moderator AJ is a 767 pilot. maybe he can fill in some blanks for us
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LOT Polish Airlines flight LO 016 EWR-WAW Emergency Landing
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Originally posted by Gabriel View PostThe pilot did a nice smooth landing, as probably many other times. That the gear was up was beyond the pilot's powers (I guess and hope).
A gear-up landing doesn't require any particular flying skill that a gear-down-and locked landing doesn't.
All in all, the crew did their job in a stressful situation, and they did it very well. As expected.
Crappy airmanship!
Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.
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Originally posted by 3WE View PostActually, I thought their performance sucked...if they had adjusted their touchdown point by about 1000 ft, they would not have blocked the runway intersection.
Crappy airmanship!
--- Judge what is said by the merits of what is said, not by the credentials of who said it. ---
--- Defend what you say with arguments, not by imposing your credentials ---
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Amazing job.
Mr. Boeing's checklist tells you to land on any available gear and use Flaps 30.
The tailskid extended could mean one of two things. The first possibility is that it never retracted after departure from JFK as the first symptom of the centre hydraulic system failure. Secondly it was the only part of the landing gear system that operated normally on arrival in WAW.
Problems have been encountered on Boeing aircraft before with the design behind the landing gear lever. I hope this isn't a re-occurrence as it will lead to an urgent AD. I saw an issue on the 744 when the landing gear level was placed to OFF the body gear doors fell open!
United fell victim to an issue with the selector valves in a 744 that resulted in a landing on the wing gear only: http://www.ntsb.gov/aviationquery/br...12X24039&key=1
It will be very interesting to follow the findings.
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Originally posted by brianw999 View PostInteresting....another glider pilot.....just like Sully was !
Form these three cases, undoubtly the Gimili case is the one where sailplane experience could have helped most.
This was just a landing. That the gear didn't come down doesn't change much what the pilot has to do to land the plane.
The Sully case was a glide on very little power (very little thrust but at least enough engine power to keep all hydro and hidraulic systems on-line and for the plane to ramin in normal law). The difference is that if the touchdown was 1km sooner or later would not have made a lot of difference.
In the Gimili case they had to glide for what I think was a hundred of Km and be able to touchdown at the beginning of a runway at a mangable speed with all systems down except emergency electric and hydro power supplied by the RAT.
--- Judge what is said by the merits of what is said, not by the credentials of who said it. ---
--- Defend what you say with arguments, not by imposing your credentials ---
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Originally posted by brianw999 View PostAh, you don't know "Gabriel" here then ?
The number one expert...
....in pointing out factual flaws in other peoples congratulatory comments, and stimulating intelligent discussion.Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.
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What has being a glider pilot got to do with this? They didn't lose the engines.
Originally posted by Gabriel View PostThe Sully case was a glide on very little power (very little thrust but at least enough engine power to keep all hydro and hidraulic systems on-line and for the plane to ramin in normal law). The difference is that if the touchdown was 1km sooner or later would not have made a lot of difference.
One thing: we are seeing this as a failure of both the primary and alternative gear systems, and finding it hard to believe both would fail at the same time. But is it possible that the alternative gear system had failed long before this and the fault had gone undetected, and then only revealed when the center hydraulic system failed and they put it to use? How often is this system tested? Could other aircraft have similar unknown failures?
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Originally posted by brianw999 View PostInteresting....another glider pilot.....just like Sully was !
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Originally posted by Evan View PostOne thing: we are seeing this as a failure of both the primary and alternative gear systems, and finding it hard to believe both would fail at the same time. But is it possible that the alternative gear system had failed long before this and the fault had gone undetected, and then only revealed when the center hydraulic system failed and they put it to use? How often is this system tested? Could other aircraft have similar unknown failures?
There are a number of issues that would block both system though. One is a lock to fail to release. Another is a foreign object (chocks, stowaway) blocking the gear extension, and yet another one is a mechanical jam in the extension gear. That said, I guess that any of them would affect only one gear, not all three at the same time. Except maybe something that "blocks" the order to release the locks.
--- Judge what is said by the merits of what is said, not by the credentials of who said it. ---
--- Defend what you say with arguments, not by imposing your credentials ---
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Originally posted by brianw999 View PostInteresting....another glider pilot.....just like Sully was !Qualified Investigator: www.airdisaster.com (2006)
Career Mileage: http://my.flightmemory.com/reubee
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