One of the preflight checks crew makes is checking the emergency hydraulic pressure, if it’s not at the proper pressure, first thing the pilot will recognize is the parking brake won’t work. It also is used to extend the landing gear by a manual hand pump in the cockpit stowed just to the right of the Captain chair. There are a few ways to pump up the pressure. 1-manual pump up the pressure by a hand pump in the “hell hole” 2-chock the wheels and motor an engine to use engine hydraulic pump or 3-use a hydraulic mule. This aircraft registration was recently changed to the new owner on July 20, 2018. Following is an excerpt from a NTSB report of an accident involving an early HS-125. Not saying this what happened but gives some insight to the situation the crew may have faced. Ten minutes after departure the right hydraulic low flow light illuminated with the pressure gauge reading 2,300 psi. The crew reviewed the airplane's flight manual, which stated no immediate crew action was required, but emergency braking would probably have to be used. Approximately 10 minutes later, the left hydraulic low flow light illuminated, and the pressure gauge continued to indicate 2,300 psi. The pilots said the airplane flight manual indicated no immediate crew action was required, but now the emergency landing gear extension system (the auxiliary hydraulic system) and emergency braking would need to be used. Since they needed to burn fuel to lower their landing weight, they decided to continue to Las Vegas. If they had any complications, they thought they would have more support equipment available there. The crew advised air traffic control of their problem as they arrived in the Las Vegas area. The hydraulic pressure gauge was still reading 2,300 psi and they tried to deploy the gear normally. The pilot stated he usually felt a slight pressure as the gear handle moved and actuated a valve, but this time he felt nothing and the gear did not deploy. The UC (undercarriage control) handle was pulled but with some difficulty. The crew stated they attempted to pump the gear down manually, but after a few strokes the auxiliary hydraulic low-pressure warning light illuminated. The gear doors did not open and they felt no pressure as they pumped the auxiliary system. The crew repeated the emergency procedures several times as they attempted to lower the landing gear. When all attempts failed, the pilots individually went to the cabin and briefed the passengers on emergency egress in case of crew incapacitation. TESTS AND RESEARCH The left main landing gear inboard tire was blown with approximately 30 inches of tread disconnected from the sidewalls. Black marks, in line with the inboard tire, were evident the length of the left main landing gear strut and up into the wheel well. The landing gear actuator, which had the hydraulic control valve body attached to it, was located in this area of the wheel well, and both units also had black marks. Hydraulic lines from the normal and emergency systems attach to this valve body. The valve body was observed to leak red fluid whenever hydraulic pressure was applied by either the normal hydraulic system or the emergency system. Beech technicians and a Beech material's laboratory representative disassembled the left actuator and valve body at the Raytheon Beech factory, Wichita, Kansas, on September 21, 1999, under the supervision of the FAA. The Beech Air Safety Investigator prepared a written report. The report outlined the procedures followed during the examination. The report indicated that one of the two bolts that clamped the hydraulic control valve to the actuator fractured and separated. One bolt was on either side of the extend side of the hydraulic fluid passage. The report indicated that the fractured bolt experienced a shear load oriented along the longitudinal axis of the actuator. The separation of only one bolt allowed the control valve to twist around the remaining bolt. This resulted in a loss of clamping pressure on the control valve on the side of the fractured bolt. Hydraulic line pressure lifted the control valve. An o-ring, which sealed the hydraulic fluid passage, ruptured when it was no longer restrained in its housing. Post accident investigation revealed the skid plates on the belly and approximately 0.75-inch of wing spar material were ground off; one segment of a flange separated from the spar. Several belly skins were ground through and fuel tanks that were integral to the wing were compromised. Portions of the flap hinges wore off. The right-hand fuel pump was hanging below the wing skin; it's mounting was worn away. Another Beech representative examined the airplane's skid configuration on scene under the supervision of the IIC and prepared a report. Pertinent parts of the report are reflected in the following paragraphs. The skid installation extended on the belly approximately the length of the wing root chord. The skid material was in two sections. The forward section, about 48 inches long by 1.8 inches wide by 1.0 inch deep, was aluminum alloy material. The aft portion, 4.5 inches long by 2.8 inches wide by 0.6 inch deep, was a copper beryllium material. The skids were attached to a keel channel filled with aluminum honeycomb.
