure, they uncover a widespread problem.
00:44What's that bring us to?
00:45Twelve developing cracks plus the two we already knew about.
00:48We had a significant systemic issue, not just within New Zealand but also worldwide.
01:15It's early morning at Timaru Airport on New Zealand's South Island.
01:20The pilots of Eagle Airways Flight 2300 are completing their pre-flight checks.
01:32Hi, good morning, you okay?
01:34Fifteen passengers board the plane ahead of a scheduled 7.10am departure.
01:39Among them is 50-year-old businessman, Lyle Richards.
01:45I was a reasonably frequent flyer, so I'd actually done that flight just the week before.
01:53Eagle Airways is a regional airline, a subsidiary of Air New Zealand.
02:00The main reason for Eagle Airways is to connect regional New Zealanders to the main centres.
02:11At the controls is 42-year-old Captain Miles Goumet.
02:15He's been with Eagle Airways for nearly 12 years.
02:20The cabin door closed.
02:25The 32-year-old first officer is the pilot monitoring today.
02:30He joined Eagle Airways last year.
02:35About that time.
02:38Ready when you are.
02:40Let's roll out.
02:43Eagle 300 is taxiing for departure to Wellington.
02:47At 7.10am, Flight 2300 makes its way to the runway.
02:54For us, it's just a standard public transport flight.
02:57Probably flew that route seven or eight hundred times.
03:04Air speed's alive.
03:0680 knots.
03:08The pilots are flying a Beechcraft 1900D.
03:12It's a low-wing, twin-engine, turboprop airplane, capable of carrying 19 passengers and a crew of two.
03:20The Beechcraft 1900D is a nice, stable aircraft to fly.
03:24Good utility aircraft.
03:26Good workhorse.
03:29Positive range.
03:31Gear up.
03:32Gear up.
03:33Good team.
03:36Good equipo.
03:45Hiruőš
03:46It's a one-hour flight from Timuru to Wellington on New Zealand's North Island.
03:55flight two three zero zero levels off at twenty one thousand feet the passengers
04:01settle in for the short flight I was flying up for work I was manager of of a barbecue
04:10factory and we're opening in due branch just north of Wellington you get me the
04:22eightest for Wellington I'm guarding calm one while you're off the pilots check on the weather
04:28in Wellington Wellington Airport wins two one zero at ten visibility twenty reducing to ten
04:37in rain showers we listen to the eighters to have the most up-to-date with of pride
04:45tops in to get the runway conditions and weather for our planning for the arrival into Wellington
04:55Wellington's not as windy as normal it sounds wet though with a low cloud ceiling yeah and Woodburgh
05:04Woodbourne Airport wins two six zero at eight visibility fifty sky conditions clear Woodburn
05:13on the other hand looks very nice not a cloud in the sky we're gonna have a cracking day at
05:18home
05:18for us when we get there ladies and gentlemen we've begun our descent into the Wellington area at this
05:28time please ensure your seat belts are securely fastened tray tables are stowed and any carry-on
05:34items are placed under the seat in front of you I was feeling great I knew I had a fairly
05:42long three or
05:43four days ahead of me are setting up this new branch but I was looking forward to it at 8
05:4912 a.m the pilots begin
05:51their approach to Wellington Airport approaching intercept for ILS runway 16 props 1550 props set flap 17 flap 17
06:07intercepting intercepting the glide slope gear down speed 170 knots gear
06:14down the pilots routine approach takes an unexpected turn
06:24that's not good that is not good the planes landing gear doesn't extend
06:34let's discontinue the approach this problem I haven't seen before and we weren't going to be descending on the
06:42approach to Wellington Wellington control Eagle three zero zero go ahead you go three zero zero
06:50Wellington missed approach maintaining three thousand feet we've got a landing gear problem
06:58Eagle three zero zero cleared maintain three thousand feet fly heading two seven zero two seven zero
07:06Eagle three zero zero for me it was get clear of the traffic and have a think about the problem
07:12cycle it
07:15back up give it another go the pilots troubleshoot the problem nothing let's clean it up flaps up we tried
07:30to cycle the cycle the gear for the second time which didn't work so we need to get out of
07:36the landing
07:36configuration uh slick the flaps up and then start looking into the problem further
