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00:00Gear down.
00:03The pilots of Eagle Airways Flight 2300 can't lower the landing gear.
00:09It'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.
00:34I 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.
00:59It'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. Are 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.
01:52Eagle Airways is a regional airline, a subsidiary of Air New Zealand.
01:58Main 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.
02:19The cabin door closed.
02:22The 32-year-old first officer is the pilot monitoring today.
02:29He joined Eagle Airways last year.
02:32About that time.
02:36Ready when you are.
02:39Let's roll out.
02:40Eagle 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.
03:19The Beechcraft 1900D is a nice, stable aircraft to fly.
03:24Good utility aircraft.
03:26Good workhorse.
03:27Positive range.
03:30Gear up.
03:31Gear up.
03:32Gear up.
03:33Gear up.
03:46It's a one-hour flight from Timaru to Wellington on New Zealand's North Island.
03:51Flight 2300 levels off at 21,000 feet.
04:00The passengers settle in for the short flight.
04:03I was flying up for work.
04:06I was manager of a barbecue factory and we were opening in New Branch, just north of Wellington.
04:21Can you get me the ATIS for Wellington?
04:23I'm guarding Comm 1 while you're off.
04:25The pilots check on the weather in Wellington.
04:30Wellington Airport, winds 210 at 10.
04:35Visibility 20 reducing to 10 in rain showers.
04:39Sky condition.
04:40We listened to the ATIS to have the most up-to-date weather prior to top sent to get the runway conditions
04:48and weather for our planning for the arrival into Wellington.
04:53Wellington's not as windy as normal.
04:56Sounds wet, though, with a low cloud ceiling.
04:59Yeah.
05:00And Woodburn?
05:04Woodbourne Airport, winds 260 at 8.
05:08Visibility 50.
05:10Sky conditions clear.
05:13Woodburn, on the other hand, looks very nice.
05:15Not a cloud in the sky.
05:17We're gonna have a cracking day at home for us when we get there.
05:23Ladies and gentlemen, we've begun our descent into the Wellington area.
05:28At this time, please ensure your seat belts are securely fastened, tray tables are stowed,
05:33and any carry-on items are placed under the seat in front of you.
05:36I was feeling great.
05:40I knew I had a fairly long three or four days ahead of me setting up this new branch, but I was looking forward to it.
05:48At 8.12 a.m., the pilots begin their approach to Wellington Airport.
05:55Approaching intercept for ILS runway 1-6.
05:58Props 1550.
06:00Props set.
06:02Flap 17.
06:04Flap 17.
06:06Intercepting the glide slope.
06:09Gear down.
06:11Speed 170 knots.
06:14Gear down.
06:18The pilot's routine approach takes an unexpected turn.
06:25That's not good.
06:28That is not good.
06:31The plane's landing gear doesn't extend.
06:34Let's discontinue the approach.
06:37This problem I haven't seen before, and we weren't going to be descending on the approach to Wellington.
06:45Wellington control, Eagle 300.
06:48Go ahead, Eagle 300.
06:50Wellington missed approach.
06:53Maintaining 3,000 feet.
06:55We've got a landing gear problem.
06:57Eagle 300.
06:59Clear and maintain 3,000 feet.
07:03Fly heading 270.
07:05270.
07:06Eagle 300.
07:08For me it was get clear of the traffic and have a think about the problem.
07:13Cycle it back up.
07:15Give it another go.
07:17The pilots troubleshoot the problem.
07:21Nothing.
07:23Let's clean it up.
07:28Flap's up.
07:30We tried to cycle the gear for the second time, which didn't work.
07:35So we need to get out of the landing configuration, slick the flaps up, and then start looking into the problem further.
07:42Eagle 300 requests you climb to 6,000 feet on heading 270, over the crook straight and away from traffic.
07:49In the cabin, passengers get the first indication that something is wrong.
07:59It was just a normal flight.
08:01We were coming into land, but then all of a sudden it was just full power and we were heading back up into the sky.
08:08Flight 2300 ascends to a higher altitude where there's less traffic.
08:17Let's try it again.
08:20Landing gear down.
08:24Landing gear down.
08:29Nothing.