I don't care how many times I hear from Pilots that these landings are routine. I think they are miracles performed by masters of professionalism and superior flying skills. And ATC is right in the front seat with them the whole way down. You folks are amazing.
Nope, it will need more than that. External skin damaged, underlying structure damaged, broken sensors, etcetera. I have had to supervise repairs for a few T-37s and T-38s that did this type of nose gear failure to extend landing. Failure of $Y in parts/labor causes 100x$Y repair job.
That guy who cannot abide • Hahaa! She always stays one step ahead of him, though, as she works as a Certified Flight Instructor when she’s not doing Top Gun training for the Navy and training astronauts for NASA!
A few times through the video the aircraft on approach for the 30s at MSP would have a red CA pop up when two aircraft were in close proximity. Very similar to the red EM that pops up on the "blip" that represents the emergency aircraft. Does the CA stand for collision alert? I have searched and am unable to find the answer but I assume it is that or something similar.
"A" could be Alert or Advisory, but yes, it's almost certainly an anticollision warning. Do pilots have the ability to disable the system? I assume it would be on a prelanding checklist if so, you obviously don't want to disable it until you are 100% certain it won't be needed/useful. Or you just ignore it because you _know_ its due to the parallel landing...but that can also create some bad pilot habits.
@@xheralt It has been sometime since I sat in a cockpit of a commercial aircraft, but I am going to guess (which in aviation we should not do) and say that it is probably an audible alert that can be silenced, similar to other audible alerts, like when autopilot is disengaged. I just lately noticed of late with VASAviation videos the EM in red light up on the scope at the blip of the aircraft in question in an in-flight emergency. I am close to 100% certain that was not the way ATCT, TRACON, and ARTCC scopes were set up 30+ years ago.
dpm1982 we have the same thing on the runways at SFO. That's why the controllers were instructing pilots to find the other traffic and get the visual on the runway when lining them up in pairs. It uses an FAA exemption from normal separation avoidance for parallel landings with visual confirmation.
I fly Hawker and I can tell you that even a small piece of duct tape in the landing gear door can prevent it from going down... it's such a beatiful bird, but that's a weakness that the airplane have :(
Sunwing 234 from Ottawa (YOW) to Varadero (VRA) (Dec. 9, 2018) returned to Ottawa (YOW) after flying south for over an hour. Problems with the fuel system was reported by news outlets. Any additional information would be appreciated.
44R0Ndin Don’t know - that’s why I posted a lengthy highlight of the system. The system may have failed but it had a “manual extension” so technically his comment was wrong. I didn’t want to find fault with anybody or anything, that’s why I posted an abbreviated excerpt from a NTSB report from asimilar failure. Not that it means anything but I used to be based and flew Hawkers out of MSP for seven years. Great aircraft, built like a tank, flew them extensively for 25 years.
I remember at the grand age of 9 years old, winding the undercarriage down on _Woods Airways_ *Avro Anson* as we were about to land on Rottnest Island in 1954. Maybe a manual alternative ought to be an option, for the nose wheel at least, on these -modern- aircraft.
I believe there is a manual backup pump, but that's only useful if the powered pumps aren't working If there's something physically catching or jammed, then a manual system won't help either. It would be interesting to find out what caused the problem in the end.
@@aussiebloke609 That's good to hear the manual option is still an alternative. The pilot in 1954 (Jimmy Woods), would have been sanctioned these days for flying fare-paying passengers over water with no co-pilot, and knowingly inviting a 9 year old kid to do the important job of lowering the landing gear. Great memory though!
VASAviation • Victor, I’ve been thinking (Wait please don’t run! My husband says look out for danger when I say those three little words!). What if you omitted the outcome of the situation in the opening overview? For more intrigue as we watch? Just a thought!
@@amax1229 Maggie once landed a 747 in a 200kt crosswind with three engines out, port wing on fire and medical emergency onboard on the top of a toothpick
One of the preflight checks crew makes is checking the emergency hydraulic pressure, if it’s not at the proper pressure, first thing the pilot will recognize is the parking brake won’t work. It also is used to extend the landing gear by a manual hand pump in the cockpit stowed just to the right of the Captain chair.