07:41Eagle three zero zero requests you climb to six thousand feet on heading two seven zero over the cook straight
07:48and away from traffic
07:53in the cabin passengers get the first indication that something is wrong it was just a normal flight
08:00we were coming in to land but then all of a sudden it was just full power and we were
08:07heading back up into the sky
08:11flight two three zero zero ascends to a higher altitude where there's less traffic
08:18let's try it again
08:24landing gear down
08:29nothing okay let's check the electrical system
08:36at this point we were thinking that maybe there's an electrical problem
08:45okay landing gear relay circuit breaker
08:51hasn't popped
08:54no breakers have popped electrical seemed fine
08:56so then we realized that we weren't going to extend the gear normally
09:01the pilots have another option we're gonna have to extend the gear manually
09:09there's a handle beside the captain's right leg pull it out pull it up pressurize system and you pump
09:15it up and down and the gear should extend normally we don't want to continue down into the weather in
09:23Wellington with this problem Wellington has traffic low cloud and showers it's an ILS approach
09:29before attempting to manually extend the landing gear the pilots consider diverting to a different airport
09:37Woodburn is wide open clear skies and we can stay visual
09:41exactly and our engineering base is there we divert to Woodburn
09:44agree
09:48Woodburn control we've got a landing gear issue requesting descent to Woodburn we have to do a manual extension of
09:55the gear requesting a local standby
09:59I'll let the passengers know what's going on
10:02ladies and gentlemen this is your captain
10:04we've encountered an issue with the undercarriage of the aircraft our plan is to divert to Woodburn in the Blenheim
10:10area to hold
10:11we plan to do a manual landing gear extension
10:14we'll keep you updated but we don't anticipate any problems
10:20we sort of go okay there's a problem with the landing gear sort of you know I wonder how bad
10:27that's going to be
10:29flight two three zero zero zero descends into clear skies
10:35okay
10:36let's try a manual landing gear extension you have control
10:41I have control
10:45the captain reviews the procedure for a manual drop
10:50I leaned into the island and and looked in into the cockpit and I see the pilot was busy thumbing
10:56through
10:57what looked like a manual
11:01when you see a pilot looking through a manual you've got to think hey there's got to be
11:05something seriously wrong here
11:09landing gear control lever confirm down
11:13alternative extension handle unstow and pump
11:18pump handle up and down until three green gear down enunciators are illuminated
11:31nothing
11:35the backup system for the 1900d is supposedly a fail-safe system that will work
11:43and it hasn't worked so it's not good
11:51attempts to lower flight two three zero zero zeroes landing gear using both the normal and manual systems have failed
12:02passengers might be wondering what's going on
12:05I'll have a word
12:07the public address system and the Beechcraft 1900d is not the best it was easier
12:13to send the first officer of the cabin to talk with the passengers so they were fully informed
12:17about everything we were doing and what was happening
12:23hey folks we've got a bit of a problem with the landing gear that we're still trying to troubleshoot
12:28nothing to be alarmed about but we're going to circle the area for a bit while we sort it out
12:32we'll keep you posted
12:34thank you
12:37when I heard that I was thinking well we could be in real trouble here
12:41I thought of my wife and my kids and then I started thinking about all the possible scenarios of
12:48of what could happen
12:53as the pilots continue trying to drop the landing gear they know they can only troubleshoot for so long
13:00they're down to just over an hour's worth of fuel
13:04let's give air operations a call
13:09blend and base Eagle three zero zero
13:12Eagle three zero zero this is AOC
13:15we've got a problem with the landing gear
13:18have tried normal extension
13:20several times have tried manual extension
13:23we're still getting nothing
13:25Eagle three zero zero we'll get an engineer to help you right away
13:31because the weather was clear conditions we were able to set up a right hand pattern
