1
00:00:01,851 --> 00:00:02,977
Gear down.
2
00:00:02,977 --> 00:00:07,273
The pilots of Eagle
Airways Flight 2300
3
00:00:07,273 --> 00:00:09,359
can't lower the landing gear.
4
00:00:09,359 --> 00:00:10,735
That's not good.
5
00:00:10,735 --> 00:00:12,403
That is not good.
6
00:00:12,403 --> 00:00:14,614
When you see a pilot
looking through a manual,
7
00:00:14,614 --> 00:00:17,366
you've got to think there's
something seriously wrong here.
8
00:00:17,366 --> 00:00:18,743
We're gonna have to land
wheels up.
9
00:00:18,743 --> 00:00:21,204
Low on fuel,
they have no choice
10
00:00:21,204 --> 00:00:24,957
but to attempt to land
at New Zealand's Woodbourne
Airport.
11
00:00:25,541 --> 00:00:29,379
They were faced with
a situation that was not
resolvable.
12
00:00:29,379 --> 00:00:31,714
A wheels-up landing, it is not
an everyday occurrence.
13
00:00:34,008 --> 00:00:35,385
I did fear for my life.
14
00:00:37,679 --> 00:00:40,139
When investigators
look into the cause
15
00:00:40,139 --> 00:00:43,976
of the failure, they uncover
a widespread problem.
16
00:00:43,976 --> 00:00:45,269
What's that bring us to?
17
00:00:45,269 --> 00:00:48,523
Twelve developing cracks, plus
the two we already knew about.
18
00:00:48,523 --> 00:00:50,108
We had
a significant systemic issue
19
00:00:50,108 --> 00:00:53,611
not just with Air New Zealand
but also worldwide.
20
00:01:15,550 --> 00:01:18,469
{\an8}It's early morning
at Timaru Airport
21
00:01:18,469 --> 00:01:20,555
{\an8}on New Zealand's South Island.
22
00:01:20,555 --> 00:01:24,809
{\an8}The pilots of Eagle Airways
Flight 2300
23
00:01:24,809 --> 00:01:26,853
{\an8}are completing
their pre-flight checks.
24
00:01:31,774 --> 00:01:33,776
Hi. Good morning. You okay?
25
00:01:33,776 --> 00:01:36,362
Fifteen passengers
board the plane
26
00:01:36,362 --> 00:01:39,157
ahead of a scheduled
7:10 a.m. departure.
27
00:01:39,157 --> 00:01:44,120
Among them is 50-year-old
businessman, Lyle Richards.
28
00:01:45,038 --> 00:01:49,792
I was a reasonably frequent
flier, so, um, I'd actually
29
00:01:49,792 --> 00:01:52,086
done that flight just the week
before.
30
00:01:53,129 --> 00:01:55,673
Eagle Airways
is a regional airline,
31
00:01:55,673 --> 00:01:59,052
a subsidiary of Air New Zealand.
32
00:02:11,105 --> 00:02:15,485
At the controls
is 42-year-old Captain Myles
Gousmett.
33
00:02:15,485 --> 00:02:19,489
He's been with Eagle Airways
for nearly 12 years.
34
00:02:21,115 --> 00:02:22,784
Cabin door closed.
35
00:02:25,161 --> 00:02:29,540
The 32-year-old
first officer is the pilot
monitoring today.
36
00:02:29,540 --> 00:02:32,752
He joined Eagle Airways
last year.
37
00:02:34,295 --> 00:02:37,006
About that time.
38
00:02:37,006 --> 00:02:39,842
Ready when you are.
39
00:02:39,842 --> 00:02:42,095
Let's roll out.
40
00:02:43,179 --> 00:02:47,058
Eagle 300 is taxiing
for departure to Wellington.
41
00:02:47,058 --> 00:02:53,606
At 7:10 a.m., Flight
2300 makes its way
to the runway.
42
00:03:04,617 --> 00:03:07,412
Airspeed's alive... 80 knots.
43
00:03:08,079 --> 00:03:11,958
The pilots are
flying a Beechcraft
1900-D.
44
00:03:11,958 --> 00:03:16,587
It's a low-wing twin-engine
turboprop airplane capable
45
00:03:16,587 --> 00:03:19,632
of carrying 19 passengers
and a crew of 2.
46
00:03:29,684 --> 00:03:31,936
Positive rate.
Gear up.
47
00:03:31,936 --> 00:03:33,855
Gear up.
48
00:03:45,700 --> 00:03:51,581
It's a one-hour
flight from Timaru to Wellington
on New Zealand's North Island.
49
00:03:55,710 --> 00:04:00,048
Flight 2300 levels off
at 21,000 feet.
50
00:04:00,048 --> 00:04:03,760
The passengers settle in for
the short flight.
51
00:04:05,345 --> 00:04:06,846
I was flying up for work.
52
00:04:06,846 --> 00:04:11,642
I was manager of, of a barbeque
factory, and, um,
53
00:04:11,642 --> 00:04:14,353
we were opening a new branch,
just north of Wellington.
54
00:04:20,693 --> 00:04:22,987
Can you get me the ATIS
for Wellington?
55
00:04:22,987 --> 00:04:25,156
I'm guarding Comm 1
while you're off.
56
00:04:26,324 --> 00:04:29,744
The pilots check
on the weather in Wellington.
57
00:04:30,286 --> 00:04:34,791
Wellington
Airport, winds, 2-1-0 at 10,
58
00:04:34,791 --> 00:04:39,170
visibility 20 reducing to 10
in rain showers.
59
00:04:39,170 --> 00:04:40,797
{\an8}Sky conditions...
60
00:04:54,727 --> 00:04:56,479
Wellington's not as windy
as normal.
61
00:04:56,479 --> 00:04:58,898
Sounds wet, though,
with a low cloud ceiling.
62
00:04:58,898 --> 00:05:01,109
- Yeah.
- And Woodbourne?
63
00:05:03,444 --> 00:05:08,700
Woodbourne
Airport, winds 2-6-0 at 8,
64
00:05:08,700 --> 00:05:12,245
visibility 50, sky conditions
clear.
65
00:05:12,787 --> 00:05:15,540
Woodbourne, on the other hand,
looks very nice.
66
00:05:15,540 --> 00:05:16,833
Not a cloud in the sky.
67
00:05:16,833 --> 00:05:18,668
We're gonna have a cracking day
at home for us
68
00:05:18,668 --> 00:05:20,086
when we get there.
69
00:05:24,173 --> 00:05:25,633
Ladies and gentlemen,
70
00:05:25,633 --> 00:05:27,343
we've begun our descent
into the Wellington area.
71
00:05:27,343 --> 00:05:29,887
At this time, please ensure
your seatbelts
72
00:05:29,887 --> 00:05:32,265
are securely fastened, your tray
tables are stowed,
73
00:05:32,265 --> 00:05:36,018
and any carry-on items
are placed under the seat
in front of you.
74
00:05:39,355 --> 00:05:40,440
I was feeling great.
75
00:05:40,440 --> 00:05:44,318
I knew I had a fairly long three
or four days ahead of me
76
00:05:44,318 --> 00:05:47,864
setting up this new branch,
but I was looking forward to it.
77
00:05:49,115 --> 00:05:52,744
At 8:12 a.m.,
the pilots begin their approach
78
00:05:52,744 --> 00:05:54,245
to Wellington Airport.
