Delta CRJ 900 diverts to JFK with right main gear failure
Below the Glidepath - not correcting
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Delta CRJ 900 diverts to JFK with right main gear failure
Delta flight 4951, a CRJ 900 scheduled from ATL to HPN (White Plains, about 30 miles NE of New York) diverted to JFK last night 25 September at about 8pm EDT after the right gear failed to lower. 64 Pax and crew, no reports of any injuries.
Pilot keeps his cool, gets all 64 passengers and crew aboard Delta Flight 4951 down safely
Pilot keeps his cool, gets all 64 passengers and crew aboard Delta Flight 4951 down safely
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With slightly less hyperbole 
: Accident: Atlantic Southeast CRJ9 at Westchester on Sep 25th 2010, could not extend right hand main gear
: Accident: Atlantic Southeast CRJ9 at Westchester on Sep 25th 2010, could not extend right hand main gear
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Job well done to the crew!
I'm a pilot, but I'm not a hero, so I think this a fairly high stress situation. Fire is a real possibility.
However, another Bombardier gear failure? Not good news. Luckily it didn't happen on a SAS CRJ.
They need to find the cause real fast.
I'm a pilot, but I'm not a hero, so I think this a fairly high stress situation. Fire is a real possibility.
However, another Bombardier gear failure? Not good news. Luckily it didn't happen on a SAS CRJ.
They need to find the cause real fast.
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The pilot remained as calm as if he were Chesley Sullenberger's twin as the tower offered him a choice of runways.
yeah, because its an inherent nataure of pilots to go hysterical !
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I don't believe how this news article can compare this Delta pilot with hero and ace pilot Sully....
I heard the problem was caused by maintenance error on behalf of Delta. I'll try and find the source now...
I heard the problem was caused by maintenance error on behalf of Delta. I'll try and find the source now...
I heard the problem was caused by maintenance error on behalf of Delta. I'll try and find the source now...
Are you trying to get sued?
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Then change Delta to Atlantic Southeast. I have no idea who does their maintenance so risk painting them with the wrong brush, but imo there seems to be too much "shareholder value" being created by airlines saving money on maintenance.
Obviously the gear problem could have been due to damage in operation, or a material defect, or any number of other problems. One would hope the poster who said it was maintenance knew for a fact that the aircraft was fresh from maintenance that included the gear. It still could have been a defective part that the maintenance facility couldn't have detected, but history suggests that's the far less likely situation.
Again speaking generically, contract regional carriers are at the mercy of their biggest customer - the mainline carrier who lends them their paint job and flight numbers - and must be under enormous pressure to be frugal. Their flight crews work for pauper's wages an a dream of getting a job with a real airline, and it wouldn't take a huge leap to guess that the same budgetary pressures apply to maintenance. Which is always done to FAA standards, of course.
Sorry for the rant. Not. It's really important and doesn't seem to be trending the right direction.
Obviously the gear problem could have been due to damage in operation, or a material defect, or any number of other problems. One would hope the poster who said it was maintenance knew for a fact that the aircraft was fresh from maintenance that included the gear. It still could have been a defective part that the maintenance facility couldn't have detected, but history suggests that's the far less likely situation.
Again speaking generically, contract regional carriers are at the mercy of their biggest customer - the mainline carrier who lends them their paint job and flight numbers - and must be under enormous pressure to be frugal. Their flight crews work for pauper's wages an a dream of getting a job with a real airline, and it wouldn't take a huge leap to guess that the same budgetary pressures apply to maintenance. Which is always done to FAA standards, of course.
Sorry for the rant. Not. It's really important and doesn't seem to be trending the right direction.
Similar situation, writeoff in 2002 (and there are more)
ASN Aircraft accident de Havilland Canada DHC-7-102 RP-C2788 Manila-Ninoy Aquino International Airport (MNL)
ASN Aircraft accident de Havilland Canada DHC-7-102 RP-C2788 Manila-Ninoy Aquino International Airport (MNL)
Be careful, folks. If you persuade your employers that it is no big deal landing a plane with only 2 LG, they're gonna start asking Boeing and Airbus "How come we have to pay for a third gear?" 
More seriously - sure, the crew were pros, worked the problem, kept it on the longer slab of concrete to which they sensibly diverted, good job. There have been recent landings with all gear intact yet worse outcomes.
But I hope no one here disagrees that a stuck gear eats a big chunk out of the margin of safety. Or - in the PPRUNE metaphor - represents a big hole in the cheese just waiting for something else to line up with it.
More seriously - sure, the crew were pros, worked the problem, kept it on the longer slab of concrete to which they sensibly diverted, good job. There have been recent landings with all gear intact yet worse outcomes.
But I hope no one here disagrees that a stuck gear eats a big chunk out of the margin of safety. Or - in the PPRUNE metaphor - represents a big hole in the cheese just waiting for something else to line up with it.
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Two things, media hysteria blowing this out of proportions, and we pilots playing it down as almost a non event.
Am retired but I am happy I never got into a comparable situation, no matter how I am convinced I would end up OK.
Hats off for them guys who managed to stay smack on the centreline!
Am retired but I am happy I never got into a comparable situation, no matter how I am convinced I would end up OK.
Hats off for them guys who managed to stay smack on the centreline!
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It may be easier to 'slide' on a CRJ that a contraption that has engines hanging below the wing .. in any case, Job Well done ..
Don't pilots train for such emergencies ? And isn't it days like these when they save the bacon that they get paid for the rest of their boring days hauling ass and trash ???
Don't pilots train for such emergencies ? And isn't it days like these when they save the bacon that they get paid for the rest of their boring days hauling ass and trash ???
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I'm struggling to think of the last time a stuck wheel resulted in anything more than a few sparks and a maintenance bill
Low-wing jets are doing this stuff better than hi-wing turboprops...
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"Stay Down! Heads Down! Stay Down! Heads Down"
As a mere passenger I'd like to know whether it's standard practice for Delta flight-attendants to yell continually at passengers "Stay Down! Heads Down!" She must have repeated this about 20 times or more - adding to the overall stress of the situation. After all - the captain had already told the passengers to brace.
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Automated? Maybe not.
I think if you listen to the video sound track (link was a couple of posts back) it's clear that this is not an automated announcement - indeed the pitch and intensity appears to rise as the touchdown proceeds.
Is there any evidence that the "brace position" actually saves injuries anyway? Many passengers might think it's a better bet to fully-aware of what's going on around them and adapt their strategies accordingly rather than be cowed into an ostrich-like heads-down stance.
But I was just interested to know whether this constant repetition was something taught at Delta's flight attendants' training.
Is there any evidence that the "brace position" actually saves injuries anyway? Many passengers might think it's a better bet to fully-aware of what's going on around them and adapt their strategies accordingly rather than be cowed into an ostrich-like heads-down stance.
But I was just interested to know whether this constant repetition was something taught at Delta's flight attendants' training.
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In an impact, yes the near fetal postion greatly reduces the stress on the body since there are no shoulder harnesses in the pax seats to help decelerate the upper torso. In terms of vertical deceleration this reduces the chances of spinal injury via compression.
It's very effective keeping the FA announcing the position to remain in. Once they stop the repetition, people WILL look around either exposing themselves to danger OR the event is over and it's time to get out ASAP.
It's very effective keeping the FA announcing the position to remain in. Once they stop the repetition, people WILL look around either exposing themselves to danger OR the event is over and it's time to get out ASAP.