08:31Okay, let's check the electrical system.
08:37At this point we were thinking that maybe it was an electrical problem.
08:41Okay, landing gear, relay circuit breaker.
08:51Hasn't popped.
08:54No breakers have popped.
08:56Electrical seemed fine.
08:58So then we realised that we weren't going to extend the gear normally.
09:03The pilots have another option.
09:05We're going to have to extend the gear manually.
09:10There's a handle beside the captain's right leg.
09:13Pull it out, pull it up.
09:14Pressurise system and you pump it up and down.
09:18And the gear should extend normally.
09:21We don't want to continue down into the weather in Wellington with this problem.
09:25Wellington has traffic, low cloud and showers.
09:28It'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.
09:42Exactly. And our engineering base is there. We divert to Woodburn.
09:45Agreed.
09:48Woodburn control, we've got a landing gear issue.
09:52Requesting descent to Woodburn.
09:54We have to do a manual extension of the gear, requesting a local standby.
09:57I'll let the passengers know what's going on.
10:02Ladies and gentlemen, this is your captain.
10:05We've encountered an issue with the undercarriage of the aircraft.
10:08Our plan is to divert to Woodburn in the Blenheim area to hold.
10:12We plan to do a manual landing gear extension.
10:15We'll keep you updated, but we don't anticipate any problems.
10:20We just sort of go, okay, there's a problem with the landing gear.
10:24Sort of, you know, I wonder how bad that's going to be.
10:29Flight 2300 descends into clear skies.
10:36Okay. Let's try a manual landing gear extension. You have control.
10:40I have control.
10:42I have control.
10:45The captain reviews the procedure for a manual drop.
10:49I leaned into the aisle and looked into the cockpit and I see the pilot was busy thumbing through what looked like a manual.
10:58When you see a pilot looking through a manual, you've got to think, hey, there's got to be something seriously wrong here.
11:07Landing gear control lever confirmed down.
11:12Alternative extension handle, un-stow and pump.
11:18Pump handle up and down until three green gear down enunciators are illuminated.
11:24Nothing.
11:27The backup system for the 1900D is supposedly a fail-safe system that will work.
11:44And it hasn't worked.
11:46So it's not good.
11:47Attempts to lower Flight 2300's landing gear using both the normal and manual systems have failed.
12:00Passengers might be wondering what's going on.
12:05I'll have a word.
12:06The public address system in the Beechcraft 1900D is not the best.
12:12It was easier to send the first officer into the cabin to talk with the passengers so they were fully informed about everything we were doing and what was happening.
12:23Hey, folks.
12:25We've got a bit of a problem with the landing gear that we're still trying to troubleshoot.
12:29Nothing to be alarmed about, but we're going to circle the area for a bit while we sort it out.
12:33We'll keep you posted.
12:37When I heard that, I was thinking, well, we could be in real trouble here.
12:42I thought of my wife and my kids, and then I started thinking about all the possible scenarios of what could happen.
12:54As the pilots continue trying to drop the landing gear, they know they can only troubleshoot for so long.
12:59They're down to just over an hour's worth of fuel.
13:04Let's give air operations a call.
13:08Blend and base, Eagle 300.
13:11Eagle 300, this is AOC.
13:14We've got a problem with the landing gear.
13:18Have tried normal extension several times, have tried manual extension.
13:23We're still getting nothing.
13:25Eagle 300 will get an engineer to help you right away.
13:29Because the weather was clear conditions, we were able to set up a right-hand pattern and talk to the Woodburn base engineers to troubleshoot the problem.
13:42After circling for 15 minutes, Flight 2300 gets an update from air operations.
13:50Eagle 300, try isolating electrical power to the landing gear motor.
13:55We've got nothing.
14:07Don't know why that's not working.
14:09That's the point grasping which draws, because there was no reason why the wheels shouldn't be extending, but they were just staying locked up.
14:20We've got to keep digging deeper.
14:25Try turning all the power off. Everything.
14:30If the pilots isolate all the electrical components and the landing gear extends, it will confirm that the problem is in the electrical system.
14:39But the outcome is no different.
14:47Those wheels should have come down by now.