79
00:05:55,288 --> 00:05:59,375
Approaching intercept for ILS
Runway 1-6. Props 15-50.
80
00:05:59,375 --> 00:06:04,422
- Props set.
- Flaps 17.
81
00:06:04,422 --> 00:06:06,299
Flaps 17.
82
00:06:06,299 --> 00:06:09,886
Intercepting the glide slope.
Gear down.
83
00:06:09,886 --> 00:06:15,308
Speed, 170 knots. Gear down.
84
00:06:18,102 --> 00:06:20,229
The pilots' routine
approach takes
85
00:06:20,229 --> 00:06:21,397
an unexpected turn.
86
00:06:25,485 --> 00:06:26,736
That's not good.
87
00:06:27,820 --> 00:06:29,364
That is not good.
88
00:06:30,573 --> 00:06:34,035
The plane's landing
gear doesn't extend.
89
00:06:35,203 --> 00:06:37,080
Let's discontinue
the approach.
90
00:06:44,879 --> 00:06:47,423
Wellington control,
Eagle 3-0-0.
91
00:06:47,423 --> 00:06:49,842
Go ahead, Eagle 3-0-0.
92
00:06:49,842 --> 00:06:54,347
Wellington, missed approach,
maintaining 3,000 feet.
93
00:06:54,347 --> 00:06:57,100
We've got a landing gear
problem.
94
00:06:59,102 --> 00:07:02,688
Eagle 3-0-0, uh, cleared
to maintain 3,000 feet,
95
00:07:02,688 --> 00:07:04,357
fly heading 2-7-0.
96
00:07:04,357 --> 00:07:07,402
2-7-0, Eagle 3-0-0.
97
00:07:14,742 --> 00:07:16,744
Cycle it back up.
Give it another go.
98
00:07:19,288 --> 00:07:21,457
The pilots
troubleshoot the problem.
99
00:07:23,668 --> 00:07:24,961
Nothing.
100
00:07:26,754 --> 00:07:29,048
Let's clean it up.
Flaps up.
101
00:07:41,978 --> 00:07:47,984
Eagle 3-0-0, request you climb
to 6,000 feet on heading 2-7-0
102
00:07:47,984 --> 00:07:50,153
over the Cook Strait and away
from traffic.
103
00:07:53,281 --> 00:07:56,117
In the cabin,
passengers get
104
00:07:56,117 --> 00:07:58,661
the first indication that
something is wrong.
105
00:07:58,661 --> 00:08:01,039
It was just a normal flight.
106
00:08:01,039 --> 00:08:04,876
Uh, we were coming into land but
then all of a sudden
107
00:08:04,876 --> 00:08:08,296
it was just full power and
we were heading back up
108
00:08:08,296 --> 00:08:09,338
into the sky.
109
00:08:11,090 --> 00:08:15,678
Flight 2300
ascends to a higher altitude
110
00:08:15,678 --> 00:08:17,347
where there's less traffic.
111
00:08:19,098 --> 00:08:20,183
Let's try it again.
112
00:08:24,645 --> 00:08:27,023
Landing gear down.
113
00:08:29,067 --> 00:08:30,276
Nothing.
114
00:08:30,276 --> 00:08:33,446
Okay, let's check
the electrical system.
115
00:08:43,373 --> 00:08:49,379
Okay, landing gear relay
circuit breaker.
116
00:08:50,713 --> 00:08:52,215
Hasn't popped.
117
00:08:54,300 --> 00:08:56,969
No breakers have popped.
Electricals seem fine.
118
00:09:02,308 --> 00:09:04,560
The pilots have
another option.
119
00:09:04,560 --> 00:09:07,355
We're gonna have to extend
the gear manually.
120
00:09:21,494 --> 00:09:23,579
And we don't want to continue
down into the weather
121
00:09:23,579 --> 00:09:24,914
in Wellington with this problem.
122
00:09:24,914 --> 00:09:28,418
Wellington has traffic,
low cloud and showers.
123
00:09:28,418 --> 00:09:29,585
It's an ILS approach.
124
00:09:29,585 --> 00:09:32,046
Before attempting
to manually extend
125
00:09:32,046 --> 00:09:34,966
the landing gear, the pilots
consider diverting
126
00:09:34,966 --> 00:09:36,926
to a different airport.
127
00:09:36,926 --> 00:09:38,803
Woodbourne is wide open,
128
00:09:38,803 --> 00:09:41,347
clear skies, and we can stay
visual.
129
00:09:41,347 --> 00:09:43,850
Exactly. And our engineering
base is there.
130
00:09:43,850 --> 00:09:45,393
We divert to Woodbourne?
131
00:09:45,393 --> 00:09:51,023
Agree. Woodbourne Control,
we've got a landing gear issue.
132
00:09:51,023 --> 00:09:53,234
Requesting descent
to Woodbourne.
133
00:09:53,234 --> 00:09:55,611
We have to do a manual extension
of the gear.
134
00:09:55,611 --> 00:09:58,114
Requesting a local standby.
135
00:09:59,949 --> 00:10:02,118
I'll let the passengers what's
going on.
136
00:10:02,118 --> 00:10:04,871
Ladies and gentlemen,
this is your captain.
137
00:10:04,871 --> 00:10:07,331
We've encountered an issue
with the undercarriage
138
00:10:07,331 --> 00:10:08,332
of the aircraft.
139
00:10:08,332 --> 00:10:10,001
Our plan is to divert
to Woodbourne
140
00:10:10,001 --> 00:10:11,461
in the Blenheim area
to hold.
141
00:10:11,461 --> 00:10:14,297
We plan to do a manual
landing gear extension.
142
00:10:14,297 --> 00:10:17,967
We'll keep you updated, but
we don't anticipate any
problems.
143
00:10:20,636 --> 00:10:25,016
You sort of go, okay, there's
a problem with the landing gear,
144
00:10:25,016 --> 00:10:28,311
sort of, you know, I wonder how
bad that's going to be.
145
00:10:29,479 --> 00:10:33,274
Flight 2300
descends into clear skies.
146
00:10:36,027 --> 00:10:38,988
Okay, let's try manual landing
gear extension.
147
00:10:38,988 --> 00:10:40,406
You have control.
148
00:10:41,991 --> 00:10:43,409
I have control.
149
00:10:45,328 --> 00:10:49,248
The captain reviews
the procedure for a manual drop.
150
00:10:50,792 --> 00:10:53,086
I leaned into the aisle
and, and, and looked in...
151
00:10:53,086 --> 00:10:56,255
into the cockpit and I see that
the pilot was busy
152
00:10:56,255 --> 00:10:59,342
thumbing through what looked
like a manual.
153
00:11:01,302 --> 00:11:03,680
When you see a pilot looking
through a manual,
154
00:11:03,680 --> 00:11:05,098
you've got to think:
155
00:11:05,098 --> 00:11:07,433
"hey, there's gotta be something
seriously wrong here".
156
00:11:09,060 --> 00:11:12,563
Landing gear control lever.
Confirm down.
157
00:11:12,563 --> 00:11:15,566
Alternative extension handle.
158
00:11:15,566 --> 00:11:17,527
Unstow and pump.
159
00:11:17,527 --> 00:11:22,699
Pump handle up and down until
three green gear-down
160
00:11:22,699 --> 00:11:25,118
annunciators are illuminated.