13:37and talk to the woodburn base engineers to troubleshoot the problem
13:43after circling for 15 minutes
13:46flight two three zero zero gets an update from air operations
13:51Eagle three zero zero try isolating electrical power to the landing gear motor
14:05we got nothing
14:07don't know why that's not working
14:12that's point grass birch draws because there was no reason why the wheel shouldn't be extending but they weren't they
14:19were just staying locked up
14:23we've got to keep digging deeper
14:24try turning all the power off
14:28everything
14:30if the pilots isolate all the electrical components and the landing gear extends
14:35it will confirm that the problem is in the electrical system
14:44but the outcome is no different
14:46those wheels should have come down by now
14:48still nothing
14:50nothing
14:53at that point we were close to running out of options
14:59only 45 minutes of fuel left
15:02we're gonna have to land wheels up
15:07they're forced to attempt one of aviation's most challenging landings
15:13wheels up landing is not an everyday occurrence
15:15they were faced with a situation that was not resolvable in flight
15:21have fire and ambulance ready
15:22thank you
15:24now the pilots update the woodburn controller of their situation
15:28woodburn tower
15:30eagle 300
15:31we're still unable to lower our landing gear
15:34declare full emergency at woodburn
15:36confirming your landing gear issue
15:38eagle 300
15:39full emergency response has already been activated
15:45hey everyone
15:47unfortunately we're unable to lower the landing gear
15:50so we're gonna have to land wheels up
15:54obviously the tension went right up
15:57a crash landing is everybody's worst fear
16:00now the landing's gonna be harder than usual
16:03and there's gonna be quite a bit of noise
16:05so make sure your seat belts are secure
16:07and that you're ready to take the brace position when I say
16:12take a close look at the safety card
16:17everybody simultaneously grabbed that information card
16:20that nobody ever reads
16:22all of a sudden it becomes so important that we actually grabbed it
16:26and everybody read it
16:28ma'am why don't we go ahead and move you
16:30okay
16:31thank you
16:32the first officer moves a pregnant woman away from her seat
16:35alongside the emergency exit
16:37sir
16:39are you good to open the emergency exit door when we land
16:43yeah
16:43excellent thank you
16:51let's take a look
16:54once the plane has stopped
16:57hold the red handle towards you
16:58and push the door out of the plane
17:00jump out and get as far from the plane as possible
17:03the adrenaline level was really starting to get right up there
17:10follow this man out
17:12and that'll be that
17:13okay
17:14okay got it
17:15thank you
17:16thank you everyone
17:21i did fear for my life
17:23confronted with what was going to potentially happen
17:29okay
17:30let's review the procedure for gear up landing
17:38crew
17:39brief for emergency landing responsibilities
17:44runway
17:45land on longest runway possible
17:48the key to a safe wheels up landing is timing
17:56we want to burn our fuel
17:58but we don't burn off too much fuel that we have an engine fire you know
18:04after 45 minutes of circling
18:07the fuel light reaches the right level
18:10now's the time
18:14woodburn tower eagle 300
18:17please be advised we need to make a wheels up landing
18:20roger eagle 300 you are clear to land runway 24
18:27the crew prepares for an emergency landing
18:32let's get rid of everything electrical that we don't need
18:36e5 screen power off on my side
18:41landing gear circuit breaker
18:43pull
18:45they shut down all non-essential electrical systems
18:49to prevent a short circuit or potential fire
18:51they also pull the landing gear circuit breaker
18:55to prevent an uncommanded gear deployment before or during touchdown
19:01in the cabin
19:02tensions run high
19:05this was going to happen and it was happening now sort of thing
19:09so
19:10um
19:11yeah
19:11things were getting real
19:15woodburn tower
19:16eagle 300
19:17are we clear to land
19:19clear to land runway 24
19:21emergency services are in place
19:25anything we missed
19:29nope
19:30okay then
19:31here we go
19:36now
19:37now at just 500 feet the pilots of flight 2300 line up with the runway