14:49Still nothing.
14:51Nothing.
14:53At that point, we were close to running out of options.
15:00Only 45 minutes of fuel left.
15:02We're going to have to land wheels up.
15:06Agreed.
15:08They're forced to attempt one of aviation's most challenging landings.
15:13Wheels up landing is not an everyday occurrence.
15:16They were faced with a situation that was not resolvable in flight.
15:21Have fire and ambulance ready. Thank you.
15:24Now the pilots update the Woodburn controller of their situation.
15:29Woodburn tower, Eagle 300.
15:32We're still unable to lower our landing gear.
15:34Declare full emergency at Woodburn.
15:37Confirming your landing gear issue, Eagle 300.
15:39Full emergency response has already been activated.
15:46Hey, everyone.
15:48Unfortunately, we're unable to lower the landing gear.
15:51So we're going to have to land wheels up.
15:54Obviously, the tension went right up.
15:57A crash landing is everybody's worst fear.
16:01Now the landing is going to be harder than usual and there's going to be quite a bit of noise.
16:06So make sure your seat belts are secure and that you're ready to take the brace position when I say.
16:11Take a close look at the safety card.
16:16Everybody simultaneously grabbed that information card that nobody ever reads.
16:22All of a sudden it becomes so important that we actually grabbed it and everybody read it.
16:27Ma'am, why don't we go ahead and move you, okay?
16:34The first officer moves a pregnant woman away from her seat alongside the emergency exit.
16:38Sir, are you good to open the emergency exit door when we land?
16:43Uh, yeah.
16:44Excellent. Thank you.
16:55Once the plane has stopped, hold the red handle towards you and push the door out of the plane.
17:02Jump out and get as far from the plane as possible.
17:05The adrenaline level was really starting to get right up there.
17:09Follow this man out and that'll be that, okay?
17:15Okay, got it.
17:16Thank you. Thank you everyone.
17:22I did fear for my life, confronted with what was going to potentially happen.
17:30Okay, let's review the procedure for gear up landing.
17:39Crew, brief for emergency landing responsibilities.
17:44Runway, land on longest runway possible.
17:48The key to a safe wheels up landing is timing.
17:57We want to burn our fuel, but we don't burn off too much fuel that we have an engine fired you out.
18:04After 45 minutes of circling, the fuel light reaches the right level.
18:10How's the time?
18:14Woodburn Tower, Eagle 300.
18:17Please be advised, we need to make a wheels up landing.
18:21Roger, Eagle 300, you are cleared to land runway 24.
18:27The crew prepares for an emergency landing.
18:30Let's get rid of everything electrical that we don't need.
18:35E5 screen power off on my side.
18:39Landing gear circuit breaker, pull.
18:44They shut down all non-essential electrical systems to prevent a short circuit or potential fire.
18:51They also pull the landing gear circuit breaker to prevent an uncommanded gear deployment before or during touchdown.
19:01In the cabin, tensions run high.
19:05This was going to happen and it was happening now sort of thing.
19:10So, yes, things were getting real.
19:13Woodburn Tower, Eagle 300. Are we clear to land?
19:19Clear to land runway 24. Emergency services are in place.
19:23Anything we missed?
19:27Nope.
19:28Okay then. Here we go.
19:29Now 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.
19:46Almost two hours after departure from Timaru, flight 2300 is made ready to land without its landing gear.
19:58So at this point, we're just both concentrating on our respective roles.
20:03Myself, flying the aircraft and first officer, pilot monitoring.
20:07Okay everyone, brace for landing now.
20:18As we were just about to touch down, you know, and I was looking out the window, I could see the grass getting closer and closer.
20:26It was dead quiet. You could hear a pin drop.
20:28Eagle 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.
20:53It was just this loud, rumble, screeching sound as we slid down the runway.
21:14And it seemed to slide for ages.
21:28Now the captain needs to bring the plane to a full stop to avoid sliding off the runway.
21:35If it goes into the grass, it can dig into the ground and cause the plane to flip.
21:39Nearly 15 seconds after the emergency landing, flight 2300 has come to a stop.
21:58When the aircraft came to a stop, I don't know what I was feeling, but we still had our jobs to do.