161
00:11:30,289 --> 00:11:33,209
Nothing...
162
00:11:51,894 --> 00:11:55,690
Attempts to lower
Flight 2300's landing gear
163
00:11:55,690 --> 00:11:59,944
using both the normal and manual
systems have failed.
164
00:12:02,155 --> 00:12:04,282
Yeah, passengers might
be wondering what's going on.
165
00:12:05,366 --> 00:12:07,285
I'll have a word.
166
00:12:23,092 --> 00:12:25,511
Hey folks, we've got a bit
of a problem
167
00:12:25,511 --> 00:12:28,056
with the landing gear that we're
still trying to troubleshoot.
168
00:12:28,056 --> 00:12:30,975
Nothing to be alarmed about,
but we're going to circle
169
00:12:30,975 --> 00:12:33,061
the area for a bit while we sort
it out.
170
00:12:33,061 --> 00:12:35,980
We'll keep you posted.
Thank you.
171
00:12:37,190 --> 00:12:40,318
When I heard that, I was
thinking: "well, we could be
172
00:12:40,318 --> 00:12:41,652
in real trouble here".
173
00:12:41,652 --> 00:12:44,238
I thought of my wife and,
and my kids,
174
00:12:44,238 --> 00:12:48,201
and then I started thinking
about all the possible scenarios
175
00:12:48,201 --> 00:12:51,162
of, of what could happen.
176
00:12:53,790 --> 00:12:56,209
As the pilots
continue trying to drop
177
00:12:56,209 --> 00:12:59,253
the landing gear, they know
they can only troubleshoot
178
00:12:59,253 --> 00:13:00,755
for so long.
179
00:13:00,755 --> 00:13:03,675
They're down to just over
an hour's worth of fuel.
180
00:13:04,425 --> 00:13:06,344
Let's give Air Operations
a call.
181
00:13:09,430 --> 00:13:11,808
Blenheim Base, Eagle 3-0-0.
182
00:13:11,808 --> 00:13:14,644
Eagle 3-0-0, this is AOC.
183
00:13:14,894 --> 00:13:17,772
We've got a problem with
the landing gear.
184
00:13:17,772 --> 00:13:22,151
Have tried normal extension
several times.
185
00:13:22,151 --> 00:13:25,363
Have tried manual extension.
We're still getting nothing.
186
00:13:25,780 --> 00:13:27,782
Eagle 3-0-0,
we'll get an engineer
187
00:13:27,782 --> 00:13:29,283
to help you right away.
188
00:13:44,007 --> 00:13:48,136
After circling
for 15 minutes, Flight 2300
189
00:13:48,136 --> 00:13:50,805
gets an update from
Air Operations.
190
00:13:51,472 --> 00:13:54,851
Eagle 3-0-0,
try isolating electrical power
191
00:13:54,851 --> 00:13:56,394
to the landing gear motor.
192
00:14:05,528 --> 00:14:06,988
We got nothing.
193
00:14:06,988 --> 00:14:09,240
Don't know why
that's not working.
194
00:14:23,546 --> 00:14:24,922
We gotta keep digging deeper.
195
00:14:25,465 --> 00:14:29,510
Try turning
all the power off. Everything.
196
00:14:30,470 --> 00:14:32,930
If the pilots
isolate all the electrical
197
00:14:32,930 --> 00:14:35,600
components and the landing
gear extends,
198
00:14:35,600 --> 00:14:39,354
it will confirm that the problem
is in the electrical system...
199
00:14:44,525 --> 00:14:46,277
...but the outcome
is no different.
200
00:14:46,277 --> 00:14:48,780
Those wheels
should have come down by now.
201
00:14:48,780 --> 00:14:51,074
- Still nothing.
- Nothing.
202
00:14:59,957 --> 00:15:01,876
Only forty-five minutes
of fuel left.
203
00:15:01,876 --> 00:15:03,920
We're gonna have to land
wheels-up.
204
00:15:06,381 --> 00:15:07,965
Agreed.
205
00:15:07,965 --> 00:15:10,760
They're forced
to attempt one of aviation's
206
00:15:10,760 --> 00:15:12,470
most challenging landings.
207
00:15:13,346 --> 00:15:15,807
A wheels-up landing is,
is not an everyday occurrence.
208
00:15:15,807 --> 00:15:18,142
They were faced with a situation
209
00:15:18,142 --> 00:15:20,019
that was not resolvable
in flight.
210
00:15:20,019 --> 00:15:23,439
Have fire and ambulance
ready, thank you.
211
00:15:24,732 --> 00:15:27,735
Now the pilots
update the Woodbourne controller
212
00:15:27,735 --> 00:15:29,237
of their situation.
213
00:15:29,237 --> 00:15:31,948
Woodbourne tower, Eagle 3-0-0.
214
00:15:31,948 --> 00:15:34,909
We're still unable to lower
our landing gear.
215
00:15:34,909 --> 00:15:36,869
Declare full emergency
at Woodbourne.
216
00:15:36,869 --> 00:15:39,580
Confirming your landing gear
issue, Eagle 3-0-0.
217
00:15:39,580 --> 00:15:42,250
Full emergency response
has already been activated.
218
00:15:45,837 --> 00:15:47,296
Hey, everyone.
219
00:15:47,296 --> 00:15:50,591
Unfortunately, we're unable
to lower the landing gear.
220
00:15:50,591 --> 00:15:53,928
So we're going to have
to land wheels-up.
221
00:15:54,762 --> 00:15:57,181
Obviously, the tension went
right up.
222
00:15:57,181 --> 00:16:00,810
A... a crash landing is,
is everybody's worst fear.
223
00:16:00,810 --> 00:16:03,396
Now the landing's gonna be
harder than usual
224
00:16:03,396 --> 00:16:05,106
and there's going to be quite
a bit of noise.
225
00:16:05,106 --> 00:16:08,609
So make sure your seatbelts
are secure and that you're ready
226
00:16:08,609 --> 00:16:11,446
to take the brace position
when I say.
227
00:16:13,114 --> 00:16:15,491
Take a close look
at the safety card.
228
00:16:16,451 --> 00:16:20,621
Everybody simultaneously
grabbed that information card
229
00:16:20,621 --> 00:16:21,873
that nobody ever reads.
230
00:16:21,873 --> 00:16:24,876
Um, all of a sudden, it becomes
so important
231
00:16:24,876 --> 00:16:27,754
that we actually grabbed it and,
and everybody read it.
232
00:16:27,754 --> 00:16:32,467
Ma'am, why don't we go ahead
and move you, okay? Thank you.
233
00:16:32,467 --> 00:16:35,011
The first officer
moves a pregnant woman away
234
00:16:35,011 --> 00:16:37,388
from her seat alongside
the emergency exit.
235
00:16:37,388 --> 00:16:41,601
Sir? Are you good to open
the emergency exit door
236
00:16:41,601 --> 00:16:43,770
when we land?
- Uh, yeah.
237
00:16:43,770 --> 00:16:45,354
Excellent. Thank you.
238
00:16:54,572 --> 00:16:58,785
Once the plane has stopped,
pull the red handle towards you
239
00:16:58,785 --> 00:17:00,495
and push the door out
of the plane.
