Belly Landing at Newark
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Belly Landing at Newark
ABC News reports: Landing Gear Issue Leads to Plane's Belly Landing - ABC News
Last edited by AmericanFlyer; 18th May 2013 at 13:06.
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Video
There is an amateur video of the landing and photo of the damaged plane posted on avherald: Accident: Piedmont DH8A at Newark on May 18th 2013, intentional belly landing
Pix here:
US Airways flight makes emergency belly landing at Newark Airport, authorities say - NY Daily News
Dash-8 (which is what I expected with this route and airline). Looks like a textbook wings-level, full-flaps landing. Good job!
EDIT: also on avherald, with amateur video. The fact it was at night makes the fireworks show a bit more impressive.
Accident: Piedmont DH8A at Newark on May 18th 2013, intentional belly landing
US Airways flight makes emergency belly landing at Newark Airport, authorities say - NY Daily News
Dash-8 (which is what I expected with this route and airline). Looks like a textbook wings-level, full-flaps landing. Good job!
EDIT: also on avherald, with amateur video. The fact it was at night makes the fireworks show a bit more impressive.
Accident: Piedmont DH8A at Newark on May 18th 2013, intentional belly landing
Last edited by pattern_is_full; 18th May 2013 at 16:50.
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Low approach to check the landing gear? This can't be right. It would be obvious to anyone from inside the cockpit or cabin to immediately see that they hadn't locked, as they're in the nacelles and clearly visible on the Dash 8.
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That was my first Engineering job out of University - Structural Eng group at DHC . Man I'm proud of that thing. The guy in charge of Landing Gear was a a bit.......close minded?.
Last edited by nnc0; 18th May 2013 at 19:24.
Better to have redundant emergency personnel/equipment than not enough. Good practice for the response teams too. (Edit...smiley just noticed!)
Last edited by Blues&twos; 18th May 2013 at 21:05.
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The guy in charge of Landing Gear was a a bit.......close minded?.
I think the Dash 8 has a fairly enviable record for landing gear reliability, aside from a blip with a few -400's.
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When I started my commercial career on F27s I questioned my peers on the subject of a single MLG problem, would they land on the remaining leg and nosegear or retract the whole lot and do a belly landing? My view was, as in this case, to carry out a belly landing, but I never managed to get a straight answer from anyone back then.
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Correct me if I am wrong but when the q400s had a gear problem on one side they had to get the pax away from the adjacent prop-line of seats as and when it settled on the deck. Looking at the 100 incident the props look ok? ie no prop impact on the ground landing straight and level.
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Low approach to check the landing gear? This can't be right. It would be obvious to anyone from inside the cockpit or cabin to immediately see that they hadn't locked, as they're in the nacelles and clearly visible on the Dash 8.
You must be joking, right? Nothing is obvious from the flight deck when you have gear indication issues. You always obtan a second opinion if you can get it. I do hope my use of thr word "You" only applies in the generic sense!
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I think what he means to say is that because of the high-wing design the entire engine nacelle and landing gear is visible out of the pax windows and therefore they could have simply gotten cabin crew to look out of the window rather than doing a low fly-by and thereby confirm the problem sooner.
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Burnie5204:
Yes, I understood that much. I'm familiar with the design layout of the Dash. That's not the point I was making.
training wheels:
emergency gear extension system is not a get out of jail free card. It is effective only in particular circumstances and cannot be expected to work in all types of gear failure situations.
Yes, I understood that much. I'm familiar with the design layout of the Dash. That's not the point I was making.
training wheels:
emergency gear extension system is not a get out of jail free card. It is effective only in particular circumstances and cannot be expected to work in all types of gear failure situations.
Last edited by Clear_Prop; 19th May 2013 at 16:01.
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So what was your point then because I agree with the previous poster. What is the point in doing a tower flypast when the Cabin Crew can just look out the window and go "nope, its not down" thus confirming (i.e. the second opinion) the Gear Not Safe indication. Especially as CC are closer to the affected MLG with a much clearer view than a tower controller peering out the window, possibly through binoculars.
No doubt the Captain had his reason but I just dont see it (pun not intended) when theres 31 pax + crew in the rear cabin who have a better view than a tower controller.
No doubt the Captain had his reason but I just dont see it (pun not intended) when theres 31 pax + crew in the rear cabin who have a better view than a tower controller.
Last edited by Burnie5204; 19th May 2013 at 16:20.
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The point is that you have a gear unsafe indication. It might look like its down from your vantage point, but the lights don't agree that it is safe to land on. Whatever the problem is, you might not be able to see it by peering through a window (especially at night), but it might actually appear more obvious to somebody on the ground with a broader view of your aircraft. It may not... but its common sense to get somebody to look at it in a low level flyby. I have seen this done dozens of times and the aircraft type is irrelevant. Before you commit to an expensive belly landing its worth considering all the options. The report stated that the pilot chose to land wheels up after the observers on the ground commented that the suspect leg did not look fully extended, so their observation was clearly relevant to the decision tree process.
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To Belly land or cripple land
I vouch for the low pass fly by exam even if a cabin observer confirms an abnormality.The exterior inspection might have offered a view of any further abnormalities not observed from insider eyes.
Some companies(mine included) espoused the option of landing with any gear that is secured down even if one! I have not determined wheher the reason for that was to minimise fuselage damage as the plane would lose aerodynamic support at a later stage and lower speed before collapsing on the lame side... all views welcomed
A B727 with a faulty nosewheel was saved in the flare hollywood style by a truck that intercepted the landing and piggy backed the nose gear(effectively towing it and avoided a nose impact)..would a similar heroic stunt have been useful to shoulder the falling wing. With the failed MLG engine shut down before landing to minimise hazard for the rescue truck??..I wonder
Some companies(mine included) espoused the option of landing with any gear that is secured down even if one! I have not determined wheher the reason for that was to minimise fuselage damage as the plane would lose aerodynamic support at a later stage and lower speed before collapsing on the lame side... all views welcomed
A B727 with a faulty nosewheel was saved in the flare hollywood style by a truck that intercepted the landing and piggy backed the nose gear(effectively towing it and avoided a nose impact)..would a similar heroic stunt have been useful to shoulder the falling wing. With the failed MLG engine shut down before landing to minimise hazard for the rescue truck??..I wonder
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ok465
It might look funny to you...but that truck can be a great resource...and I did not say in this instance the truck would intercept from the front.If I was the Captain and such assistance was psrovided..I would work with whatever resoutce that becomes available to ensure a safe outcome that day..and that includes a truck or whatever other device that comes to your imagination.In such dire circumstances it pays to think outside the box mate..SOPs are only guidelines and legal ass shields.