There are a few ways to pump up the pressure. 1-manual pump up the pressure by a hand pump in the “hell hole” 2-chock the wheels and motor an engine to use engine hydraulic pump or 3-use a hydraulic mule.
This aircraft registration was recently changed to the new owner on July 20, 2018.
Following is an excerpt from a NTSB report of an accident involving an early HS-125.
Not saying this what happened but gives some insight to the situation the crew may have faced.
Ten minutes after departure the right hydraulic low flow light illuminated with the pressure gauge reading 2,300 psi. The crew reviewed the airplane's flight manual, which stated no immediate crew action was required, but emergency braking would probably have to be used. Approximately 10 minutes later, the left hydraulic low flow light illuminated, and the pressure gauge continued to indicate 2,300 psi. The pilots said the airplane flight manual indicated no immediate crew action was required, but now the emergency landing gear extension system (the auxiliary hydraulic system) and emergency braking would need to be used. Since they needed to burn fuel to lower their landing weight, they decided to continue to Las Vegas. If they had any complications, they thought they would have more support equipment available there.
The crew advised air traffic control of their problem as they arrived in the Las Vegas area. The hydraulic pressure gauge was still reading 2,300 psi and they tried to deploy the gear normally. The pilot stated he usually felt a slight pressure as the gear handle moved and actuated a valve, but this time he felt nothing and the gear did not deploy. The UC (undercarriage control) handle was pulled but with some difficulty. The crew stated they attempted to pump the gear down manually, but after a few strokes the auxiliary hydraulic low-pressure warning light illuminated. The gear doors did not open and they felt no pressure as they pumped the auxiliary system. The crew repeated the emergency procedures several times as they attempted to lower the landing gear. When all attempts failed, the pilots individually went to the cabin and briefed the passengers on emergency egress in case of crew incapacitation.
TESTS AND RESEARCH
The left main landing gear inboard tire was blown with approximately 30 inches of tread disconnected from the sidewalls. Black marks, in line with the inboard tire, were evident the length of the left main landing gear strut and up into the wheel well. The landing gear actuator, which had the hydraulic control valve body attached to it, was located in this area of the wheel well, and both units also had black marks. Hydraulic lines from the normal and emergency systems attach to this valve body. The valve body was observed to leak red fluid whenever hydraulic pressure was applied by either the normal hydraulic system or the emergency system.
Beech technicians and a Beech material's laboratory representative disassembled the left actuator and valve body at the Raytheon Beech factory, Wichita, Kansas, on September 21, 1999, under the supervision of the FAA. The Beech Air Safety Investigator prepared a written report.
The report outlined the procedures followed during the examination. The report indicated that one of the two bolts that clamped the hydraulic control valve to the actuator fractured and separated. One bolt was on either side of the extend side of the hydraulic fluid passage. The report indicated that the fractured bolt experienced a shear load oriented along the longitudinal axis of the actuator. The separation of only one bolt allowed the control valve to twist around the remaining bolt. This resulted in a loss of clamping pressure on the control valve on the side of the fractured bolt. Hydraulic line pressure lifted the control valve. An o-ring, which sealed the hydraulic fluid passage, ruptured when it was no longer restrained in its housing.
Post accident investigation revealed the skid plates on the belly and approximately 0.75-inch of wing spar material were ground off; one segment of a flange separated from the spar. Several belly skins were ground through and fuel tanks that were integral to the wing were compromised. Portions of the flap hinges wore off. The right-hand fuel pump was hanging below the wing skin; it's mounting was worn away.
Another Beech representative examined the airplane's skid configuration on scene under the supervision of the IIC and prepared a report. Pertinent parts of the report are reflected in the following paragraphs.
The skid installation extended on the belly approximately the length of the wing root chord. The skid material was in two sections. The forward section, about 48 inches long by 1.8 inches wide by 1.0 inch deep, was aluminum alloy material. The aft portion, 4.5 inches long by 2.8 inches wide by 0.6 inch deep, was a copper beryllium material. The skids were attached to a keel channel filled with aluminum honeycomb.