22:04I sat there and sort of looked around and thought, well, yes, we're right way up.
22:12There's no smoke, there's no fire, and all my limbs are still attached.
22:21Evacuate.
22:22But the passengers and crew aren't out of danger yet. The risk of fire means evacuation is urgent.
22:30I opened the hatch and threw the hatch outwards, and there was a loud noise and a swishing sound, which 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 foam.
22:56All 15 passengers and the pilots make it off safely.
23:00It really hit me once we got out of the aircraft and every fire engine, ambulance and number of police vehicles that were lined up down the side of the runway.
23:13When I got to the terminal, that's when the shock really set in for me, you know, I was shaking, but it was a huge relief that I managed to ring my wife and tell her that I was okay.
23:30A 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's landing gear failure.
23:51The first question, of course, was why the aircraft had been in service with the operator for about five years at that stage. How could this happen? The aircraft had pretty good reliability up to then.
24:05What could have caused the landing gear to fail?
24:10That could have gone a lot worse.
24:15Got those reports, let's take a look.
24:17Investigators review the plane's maintenance history.
24:23Looks like it was maintained on schedule.
24:28It even had a maintenance review just six days before the accident.
24:34Something else gets their attention.
24:37There was a landing gear failure back in January.
24:40Three weeks later, a hydraulic fluid leak was found under the left wing.
24:48Sophie, what happened here?
24:50The hydraulic fluid is the lifeblood of the landing gear system.
24:54And without it, you'd be unable to retract or extend the landing gear.
25:01The plane is lifted by crane and towed to a hangar for examination.
25:05Investigators check the hydraulic fluid reservoir.
25:15It's dry. There's no hydraulic fluid in the reservoir.
25:18On initial examination of the aircraft, we identified that the hydraulic reservoir was empty.
25:29So then that raised two questions.
25:32Where did it go? And why did it go?
25:33So when did it leak? Before or after take-off?
25:40Investigators request photos from the tarmac at Timaru Airport,
25:46where Eagle Airways Flight 2300 was parked the night before departure.
25:51They're looking for signs of leaked hydraulic fluid needed for lowering the landing gear.
25:55With the beachcraft, the wheels are held up by hydraulic pressure, so unless you can release that pressure, they're staying up.
26:07There's no signs of fluid on the ground.
26:10That means the leak occurred in flight.
26:13Probably happened on gear attraction from Timaru's when we lost the hydraulic fluid from the system.
26:19But if the plane lost hydraulic fluid in flight, wouldn't the pilots have received a warning?
26:28Well, they should have.
26:30The 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.
26:45Investigators meet with the captain to see if he had any indication that the hydraulic fluid was low.
26:55You flew into Timaru the night before. Any problems with the plane?
27:01No, nothing.
27:03What about your pre-flight checks morning of? Anything come up?
27:08No. Richie walked around the outside and we did the internal inspection. Everything was tip top.
27:18How about the hydraulic fluid low enunciator system?
27:22As part of their pre-flight inspection, pilots check that the low hydraulic fluid warning system is operational.
27:29If it is working, the light turns on after a four-second delay.
27:36Checked out fine.
27:38Did the light ever come on after that?
27:42No. It stayed dark.
27:46It 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.
28:03And had it been functioning properly, that would have helped the pilots understand why the landing gear didn't lower.
28:12We knew the gear wouldn't lower, and secondly we knew that the reservoir was empty of fluid, so we needed to find out why that fluid had leaked from the system.
28:22Investigators search for the source of the leak that caused the failure of Flight 2300's landing gear.
28:39We're ready.
28:41They add a small amount of hydraulic fluid to the system, and use the manual lowering system to check for leaks.
28:47Okay, stop.
28:58We've got a leak in the right main landing gear.
29:02Looks like it's coming from the actuator.
29:05When 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.
29:21In the course of the investigation and during testing,
29:24if you observe hydraulic fluid leaking from the actuator,
29:27you're getting closer to pinpointing the source of the leak.
29:34They examine the actuator to determine if it was defective.
29:41There's a crack in the end cap.