240
00:17:00,495 --> 00:17:03,664
Jump out and get as far from
the plane as possible.
241
00:17:03,664 --> 00:17:08,586
The adrenalin level was really
starting to get right up there.
242
00:17:10,838 --> 00:17:14,842
Follow this man out,
and that'll be that. OK?
243
00:17:14,842 --> 00:17:15,968
- Okay, got it.
- Thank you.
244
00:17:15,968 --> 00:17:17,595
Thank you, everyone.
245
00:17:22,183 --> 00:17:24,977
I did fear for my life,
confronted with what
246
00:17:24,977 --> 00:17:28,022
was going to potentially
happen.
247
00:17:30,024 --> 00:17:34,696
Okay, let's review
the procedure for gear-up
landing.
248
00:17:39,158 --> 00:17:43,538
"Crew: Brief for emergency
landing responsibilities.
249
00:17:44,288 --> 00:17:47,917
Runway: Land on longest runway
possible."
250
00:17:48,793 --> 00:17:53,131
The key to a safe
wheels-up landing is timing.
251
00:18:04,642 --> 00:18:06,519
After 45 minutes
of circling,
252
00:18:06,519 --> 00:18:09,731
the fuel light
reaches the right level.
253
00:18:09,731 --> 00:18:12,442
Now's the time.
254
00:18:13,693 --> 00:18:16,654
Woodbourne Tower, Eagle 3-0-0.
255
00:18:16,654 --> 00:18:20,825
Please be advised we need
to make a wheels-up landing.
256
00:18:21,659 --> 00:18:25,329
Roger, Eagle 3-0-0, you are
cleared to land runway 2-4.
257
00:18:27,165 --> 00:18:30,501
The crew prepares
for an emergency landing.
258
00:18:32,670 --> 00:18:35,590
Let's get rid of everything
electrical that we don't need.
259
00:18:36,424 --> 00:18:39,510
EFIS screen power off
on my side.
260
00:18:41,763 --> 00:18:44,807
Landing gear circuit breaker.
Pull.
261
00:18:45,600 --> 00:18:47,685
They shut down
all non-essential
262
00:18:47,685 --> 00:18:50,646
electrical systems to prevent
a short circuit
263
00:18:50,646 --> 00:18:52,190
or potential fire.
264
00:18:52,190 --> 00:18:55,318
They also pull the landing gear
circuit breaker
265
00:18:55,318 --> 00:18:58,571
to prevent an uncommanded gear
deployment before
266
00:18:58,571 --> 00:19:00,281
or during touchdown.
267
00:19:01,949 --> 00:19:04,869
In the cabin, tensions
run high.
268
00:19:05,787 --> 00:19:08,706
This was gonna happen and it,
and it was happening now
269
00:19:08,706 --> 00:19:14,045
sort of thing, so, um, yeah,
things were getting real.
270
00:19:15,713 --> 00:19:19,300
Woodbourne tower, Eagle 3-0-0,
are we clear to land?
271
00:19:19,300 --> 00:19:23,137
Cleared to land runway 2-4,
emergency services are in place.
272
00:19:25,306 --> 00:19:27,308
Anything we missed?
273
00:19:29,477 --> 00:19:30,812
Nope.
274
00:19:30,812 --> 00:19:33,815
OK then. Here we go.
275
00:19:36,317 --> 00:19:39,320
Now at just 500
feet, the pilots
276
00:19:39,320 --> 00:19:42,657
of Flight 2300 lines up
with the runway.
277
00:19:43,074 --> 00:19:44,784
The only difference
with this landing
278
00:19:44,784 --> 00:19:47,203
is we're gonna be a bit lower
when we touch down.
279
00:19:48,913 --> 00:19:51,874
Almost two hours
after departure from Timaru,
280
00:19:51,874 --> 00:19:57,380
Flight 2300 is made ready to
land without its landing gear.
281
00:20:12,020 --> 00:20:16,107
OK, everyone,
brace for landing now.
282
00:20:17,525 --> 00:20:20,403
As we were just about to touch
down, you know,
283
00:20:20,403 --> 00:20:22,363
and I was looking out
the window, I could see
284
00:20:22,363 --> 00:20:27,034
the grass getting closer
and closer. It was dead quiet.
285
00:20:27,034 --> 00:20:28,870
You could hear a pin drop.
286
00:20:35,376 --> 00:20:39,380
Eagle Airways Flight
2300 is seconds
287
00:20:39,380 --> 00:20:41,924
from landing at New Zealand's
Woodbourne Airport
288
00:20:41,924 --> 00:20:44,385
without the landing gear
deployed.
289
00:20:47,847 --> 00:20:50,892
If the plane doesn't come
in completely levelled,
290
00:20:50,892 --> 00:20:53,561
there's a risk a wing could hit
the runway and break off.
291
00:21:17,251 --> 00:21:21,631
It was just this loud rumble
screeching sound as,
292
00:21:21,631 --> 00:21:23,508
as we slid down the runway.
293
00:21:23,508 --> 00:21:28,096
And it seemed to slide
for, for ages.
294
00:21:29,263 --> 00:21:31,391
Now the captain
needs to bring the plane
295
00:21:31,391 --> 00:21:34,852
to a full stop to avoid sliding
off the runway.
296
00:21:34,852 --> 00:21:38,106
If it goes into the grass,
it can dig into the ground
297
00:21:38,106 --> 00:21:40,149
and cause the plane
to flip.
298
00:21:51,619 --> 00:21:55,164
Nearly 15 seconds
after the emergency landing,
299
00:21:55,164 --> 00:21:58,960
Flight 2300 has come
to a stop.
300
00:22:06,509 --> 00:22:11,055
I sat there and sort of looked
around and thought, "well, yes
301
00:22:11,055 --> 00:22:13,975
we're, we're right way up,
there's no smoke,
302
00:22:13,975 --> 00:22:17,979
there's no fire, and all
my limbs are still attached".
303
00:22:21,190 --> 00:22:23,317
Evacuate.
304
00:22:24,318 --> 00:22:27,196
But the passengers
and crew aren't
305
00:22:27,196 --> 00:22:28,239
out of danger yet.
306
00:22:28,239 --> 00:22:31,075
The risk of fire
means evacuation is urgent.
307
00:22:34,370 --> 00:22:38,166
I opened the hatch and threw
the hatch outwards,
308
00:22:38,166 --> 00:22:42,378
and there was a loud noise and
a, and a swishing sound,
309
00:22:42,378 --> 00:22:46,883
which gave me a, a huge fright
because I didn't know
310
00:22:46,883 --> 00:22:50,136
what it was. As it turned out,
it was the fire brigade
311
00:22:50,136 --> 00:22:53,765
that sprayed the plane with,
with foam.
312
00:22:55,933 --> 00:22:58,770
All fifteen
passengers and the pilots
313
00:22:58,770 --> 00:23:01,022
À make it off safely.
314
00:23:17,413 --> 00:23:20,124
When I got to the terminal,
that's when the shock
315
00:23:20,124 --> 00:23:23,878
really set in for me.
You know I was... I was shaking.
316
00:23:23,878 --> 00:23:26,881
But it was a huge relief that,
that I managed to,
317
00:23:26,881 --> 00:23:30,885
to ring my wife and, and tell
her that I was okay.
318
00:23:33,971 --> 00:23:40,269
A disaster has been
averted, with all 17 people
walking away unharmed.