19:43the only difference with this landing is we're going to be a bit lower when we touch down
19:49almost two hours after departure from timaru
19:52flight 2300 is made ready to land without its landing gear
19:57so at this point we're just both concentrating on our respective roles
20:02myself flying the aircraft and first officer pilot monitoring
20:11okay everyone
20:13brace for landing now
20:17as we were just about to touch down you know and i was looking out the window
20:21i could see the grass getting closer and closer
20:24it was dead quiet you could hear a pin drop
20:35eagle airways flight 2300 is seconds from landing at new zealand's woodburn airport without the landing gear deployed
20:47if the plane doesn't come in completely level there's a risk a wing could hit the runway and break off
21:16it was just this loud rumble screeching sound as we slid down the runway
21:24and it seemed to slide for for ages
21:29now the captain needs to bring the plane to a full stop to avoid sliding off the runway
21:34if it goes into the grass it can dig into the ground and cause the plane to flip
21:51nearly fifteen seconds after the emergency landing flight 2300 has come to a stop
21:58when the aircraft came to a stop
22:00i don't know what i was feeling but we still had our jobs to do
22:06but i sat there and sort of
22:08looked around and thought well yes we're
22:11we're right way up there's no smoke there's no fire
22:15and all my limbs are still attached
22:21evacuate
22:23but the passengers and crew aren't out of danger yet
22:27the risk of fire means evacuation is urgent
22:33i opened the hatch and through the hatch outwards and there was a loud noise and a swishing sound
22:43which gave me a huge fright because i didn't know what it was
22:47as it turned out it was the fire brigade that sprayed the plane with with foam
22:55all 15 passengers and the pilots make it off safely
23:02it really hit me once we got out of the aircraft
23:04and every fire engine ambulance and number of police vehicles that were lined up down the side of the runway
23:17when i got to the terminal that's when the shock really set in for me you know i was i
23:23was shaking but it was a huge relief that i managed to to ring my wife and and tell her
23:29that i was okay
23:33a disaster has been averted with all 17 people walking away unharmed
23:42the transport accident investigation commission or taic leads the investigation into flight 2300 landing gear failure
23:53first question of course was why the aircraft had been in service with the operator for about five years at
24:00that stage
24:00how could this happen the aircraft had pretty good reliability up to then
24:07what could have caused the landing gear to fail
24:12that could have gone a lot worse
24:15got those reports let's take a look
24:19investigators review the plane's maintenance history
24:25yeah looks like it was maintained on schedule
24:27hmm
24:29it even had a maintenance review just
24:31six days before the accident
24:35something else gets their attention
24:38there was a landing gear failure back in january
24:42three weeks later
24:44a hydraulic fluid leak was found under the left wing
24:48tell me what happened here
24:50the hydraulic fluid is the lifeblood of the landing gear system
24:53and without it you'd be unable to retract or extend the landing gear
25:00the plane is lifted by crane and towed to a hanger for examination
25:11investigators check the hydraulic fluid reservoir
25:15it's dry
25:16there's no hydraulic fluid in the reservoir
25:23on initial examination of the aircraft we identified that the hydraulic reservoir was empty
25:29so then that raised two questions
25:31where did it go and why did it go
25:35so when did it leak?
25:37before or after takeoff?
25:41investigators request photos from the tarmac at Timaru Airport
25:45where Eagle Airways Flight 2300 was parked the night before departure
25:50they're looking for signs of leaked hydraulic fluid needed for lowering the landing gear
25:58with the beachcraft the wheels are held up by hydraulic pressure so
26:02unless you can release that pressure they're staying up
26:07there's no signs of fluid on the ground
26:09that means the leak occurred in flight
26:12probably happened on gear attraction from Timaru's when we lost the hydraulic fluid from the system
26:22but if the plane lost hydraulic fluid in flight wouldn't the pilots have received a warning?