29:42To confirm our theory about the failed actuator, we replaced the actuator,
29:51and we then replenished the oil system,
29:54and completed several gear extensions and retractions,
29:58and this confirmed that the problem was with that failed actuator.
30:01The failed actuator is sent to the National Transportation Safety Board's lab in the United States for metallurgical examination.
30:13We did that because the Beech 1900 was manufactured in the United States as well as the actuator,
30:20and so they had access to both those organizations to support that examination.
30:25While they wait for the metallurgical results, the remainder of Eagle Airways fleet is checked for failed actuators.
30:35It was important that we identified whether this was a single isolated occurrence or there was a wider systemic issue.
30:42No other cracks are found.
30:46Most likely this was an isolated occurrence.
30:50But just three months after the failure of Flight 2300's landing gear,
30:57the crew of another Beechcraft 1900D observes a pooling of hydraulic fluid near the right main landing gear.
31:06That plane's actuator is removed and a closer examination reveals a crack in the same location as Flight 2300.
31:15This now raised concerns about there being a systemic issue and that the problem could actually be fleet-wide.
31:25While the latest cracked actuator is also sent for metallurgical testing,
31:30Eagle Airways performs a more rigorous test on its fleet.
31:34Ultrasonic testing is a method of non-destructively testing a component using high-frequency sound waves.
31:39These sound waves can penetrate the material and look for cracks that are at the surface and the subsurface of the material.
31:47The ultrasonic testing reveals a serious problem.
31:52Okay, thank you.
31:56That was another one.
31:59What's that bring us to?
32:01Twelve now, developing cracks, plus the two we already knew about.
32:04Fourteen cracked actuators. Cracks were all in the same location?
32:10Yeah. All actuator end caps.
32:13The identification of a further twelve possible failed actuators indicated we had quite a serious, significant systemic issue across the fleet,
32:24not just within New Zealand, but also worldwide.
32:26What caused the actuators on two Eagle Airways planes to crack and leak hydraulic fluid?
32:41The actuators were subject to two independent metallurgy examinations, one by the NTSB and one by ourselves.
32:48Together we hope to identify the origin of these cracks and get a better understanding of how long it took to propagate to the point of failure.
32:59The plate 2300's cracked actuator is on the left. The 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.
33:15These machining marks here and here, that's where most of the cracks in the actuators originated.
33:23These 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 the shape that you want.
33:37These tools can leave behind tooling marks or sometimes referred to as machining marks.
33:43Machining marks on their own aren't a concern.
33:46But investigators discover something else about the actuator end caps.
33:51It looks like the inside of the end caps were anodized.
33:54Anodizing is the process of submerging metal in an electrolyte bath and applying an electrical current.
34:03The purpose of anodizing is to make a hardened outside layer which increases the wear durability of that component.
34:12But 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.
34:26Detailed 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.
34:39Well, just how many cycles were these things designed to withstand?
34:50I'll request the original specs.
34:53Okay.
34:55Investigators narrow their focus on the specification control drawing, or SCD, for the planes involved.
35:01A 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?
35:17These actuators are endurance tested at 50,000 cycles.
35:23Cycles refer to the number of complete landing gear extensions and retractions.
35:29How many cycles did the cracked actuators have?
35:33On average, 18,000 cycles.
35:36Less 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?
35:46Reviewing the metallurgical examination, we need to identify whether the component was actually manufactured in accordance with the original design requirements.
35:56Investigators visit the manufacturer of the actuators.
36:02So, how were these actuators designed?
36:06Well, we followed the SCD we were provided.
36:09So, the actuators should be able to sustain 50,000 cycles.
36:15Yeah.
36:16But, ten years ago, we received three actuators for overhaul.
36:22Investigators learned these actuators had cracks, which led to a redesign.
36:28If you fix the design of the actuator back in 97, then why are we seeing cracks ten years later?
36:35Um, well, 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 was 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.
37:14Yeah.
37:15What did it tell you?
37:16The test showed that the actuator end cap didn't experience just one pressure peak per cycle, but two.
37:26This meant that each extension and retraction cycle subjected the actuator to twice the loading as to what it was designed for.
37:35So, if you're expecting 50,000 cycles on the actuator, now it can only do 25,000 cycles.