319
00:23:42,105 --> 00:23:45,233
The Transport Accident
Investigation Commission,
320
00:23:45,233 --> 00:23:50,530
or TAIC, leads the investigation
into Flight 2300's
321
00:23:50,530 --> 00:23:53,282
landing gear failure.
322
00:23:53,282 --> 00:23:56,035
The first question, of course,
was why?
323
00:23:56,035 --> 00:23:58,996
The aircraft had been in service
with the operator
324
00:23:58,996 --> 00:24:00,748
for about five years
at that stage.
325
00:24:00,748 --> 00:24:02,166
How could this happen?
326
00:24:02,166 --> 00:24:05,336
The aircraft had pretty good
reliability up till then.
327
00:24:07,130 --> 00:24:10,299
What could have
caused the landing gear to fail?
328
00:24:13,094 --> 00:24:15,263
That could have gone
a lot worse.
329
00:24:15,263 --> 00:24:17,932
Got those reports.
Let's take a look.
330
00:24:19,642 --> 00:24:23,104
Investigators review
the plane's maintenance history.
331
00:24:25,982 --> 00:24:28,443
Yeah, it looks like it was
maintained on schedule.
332
00:24:28,443 --> 00:24:29,444
Hm.
333
00:24:29,944 --> 00:24:32,822
It even had a maintenance
review just six days
334
00:24:32,822 --> 00:24:34,490
before the accident.
- Um-hm.
335
00:24:35,074 --> 00:24:37,535
Something else gets
their attention.
336
00:24:38,661 --> 00:24:42,498
There was a landing
gear failure back in January.
337
00:24:42,498 --> 00:24:46,627
Three weeks later, a hydraulic
fluid leak was found under
338
00:24:46,627 --> 00:24:48,212
the left wing.
339
00:24:48,212 --> 00:24:50,173
Could that be what happened
here?
340
00:24:50,173 --> 00:24:52,467
The hydraulic fluid
is the lifeblood
341
00:24:52,467 --> 00:24:55,178
of the landing gear system
and without it,
342
00:24:55,178 --> 00:24:58,556
you'd be unable to retract
or extend the landing gear.
343
00:25:01,017 --> 00:25:04,270
The plane is lifted
by crane and towed
344
00:25:04,270 --> 00:25:06,189
to a hangar for examination.
345
00:25:11,402 --> 00:25:14,697
Investigators check
the hydraulic fluid reservoir.
346
00:25:14,697 --> 00:25:19,077
It's dry. There's no hydraulic
fluid in the reservoir.
347
00:25:24,332 --> 00:25:26,292
On initial examination
of the aircraft,
348
00:25:26,292 --> 00:25:29,170
we identified that the hydraulic
reservoir was empty,
349
00:25:29,170 --> 00:25:32,423
so then that raised two
questions: Where did it go?
350
00:25:32,423 --> 00:25:34,175
And why did it go?
351
00:25:35,843 --> 00:25:40,431
So when did it leak?
Before or after takeoff?
352
00:25:41,265 --> 00:25:44,268
Investigators
request photos from the tarmac
353
00:25:44,268 --> 00:25:48,815
at Timaru Airport, where Eagle
Airways Flight 2300
354
00:25:48,815 --> 00:25:51,234
was parked the night
before departure.
355
00:25:51,234 --> 00:25:54,320
They're looking for signs
of leaked hydraulic fluid
356
00:25:54,320 --> 00:25:56,823
needed for lowering the landing
gear.
357
00:26:07,750 --> 00:26:09,252
There's no signs of fluid
on the ground.
358
00:26:10,044 --> 00:26:13,131
That means the leak occurred
in flight.
359
00:26:22,724 --> 00:26:25,351
But if the plane lost
hydraulic fluid in flight,
360
00:26:25,351 --> 00:26:27,562
wouldn't the pilots
have received a warning?
361
00:26:27,562 --> 00:26:29,105
Well, they should have.
362
00:26:30,356 --> 00:26:33,651
The Beech 19-hundred-D
has a system to warn the pilots
363
00:26:33,651 --> 00:26:36,779
if the hydraulic fluid reservoir
is running low.
364
00:26:38,281 --> 00:26:41,868
If hydraulic fluid
reaches a critically low level,
365
00:26:41,868 --> 00:26:45,121
a yellow warning light
on the cockpit indicator panel
366
00:26:45,121 --> 00:26:46,539
would light up.
367
00:26:48,332 --> 00:26:51,878
Investigators meet with
the captain to see if he had
368
00:26:51,878 --> 00:26:55,131
any indication that
the hydraulic fluid was low.
369
00:26:55,798 --> 00:26:58,801
You flew into Timaru
the night before.
370
00:26:58,801 --> 00:27:01,929
- Uh-Uh.
- Any problems with the plane?
371
00:27:01,929 --> 00:27:03,723
No, nothing.
372
00:27:04,932 --> 00:27:08,311
What about your pre-flight
checks morning of?
373
00:27:08,311 --> 00:27:09,729
Anything come up?
374
00:27:09,729 --> 00:27:13,399
Uh, no. Uh, Richie walked
around the outside,
375
00:27:13,399 --> 00:27:15,526
and we did the internal
inspection.
376
00:27:15,526 --> 00:27:17,862
Everything was tip-top.
377
00:27:18,863 --> 00:27:21,991
How about the hydraulic fluid
low annunciator system?
378
00:27:23,785 --> 00:27:26,037
As part of their
pre-flight inspection,
379
00:27:26,037 --> 00:27:30,249
pilots test that the low
hydraulic fluid warning system
380
00:27:30,249 --> 00:27:31,501
is operational.
381
00:27:31,501 --> 00:27:34,337
If it is working, the light
turns on after
382
00:27:34,337 --> 00:27:35,755
a four-second delay.
383
00:27:36,589 --> 00:27:38,007
It checked out fine.
384
00:27:39,592 --> 00:27:42,762
Did the light
ever come on after that?
385
00:27:44,347 --> 00:27:47,433
No, it stayed dark.
386
00:27:48,351 --> 00:27:51,604
We knew that the hydraulic
reservoir was empty
387
00:27:51,604 --> 00:27:53,648
and so the warning light
should have illuminated,
388
00:27:53,648 --> 00:27:54,941
but it didn't.
389
00:27:57,819 --> 00:28:01,614
The Captain said the low
hydraulic fluid warning light
390
00:28:01,614 --> 00:28:03,699
was working before takeoff.
391
00:28:04,826 --> 00:28:07,245
And had it been functioning
properly, that would have helped
392
00:28:07,245 --> 00:28:10,790
the pilots understand why
the landing gear didn't lower.
393
00:28:12,250 --> 00:28:15,044
We knew the gear wouldn't
lower and secondly,
394
00:28:15,044 --> 00:28:18,214
we knew that the reservoir was,
was empty of fluid.
395
00:28:18,214 --> 00:28:22,051
So we needed to find out why
that fluid had leaked from
396
00:28:22,051 --> 00:28:23,386
the system.
397
00:28:25,054 --> 00:28:28,182
Investigators search
for the source of the leak
398
00:28:28,182 --> 00:28:32,562
that caused the failure
of Flight 2300's
landing gear.
399
00:28:38,526 --> 00:28:40,069
We're ready.