26:27well they should have
26:29the beach 1900D has a system to warn the pilots if the hydraulic fluid reservoir is running low
26:37if hydraulic fluid reaches a critically low level a yellow warning light on the cockpit indicator panel would light up
26:48investigators meet with the captain to see if he had any indication that the hydraulic fluid was low
26:54you flew into Timaru the night before
26:58any problems with the plane?
27:01no, nothing
27:04what about your pre-flight checks morning of? anything come up?
27:09no, Richie walked around the outside and we did the internal inspection
27:15everything was tip-top
27:18how about the hydraulic fluid low enunciator system?
27:23as part of their pre-flight inspection pilots check that the low hydraulic fluid warning system is operational
27:30if it is working the light turns on after a four second delay
27:36checked out fine
27:39did the light ever come on after that?
27:43no
27:45it stayed dark
27:47we knew that the hydraulic reservoir was empty and so the warning light should have illuminated but it didn't
27:57the captain said the low hydraulic fluid warning light was working before takeoff
28:04and had it been functioning properly that would have helped the pilots understand why the landing gear didn't lower
28:11we knew the gear wouldn't lower
28:13and secondly we knew that the reservoir was empty of fluid
28:18so we needed to find out why that fluid had leaked from the system
28:25investigators search for the source of the leak that caused the failure of flight 2300's landing gear
28:38we're ready
28:40they add a small amount of hydraulic fluid to the system
28:44and use the manual lowering system to check for leaks
28:56ok stop
28:58we've got a leak in the right main landing gear
29:03looks like it's coming from the actuator
29:07when pilots activate the plane's landing gear
29:11hydraulic fluid is pushed from a reservoir to landing gear actuators
29:15that extend the gear to their down and locked position
29:20in the course of the investigation and during testing
29:23if you observe hydraulic fluid leaking from the actuator
29:26you're getting closer to pinpointing the source of the leak
29:33they examine the actuator to determine if it was defective
29:40there's a crack in the end cap
29:44to confirm our theory about the failed actuator
29:48we replaced the actuator
29:51and we then replenished the oil system
29:53and completed several gear extensions and retractions
29:58and this confirmed that the problem was with that failed actuator
30:03the failed actuator is sent to the National Transportation Safety Board's lab
30:08in the United States for metallurgical examination
30:12and we did that because the beach 1900 was manufactured in the United States as well as the actuator
30:19and so they had access to both those organizations to support that examination
30:27while they wait for the metallurgical results
30:30the remainder of Eagle Airways fleet is checked for failed actuators
30:35it was important that we identified whether this was a single isolated occurrence
30:40or there was a wider systemic issue
30:43no other cracks are found
30:46most likely this was an isolated occurrence
30:52but just three months after the failure of flight 2300's landing gear
30:57the crew of another Beechcraft 1900D
31:00observes a pooling of hydraulic fluid near the right main landing gear
31:08that plane's actuator is removed
31:10and a closer examination reveals a crack in the same location as flight 2300
31:17this now raised concerns about there being a systemic issue
31:21and that the problem could actually be fleet-wide
31:25while the latest cracked actuator is also sent for metallurgical testing
31:29Eagle Airways performs a more rigorous test on its fleet
31:34ultrasonic testing is a method of non-destructively testing a component
31:37using high frequency sound waves
31:39these sound waves can penetrate the material
31:42and look for cracks that are at the surface and the subsurface of the material
31:47the ultrasonic testing reveals a serious problem
31:52ok, thank you
31:56that was another one
31:59what's that bring us to?
32:00twelve now developing cracks plus the two we already knew about
32:05fourteen cracked actuators
32:07cracks were all in the same location?
32:09yeah
32:10all actuator end caps
32:13the identification of a further twelve possible failed actuators
32:17indicated we had a quite a serious significant systemic issue
32:22across the fleet
32:23not just within New Zealand but also worldwide
32:26come on
32:32metallurgy testing results are in
32:35what caused the actuators on two Eagle Airways planes to crack and leak hydraulic fluid?