37:41Did you make any changes as a result of this?
37:44As a result of this?
37:45No.
37:46We didn't get the results until after the accident.
37:50Unfortunately, the lack of communication between an aircraft manufacturer and the component manufacturers, while rare, is not uncommon.
37:59Investigators now understand that a combination of factors led to the landing gear failure on Flight 2300.
38:07Air speeds alive.
38:0980 knots.
38:10After thousands of landing gear extensions and retractions over thousands of flights, the landing gear actuators were reaching the end of their life twice as fast as expected.
38:21Positive range.
38:23Gear up.
38:24Gear up.
38:25Gear up.
38:26Gear up.
38:27Gear up.
38:28Gear up.
38:29Gear up.
38:30Gear up.
38:32Machining marks on the actuator's end cap, along with metallurgical weaknesses, led to fatigue cracking, ultimately causing the end cap to fail.
38:41That actuator wasn't built to withstand the stresses put on it.
38:46I mean, it was destined to fail on those pilots.
38:50Hmm.
38:52What I want to know is, how did they pull off such a remarkable landing?
39:01Investigators look into the pilots' actions on Eagle Airways Flight 2300 to see how they carried out the successful emergency landing.
39:10when the landing gear didn't drop they come up with a plan let's discontinue the approach
39:17they immediately discontinued the approach good so then they attempt some troubleshooting from
39:276 000 feet when that doesn't work they evaluate their options woodburn is wide open clear skies
39:36and we can stay visual smart move they knew there were better conditions for them to keep trying
39:40to solve the problem and prepare for emergency landing then they do exactly what they're supposed
39:46to do they attempt a manual extension of the landing gear part of training process i had
39:52completed a manual gear extension and was familiar with the checklist from the quick reference handbook
39:59with the qrh pump handle up and down until three green gear down enunciators are illuminated
40:10okay good they followed the qrh for manual drop sounds like they kept the passengers updated
40:15throughout as well hey folks we've got a bit of a problem with the landing gear that we're still
40:22trying to troubleshoot so first officer was was awesome he worked really well with me
40:28to work through the problem no stress or panic from him either which probably made it easier for
40:35myself as well having having such a good guy sitting beside you seeing how calm and collected the pilots
40:44were their training had just obviously kicked in because they knew exactly what they were doing
40:50um our lives were in their hands and and they come through for us they were calm didn't cause a panic
40:58excellent yeah when they notice the fuel getting low they make the call for a wheels up landing
41:04right and then they prepare the plane to reduce the risk on touchdown
41:08landing gear circuit breaker pole
41:16we both want to obviously do a good job and put the aircraft down and the shortest possible distance
41:24okay everyone brace for landing now
41:27after they make contact with the runway they carefully control the aircraft
41:42the pilots did an amazing job
41:46obviously anything but routine it was a very serious situation but they handled it like total pros
41:54it took some concentration to make sure we remained on the center line of the runway so we didn't fare off into the grass
42:13we were just so lucky that day the plane didn't catch fire or it didn't flip upside down it didn't break apart
42:19we were just so lucky that luck luck was very much on our side
42:26they did everything right no injuries minimal damage to the plane they saved the day
42:39the pilots on this flight did an outstanding job the fact that they were able to do a wheels up landing
42:45maintain control of the aircraft on the runway is exemplary
42:55as a result of the investigation into the failure of flight 2300's landing gear
43:01safety checks are instituted to ensure that the hydraulic fluid warning system is tested
43:06and that these tests include the fluid sensor
43:12a service bulletin mandates the immediate inspection of beachcraft actuators and the implementation of a thorough
43:19maintenance regime until the actuator is redesigned
43:24until then eagle airways continues ultrasonic testing of the actuators every 1000 cycles with the actuators being
43:33replaced after 10 000 cycles aviation was made safer as a result of this investigation because the output
43:42was an inspection regime that ensured a failure like this could not occur again
43:49you know every time you get airborne on an airplane you're not expecting anything to go wrong
43:54you know but i did it right that day first officer and myself we got it got it right
44:09you
44:24you
44:29you
44:31you
44:33you
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