400
00:28:40,069 --> 00:28:42,905
They add a small
amount of hydraulic fluid
401
00:28:42,905 --> 00:28:46,534
to the system and use the manual
lowering system
402
00:28:46,534 --> 00:28:48,453
to check for leaks.
403
00:28:56,336 --> 00:29:01,758
Okay, stop. We've got a leak
in the right main landing gear.
404
00:29:03,634 --> 00:29:05,762
It looks like it's coming
from the actuator.
405
00:29:07,430 --> 00:29:10,933
When pilots activate
the plane's landing gear,
406
00:29:10,933 --> 00:29:13,728
hydraulic fluid is pushed from
a reservoir
407
00:29:13,728 --> 00:29:17,607
to landing gear actuators
that extend the gear
408
00:29:17,607 --> 00:29:19,692
to their down and locked
position.
409
00:29:21,110 --> 00:29:22,945
In the course
of the investigation and during
410
00:29:22,945 --> 00:29:25,948
testing if you observe
hydraulic fluid leaking
411
00:29:25,948 --> 00:29:29,744
from the actuator, you're
getting closer to pinpointing
412
00:29:29,744 --> 00:29:32,789
the source of the leak.
413
00:29:34,207 --> 00:29:36,876
They examine
the actuator to determine
414
00:29:36,876 --> 00:29:38,211
if it was defective.
415
00:29:41,631 --> 00:29:43,383
There's a crack in the end
cap.
416
00:29:45,343 --> 00:29:48,429
To confirm our theory about
the failed actuator
417
00:29:48,429 --> 00:29:53,017
we replaced the actuator, and
we then replenished
418
00:29:53,017 --> 00:29:56,771
the oil system and completed
several gear extensions and,
419
00:29:56,771 --> 00:30:00,692
uh, retractions, and this
confirmed that the problem
420
00:30:00,692 --> 00:30:02,485
was with that failed actuator.
421
00:30:04,112 --> 00:30:06,989
The failed actuator
is sent to the National
422
00:30:06,989 --> 00:30:09,992
Transportation Safety Board's
lab in the United States
423
00:30:09,992 --> 00:30:12,537
for metallurgical examination.
424
00:30:13,037 --> 00:30:16,207
We did that because
the Beech 1900
425
00:30:16,207 --> 00:30:18,459
was manufactured
in the United States
426
00:30:18,459 --> 00:30:20,128
as well as the actuator.
427
00:30:20,128 --> 00:30:23,673
And so they had access to both
those organizations
428
00:30:23,673 --> 00:30:26,092
to support that examination.
429
00:30:27,427 --> 00:30:30,263
While they wait
for the metallurgical results,
430
00:30:30,263 --> 00:30:33,474
the remainder of Eagle Airways'
fleet is checked
431
00:30:33,474 --> 00:30:35,101
for failed actuators.
432
00:30:36,102 --> 00:30:38,062
It was important that
we identified whether
433
00:30:38,062 --> 00:30:40,565
this was a single isolated
occurrence
434
00:30:40,565 --> 00:30:42,859
or there was a wider
systemic issue.
435
00:30:44,068 --> 00:30:46,487
No other cracks
are found.
436
00:30:47,238 --> 00:30:50,450
Most likely, this was
an isolated occurrence
437
00:30:52,827 --> 00:30:55,079
But just three
months after the failure
438
00:30:55,079 --> 00:30:59,083
of Flight 2300's landing gear,
the crew of another
439
00:30:59,083 --> 00:31:03,713
Beechcraft 19-hundred-D
observes a pooling of hydraulic
440
00:31:03,713 --> 00:31:06,466
{\an8}fluid near the right main
landing gear.
441
00:31:08,843 --> 00:31:11,012
That plane's actuator
is removed
442
00:31:11,012 --> 00:31:13,222
and a closer examination
reveals a crack
443
00:31:13,222 --> 00:31:16,601
in the same location
as Flight 2300.
444
00:31:17,727 --> 00:31:21,272
This now raised concerns about
there being a systemic issue
445
00:31:21,272 --> 00:31:24,734
and that the problem could
actually be fleet-wide.
446
00:31:25,401 --> 00:31:28,446
While the latest
cracked actuator is also sent
447
00:31:28,446 --> 00:31:31,657
for metallurgical testing,
Eagle Airways performs
448
00:31:31,657 --> 00:31:33,910
a more rigorous test
on its fleet.
449
00:31:34,243 --> 00:31:37,246
Ultrasonic testing is a method
of non-destructively testing
450
00:31:37,246 --> 00:31:39,666
a component using high-frequency
sound waves.
451
00:31:39,666 --> 00:31:43,628
These sound waves can penetrate
the material and look for cracks
452
00:31:43,628 --> 00:31:47,131
that are at the surface and
the subsurface of the material.
453
00:31:47,840 --> 00:31:50,301
The ultrasonic
testing reveals
454
00:31:50,301 --> 00:31:51,844
a serious problem.
455
00:31:52,678 --> 00:31:54,430
Okay, thank you.
456
00:31:55,973 --> 00:31:58,101
That was another one.
457
00:31:59,686 --> 00:32:00,770
What's that bring us to?
458
00:32:00,770 --> 00:32:03,314
Twelve now developing cracks.
459
00:32:03,314 --> 00:32:05,525
Plus, the two we already
knew about.
460
00:32:05,525 --> 00:32:07,985
Fourteen cracked actuators.
461
00:32:07,985 --> 00:32:09,946
Cracks were all in the same
location?
462
00:32:09,946 --> 00:32:13,741
Yeah, all actuator end caps.
463
00:32:14,492 --> 00:32:16,661
The identification
of a further 12 possible failed
464
00:32:16,661 --> 00:32:21,666
actuators indicated we had
a, quite a serious significant
465
00:32:21,666 --> 00:32:25,837
systemic issue across the fleet
not just within New Zealand,
466
00:32:25,837 --> 00:32:27,380
but also worldwide.
467
00:32:32,260 --> 00:32:34,679
Metallurgy testing results
are in.
468
00:32:35,555 --> 00:32:37,724
What caused
the actuators on two
469
00:32:37,724 --> 00:32:42,186
Eagle Airways' planes to crack
and leak hydraulic fluid?
470
00:32:43,104 --> 00:32:46,566
The actuators were subject
to two independent metallurgy
471
00:32:46,566 --> 00:32:50,153
examinations, one by the NTSB
and one by ourselves.
472
00:32:50,153 --> 00:32:53,364
Together we hoped to identify
the origin of these cracks
473
00:32:53,364 --> 00:32:57,660
and get a better understanding
of how long it took to propagate
474
00:32:57,660 --> 00:32:59,120
to the point of failure.
475
00:33:00,621 --> 00:33:03,666
Flight 2300's cracked actuator
is on the left.
476
00:33:03,666 --> 00:33:06,085
The second one that was
discovered three months later
477
00:33:06,085 --> 00:33:07,170
is on the right.
478
00:33:07,670 --> 00:33:10,882
The metallurgical
testing reveals that the cracks
479
00:33:10,882 --> 00:33:14,886
formed at the inside corner
of the actuators' end caps.
480
00:33:16,804 --> 00:33:19,640
These machining marks here
and here,
481
00:33:19,640 --> 00:33:23,227
that's where most of the cracks
in the actuators originated.