32:42the actuators are subject to two independent metallurgy examinations
32:47one by the NTSB and one by ourselves
32:49together we hope to identify the origin of these cracks
32:53and get a better understanding of how long it took to propagate the point of failure
33:00plate 2300's cracked actuator is on the left
33:03the second one that was discovered three months later is on the right
33:07the metallurgical testing reveals that the cracks formed at the inside corner of the actuators end caps
33:16these machining marks here and here that's where most of the cracks in the actuators originated
33:25these actuators appear to have been made from one single piece of metal
33:29in order to shape that piece of metal into the end cap there are tools that are used to get
33:35the shape that you want
33:36these tools can leave behind tooling marks or sometimes referred to as machining marks
33:41when machining marks on their own aren't a concern
33:44but investigators discover something else about the actuator end caps
33:50it looks like the inside of the end caps were anodized
33:56anodizing is the process of submerging metal in an electrolyte bath and applying an electrical current
34:04the purpose of anodizing is to make a hardened outside layer which increases the wear durability of that component
34:11but it also makes it more brittle and therefore susceptible to cracking
34:16all of these things found in the metallurgical examination are small weaknesses
34:20but when combined together made the end cap more prone to fatigue cracking
34:27detailed analysis on the second cracked actuator shows that after the initial crack formed
34:34it took almost 12,000 cycles to reach a critical size and fail
34:45well
34:47just how many cycles were these things designed to withstand?
34:50I'll request the original specs
34:52okay
34:54investigators narrow their focus on the specification control drawing
34:58or SCD for the planes involved
35:02a specification control drawing is a document that outlines the operating parameters of the component
35:08such as how many cycles it's expected to last
35:12what is the load that this actuator is expected to experience
35:16these actuators are endurance tested at 50,000 cycles
35:23cycles refer to the number of complete landing gear extensions and retractions
35:30how many cycles did the cracked actuators have?
35:33on average 18,000 cycles
35:35less than half what they were designed to endure
35:39so is this a problem with the original design?
35:44or the way it was made?
35:47reviewing the metallurgical examination
35:49we need to identify whether the component was actually manufactured
35:52in accordance with the original design requirements
35:57investigators visit the manufacturer of the actuators
36:01so how were these actuators designed?
36:06well we followed the SCD we were provided
36:10so the actuators should be able to sustain 50,000 cycles
36:15yeah
36:15but 10 years ago we received 3 actuators for overhaul
36:21investigators learn these actuators had cracks
36:25which led to a redesign
36:28if you fix the design of the actuator back in 97
36:31then why are we seeing cracks 10 years later?
36:35well these cracks formed in the opposite end
36:40there were concerns about the design the manufacturer had given them
36:45the actuator manufacturer opined that the information provided by Beach was inadequate
36:52the cycles, the loads, and the pressures experienced by these actuators
36:57was not what Beach was telling them
37:00did you share your concerns with the manufacturer?
37:03yes, they said they'd do a flight test
37:06the purpose of the flight test was to examine the operational loads on the actuator
37:12so the flight test
37:14what did it tell you?
37:17the test showed that the actuator end cap didn't experience just one pressure peak point
37:22per cycle
37:23but two
37:26this meant that each extension and retraction cycle
37:29subjected the actuator to twice the loading as to what it was designed for
37:34so if you're expecting 50,000 cycles on the actuator
37:38now it can only do 25,000 cycles
37:41did you make any changes as a result of this?