482
00:33:25,104 --> 00:33:28,191
These actuators appear to have
been made
483
00:33:28,191 --> 00:33:29,901
from one single piece of metal.
484
00:33:29,901 --> 00:33:33,237
In order to shape that piece
of metal into the end cap,
485
00:33:33,237 --> 00:33:36,574
there are tools that are used
to get the shape that you want.
486
00:33:36,574 --> 00:33:40,536
These tools can leave behind
tooling marks or sometimes
487
00:33:40,536 --> 00:33:41,996
referred to as machine marks.
488
00:33:41,996 --> 00:33:45,375
The machining marks on their
own aren't a concern.
489
00:33:45,917 --> 00:33:48,628
But investigators
discover something else
490
00:33:48,628 --> 00:33:50,380
about the actuator end caps.
491
00:33:50,380 --> 00:33:55,009
It looks like the inside
of the end caps were anodized.
492
00:33:56,677 --> 00:33:59,013
Anodizing
is the process of submerging
493
00:33:59,013 --> 00:34:03,601
metal in an electrolyte bath and
applying an electrical current.
494
00:34:04,644 --> 00:34:06,312
The purpose of anodizing
495
00:34:06,312 --> 00:34:08,773
is to make a hardened
outside layer
496
00:34:08,773 --> 00:34:12,485
which increases the wear
durability of that component.
497
00:34:12,485 --> 00:34:14,696
But it also makes it more
brittle and therefore
498
00:34:14,696 --> 00:34:16,280
susceptible to cracking.
499
00:34:16,948 --> 00:34:19,867
All of these things found
in the metallurgical examination
500
00:34:19,867 --> 00:34:22,203
are small weaknesses but when
combined together,
501
00:34:22,203 --> 00:34:26,791
made the end cap more prone
to fatigue cracking.
502
00:34:28,209 --> 00:34:31,671
Detailed analysis
on the second cracked actuator
503
00:34:31,671 --> 00:34:34,340
shows that after the initial
crack formed,
504
00:34:34,340 --> 00:34:40,138
it took almost 12,000 cycles
to reach a critical size
and fail.
505
00:34:45,727 --> 00:34:48,730
Well, just how many cycles
506
00:34:48,730 --> 00:34:50,022
were these things designed
to withstand?
507
00:34:50,022 --> 00:34:53,443
I'll request the original
specs.
508
00:34:54,152 --> 00:34:56,279
Investigators narrow
their focus
509
00:34:56,279 --> 00:35:00,408
on the Specification Control
Drawing or SCD
510
00:35:00,408 --> 00:35:02,160
for the planes involved.
511
00:35:02,577 --> 00:35:05,788
A specification control
drawing is a document
512
00:35:05,788 --> 00:35:07,957
that outlines the operating
parameters of the component,
513
00:35:07,957 --> 00:35:12,128
such as how many cycles
it's expected to last,
514
00:35:12,128 --> 00:35:16,716
what is the load that this
actuator is expected
to experience.
515
00:35:17,425 --> 00:35:22,764
These actuators are endurance
tested at 50,000 cycles.
516
00:35:23,723 --> 00:35:26,601
Cycles refer
to the number of complete
517
00:35:26,601 --> 00:35:29,771
landing gear extensions
and retractions.
518
00:35:30,688 --> 00:35:33,357
How many cycles did
the cracked actuators have?
519
00:35:33,357 --> 00:35:36,069
On average 18,000 cycles.
520
00:35:36,069 --> 00:35:38,696
Less than half what they were
designed to endure.
521
00:35:38,696 --> 00:35:43,576
So is this a problem with
the original design,
522
00:35:43,576 --> 00:35:46,287
or the way it was made?
523
00:35:47,288 --> 00:35:50,667
In reviewing the metallurgical
examination, we needed to
524
00:35:50,667 --> 00:35:53,169
identify whether the component
was actually manufactured
525
00:35:53,169 --> 00:35:57,256
in accordance with the original
uh, design requirements.
526
00:35:57,256 --> 00:36:00,510
Investigators visit
the manufacturer
527
00:36:00,510 --> 00:36:01,969
of the actuators.
528
00:36:02,762 --> 00:36:06,182
So how were these actuators
designed?
529
00:36:06,182 --> 00:36:09,727
Well, we followed the SCD
we were provided.
530
00:36:11,896 --> 00:36:15,483
So the actuators should be
able to sustain 50,000 cycles?
531
00:36:15,483 --> 00:36:20,071
Yeah. But, uh, 10 years ago,
we received three actuators
532
00:36:20,071 --> 00:36:21,322
for overhaul.
533
00:36:21,322 --> 00:36:25,410
Investigators learn
these actuators had cracks,
534
00:36:25,410 --> 00:36:27,787
which led to a redesign.
535
00:36:28,955 --> 00:36:32,041
If you fixed the design
of the actuator back in '97,
536
00:36:32,041 --> 00:36:35,211
then why are we seeing cracks
10 years later?
537
00:36:35,211 --> 00:36:40,049
Um, well, uh, these cracks
formed in the opposite end.
538
00:36:40,800 --> 00:36:42,885
There were concerns
about the design
539
00:36:42,885 --> 00:36:44,971
the manufacturer had given them.
540
00:36:46,097 --> 00:36:50,768
The actuator manufacturer
opined that the information
541
00:36:50,768 --> 00:36:53,187
provided by Beech
was inadequate.
542
00:36:53,187 --> 00:36:56,774
The cycles, the loads, and
the pressures experienced
543
00:36:56,774 --> 00:37:00,194
by these actuators was not
what Beech was telling them.
544
00:37:01,154 --> 00:37:03,156
Did you share your concerns
with the manufacturer?
545
00:37:03,156 --> 00:37:06,117
Yes. They said they'd
do a flight test.
546
00:37:06,868 --> 00:37:09,078
The purpose
of the flight test
547
00:37:09,078 --> 00:37:12,040
was to examine the operational
loads on the actuator.
548
00:37:12,040 --> 00:37:16,377
So the flight test, what did
it tell you?
549
00:37:17,462 --> 00:37:20,006
The test showed
that the actuator end cap
550
00:37:20,006 --> 00:37:25,219
didn't experience just one
pressure peak per cycle,
but two.
551
00:37:26,387 --> 00:37:29,974
This meant that each extension
and retraction cycle
552
00:37:29,974 --> 00:37:34,187
subjected the actuator
to twice the loading as to what
553
00:37:34,187 --> 00:37:35,438
it was designed for.
554
00:37:35,438 --> 00:37:38,399
So if you're expecting 50,000
cycles on the actuator,
555
00:37:38,399 --> 00:37:41,110
now it can only do
25,000 cycles.
556
00:37:41,861 --> 00:37:45,198
Did you make any changes
as a result of this?
557
00:37:45,198 --> 00:37:48,910
No, we didn't get the results
until after the accident.
558
00:37:50,078 --> 00:37:52,246
Unfortunately, the lack
of communication
559
00:37:52,246 --> 00:37:55,541
between an aircraft manufacturer
and the component manufacturers,
560
00:37:55,541 --> 00:37:57,835
while rare, is not uncommon.
561
00:37:58,753 --> 00:38:02,340
Investigators now
understand that a combination
562
00:38:02,340 --> 00:38:06,969
of factors led to the landing
gear failure on Flight 2300.