37:45no, we didn't get the results until after the accident
37:49unfortunately, the lack of communication between an aircraft manufacturer and the component manufacturers
37:55while rare, is not uncommon
37:58investigators now understand that a combination of factors led to the landing gear failure on flight 2300
38:06air speeds alive
38:0880 knots
38:09after thousands of landing gear extensions and retractions over thousands of flights
38:15the landing gear actuators were reaching the end of their life twice as fast as expected
38:20positive range
38:22gear up
38:24gear up
38:32machining marks on the actuators end cap
38:35along with metallurgical weaknesses led to fatigue cracking
38:38ultimately causing the end cap to fail
38:43that actuator wasn't built to withstand the stresses put on it
38:46I mean, it was destined to fail on those pilots
38:49hmm
38:51what I want to know is
38:53how do they pull off such a remarkable landing?
39:00investigators look into the pilots actions on Eagle Airways flight 2300
39:05to see how they carried out the successful emergency landing
39:11when the landing gear didn't drop, they come up with a plan
39:15let's discontinue the approach
39:22they immediately discontinued the approach
39:24good
39:25so then they attempt some troubleshooting from 6000 feet
39:28when that doesn't work, they evaluate their options
39:33Woodburn is wide open
39:34clear skies
39:36and we can stay visual
39:37smart move, they knew there were better conditions for them to keep trying to solve the problem
39:41and prepare for emergency landing
39:44then they do exactly what they're supposed to do
39:46they attempt a manual extension of the landing gear
39:49part of the training process
39:52I had completed a manual gear extension
39:54and was familiar with the checklist from the quick reference handbook
39:59or the QRH
40:00pump handle up and down until three green gear down enunciators are illuminated
40:09ok good, they followed the QRH for a manual drop
40:12sounds like they kept the passengers updated throughout as well
40:18hey folks
40:19we've got a bit of a problem with the landing gear that we're still trying to troubleshoot
40:23so first officer was awesome
40:26he worked really well with me
40:28to work through the problem
40:30no stress or panic from him either
40:33which probably made it easier for myself as well
40:36having such a good guy sitting beside you
40:41seeing how calm and collected the pilots were
40:44their training had just obviously kicked in because they knew exactly what they were doing
40:50our lives were in their hands and they come through for us
40:56they were calm, didn't cause a panic
40:59excellent
41:00yeah, when they notice the fuel getting low
41:02they make the call for a wheels up landing
41:05right, and then they prepare the plane to reduce the risk on touchdown
41:11landing gear circuit breaker
41:13pull
41:16we both want to obviously do a good job
41:19and put the aircraft down
41:21in the shortest possible distance
41:24okay everyone
41:26brace for landing now
41:35after they make contact with the runway
41:37they carefully control the aircraft
41:41the pilots
41:42did an amazing job
41:46obviously anything but routine
41:49it was a very serious situation
41:51but they handled it like total pros
41:55took some concentration to
41:57make sure we remained on the centre line of the runway
42:00so we didn't fare off into the grass
42:12we were just so lucky that day
42:15the plane didn't catch fire
42:16it didn't flip upside down
42:18it didn't break down
42:19it didn't break apart
42:21luck was very much on our side
42:26they did everything right
42:29no injuries
42:32minimal damage to the plane
42:34they saved the day
42:39the pilots on this flight did an outstanding job
42:42the fact that they were able to do a wheels up landing
42:45maintain control of the aircraft on the runway
42:47is exemplary
42:54as a result of the investigation into the failure of flight 2300's landing gear
43:00safety checks are instituted to ensure that the hydraulic fluid warning system is tested
43:06and that these tests include the fluid sensor
43:11a service bulletin mandates the immediate inspection of beach craft actuators
43:17and the implementation of a thorough maintenance regime
43:20until the actuator is redesigned
43:24until then
43:25Eagle Airways continues ultrasonic testing of the actuators every 1000 cycles
43:31with the actuators being replaced after 10,000 cycles
43:36aviation was made safe as a result of this investigation
43:40because the output was an inspection regime
43:43that ensured a failure like this could not occur again
43:49every time you get airborne on an aeroplane
43:51you're not expecting anything to go wrong
43:54but they did it right that day
43:57first officer and myself
43:59we got it got it right
44:00they got it
44:02they got it right
44:29they got it right
44:30and they moved into the health realm
44:30You
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