563
00:38:06,969 --> 00:38:10,515
Airspeed's alive. 80 knots.
564
00:38:10,515 --> 00:38:13,309
After thousands
of landing gear extensions
565
00:38:13,309 --> 00:38:16,062
and retractions over thousands
of flights,
566
00:38:16,062 --> 00:38:19,357
the landing gear actuators were
reaching the end of their life
567
00:38:19,357 --> 00:38:20,900
twice as fast as expected.
568
00:38:20,900 --> 00:38:23,778
Positive rate, gear up.
569
00:38:24,445 --> 00:38:25,655
Gear up.
570
00:38:32,245 --> 00:38:34,872
Machining marks
on the actuator's end cap
571
00:38:34,872 --> 00:38:38,084
along with metallurgical
weaknesses led to
572
00:38:38,084 --> 00:38:42,130
fatigue cracking, ultimately
causing the end cap to fail.
573
00:38:43,423 --> 00:38:46,134
That actuator wasn't built
to withstand the stresses
574
00:38:46,134 --> 00:38:49,095
put on it. I mean, it was
destined to fail
575
00:38:49,095 --> 00:38:50,221
on those pilots.
576
00:38:51,973 --> 00:38:55,476
What I want to know is,
how did they pull off
577
00:38:55,476 --> 00:38:56,978
such a remarkable landing?
578
00:39:00,314 --> 00:39:03,067
into the pilots' actionsatk
579
00:39:03,067 --> 00:39:08,364
on Eagle Airways Flight 2300
to see how they carried out
580
00:39:08,364 --> 00:39:10,533
the successful emergency
landing.
581
00:39:11,868 --> 00:39:15,038
When the landing gear didn't
drop, they come up with a plan.
582
00:39:16,331 --> 00:39:18,124
Let's discontinue
the approach.
583
00:39:22,086 --> 00:39:25,214
They immediately discontinued
the approach, good.
584
00:39:25,214 --> 00:39:28,718
So, then they attempt some
troubleshooting from 6,000 feet.
585
00:39:28,718 --> 00:39:32,138
When that doesn't work,
they evaluate their options.
586
00:39:34,057 --> 00:39:35,433
Woodbourne is wide open.
587
00:39:35,433 --> 00:39:37,852
Clear skies and we can stay
visual.
588
00:39:37,852 --> 00:39:40,897
Smart move. They knew there
were better conditions
589
00:39:40,897 --> 00:39:43,524
for them to keep trying to solve
the problem and prepare
590
00:39:43,524 --> 00:39:44,942
for an emergency landing.
591
00:39:44,942 --> 00:39:46,819
Then they do exactly
what they're supposed to do.
592
00:39:46,819 --> 00:39:49,489
They attempt a manual extension
of the landing gear.
593
00:40:02,043 --> 00:40:03,252
Pump handle up and down
594
00:40:03,252 --> 00:40:07,840
until three green gear-down
annunciators are illuminated.
595
00:40:10,051 --> 00:40:12,970
Okay, good. They followed
the QRH for a manual drop.
596
00:40:12,970 --> 00:40:15,431
Sounds like they kept
the passengers updated
597
00:40:15,431 --> 00:40:16,766
throughout as well.
598
00:40:18,893 --> 00:40:21,312
Hey folks, we've got a bit
of a problem
599
00:40:21,312 --> 00:40:24,857
with the landing gear that we're
still trying to troubleshoot.
600
00:40:41,582 --> 00:40:45,336
Seeing how calm and collected
the pilots were,
601
00:40:45,336 --> 00:40:48,005
their training had just
obviously kicked in
602
00:40:48,005 --> 00:40:50,675
because they knew exactly
what they were doing.
603
00:40:50,675 --> 00:40:53,678
Um, our, our lives were
in their hands,
604
00:40:53,678 --> 00:40:56,055
and, and they came through
for us.
605
00:40:56,764 --> 00:41:00,685
They were calm, didn't cause
a panic. Excellent.
606
00:41:00,685 --> 00:41:02,770
Yeah, and when they noticed
the fuel getting low,
607
00:41:02,770 --> 00:41:05,148
they make the call
for a wheels-up landing.
608
00:41:05,148 --> 00:41:09,235
Right, and then they prepare
the plane to reduce the risk
on touchdown.
609
00:41:11,529 --> 00:41:14,741
Landing gear circuit breaker, pull.
610
00:41:24,792 --> 00:41:28,046
Okay everyone, brace
for landing now.
611
00:41:36,679 --> 00:41:37,889
After they make contact with
the runway,
612
00:41:37,889 --> 00:41:40,892
they carefully
controlled the aircraft.
613
00:41:42,226 --> 00:41:48,858
The pilots did an amazing
job. It was obviously anything
614
00:41:48,858 --> 00:41:52,236
but routine. It was a very
serious situation,
615
00:41:52,236 --> 00:41:55,198
but they handled it
like total pros.
616
00:42:13,424 --> 00:42:15,218
We were just so lucky
that day.
617
00:42:15,218 --> 00:42:19,347
The plane didn't catch fire
or t didn't flip upside down.
618
00:42:19,347 --> 00:42:20,807
It didn't break apart.
619
00:42:21,891 --> 00:42:24,268
Luck was very much on our side.
620
00:42:27,355 --> 00:42:28,981
They did everything right.
621
00:42:30,191 --> 00:42:34,153
No injuries, minimal damage
to the plane.
622
00:42:35,363 --> 00:42:36,614
They saved the day.
623
00:42:39,951 --> 00:42:42,161
The pilots on this flight
did an outstanding job.
624
00:42:42,161 --> 00:42:45,498
The fact that they were able
to do a wheels-up landing,
625
00:42:45,498 --> 00:42:49,752
maintain control of the aircraft
on the runway is exemplary.
626
00:42:55,591 --> 00:42:57,218
As a result
of the investigation
627
00:42:57,218 --> 00:43:00,930
into the failure of Flight
2300's landing gear,
628
00:43:00,930 --> 00:43:04,392
safety checks are instituted
to ensure that
629
00:43:04,392 --> 00:43:06,894
the hydraulic fluid warning
system is tested,
630
00:43:06,894 --> 00:43:10,857
and that these tests include
the fluid sensor.
631
00:43:12,233 --> 00:43:15,737
A service bulletin mandates
the immediate inspection
632
00:43:15,737 --> 00:43:18,823
of Beechcraft actuators, and
the implementation
633
00:43:18,823 --> 00:43:22,285
of a thorough maintenance regime
until the actuator
634
00:43:22,285 --> 00:43:23,661
is redesigned.
635
00:43:25,204 --> 00:43:29,208
Until then, Eagle Airways
continues ultrasonic testing
636
00:43:29,208 --> 00:43:33,671
of the actuators every
1,000 cycles, with the actuators
637
00:43:33,671 --> 00:43:37,091
being replaced after
10,000 cycles.
638
00:43:37,759 --> 00:43:39,594
Aviation was made safer
as a result
639
00:43:39,594 --> 00:43:42,472
of this investigation because
the output
640
00:43:42,472 --> 00:43:46,225
was an inspection regime that
ensured a failure like this
641
00:43:46,225 --> 00:43:47,226
could not occur again.
642
00:44:17,131 --> 00:44:20,343
Subtitling: difuze