I don't care how many times I hear from Pilots that these landings are routine. I think they are miracles performed by masters of professionalism and superior flying skills. And ATC is right in the front seat with them the whole way down. You folks are amazing.
Extreme professionalism from the pilots! Glad they made it on the ground safely
These pilots amaze me. Respect!
Always love a happy ending to a declared emergency! Well done, pilots, ATC, & ground crew! 👍 👍
You know the old saying”any landing you can walk away from...”
A big Affirm to that!
Calm, cool. collected... by the book.
Made it sound like just another day at the office.
Haha, the pilot called it a "bounce and go"
Makes sense. I think the idea is to touch down rather firmly and hope it shakes something loose, so you'd expect a bit of bounce . :-)
It's like shaking a ball out of a tree... being gentle won't get it done!
Way to go, Russ! That was incredible piloting!
Love the plane landing animation.. good job as always @VASAviation
Ya, I thought that Priemer jet landing was a good animation, evidently VASAviation couldn't find a Hawker for the animation.
Those hawkers have insanely complicated gear movement. I am not surprised the number of wheels up landings.
Especially if the tow pin isnt reinstalled properly.
John Schlosser there is a guy I follow, he owns a BEECH PREMIERE 1. Williams engines, brakes only .
@@flybyairplane3528 That's not P1D is it? he has spoilers on the Premier 1 as well, but no reverse thrust.
Thanks for posting this! I'm from the MSP area and was listening to both ATC and the emergency response as it happened.
Great to see you again, good luck. Greeting from Czech Republic!
Love the teamwork from all involved!
That is one sexy looking jet though.
Looks like the only thing needed will be a paint job after sorting out the gear. The flight crew should add this photo to their CVs.
I will need a bit more than that... Damage to the skin of a pressurized aircraft.
Nope, it will need more than that. External skin damaged, underlying structure damaged, broken sensors, etcetera. I have had to supervise repairs for a few T-37s and T-38s that did this type of nose gear failure to extend landing. Failure of $Y in parts/labor causes 100x$Y repair job.
David Hoffman, F Huber, Just making a joke/complimenting the flight crew for an outstanding landing.
Beautiful Landing captain
Nice work folks all the way around.
Boy, that mechanic who worked on Captain Maggie Taraska's plane sure gets around!
That guy who cannot abide • Hahaa! She always stays one step ahead of him, though, as she works as a Certified Flight Instructor when she’s not doing Top Gun training for the Navy and training astronauts for NASA!
Sooo grateful for the subtitles, @vasaviation!!
Way to think it thru!!!
Hello nice video looking for the next. Great job by everyone. Saludos Ibero
Really well done :D
Wow nice job from atc
The skiled pilot made it look like a butter smooth landing.. As if the jet is bowing to the tower ! haha ! Marvellous Landing !
Still on centerline. 😎
I love the plane you added! Thank you! And thanks for posting MSP!
A few times through the video the aircraft on approach for the 30s at MSP would have a red CA pop up when two aircraft were in close proximity. Very similar to the red EM that pops up on the "blip" that represents the emergency aircraft. Does the CA stand for collision alert? I have searched and am unable to find the answer but I assume it is that or something similar.
"A" could be Alert or Advisory, but yes, it's almost certainly an anticollision warning. Do pilots have the ability to disable the system? I assume it would be on a prelanding checklist if so, you obviously don't want to disable it until you are 100% certain it won't be needed/useful. Or you just ignore it because you _know_ its due to the parallel landing...but that can also create some bad pilot habits.
@@xheralt
It has been sometime since I sat in a cockpit of a commercial aircraft, but I am going to guess (which in aviation we should not do) and say that it is probably an audible alert that can be silenced, similar to other audible alerts, like when autopilot is disengaged. I just lately noticed of late with VASAviation videos the EM in red light up on the scope at the blip of the aircraft in question in an in-flight emergency. I am close to 100% certain that was not the way ATCT, TRACON, and ARTCC scopes were set up 30+ years ago.
dpm1982 we have the same thing on the runways at SFO. That's why the controllers were instructing pilots to find the other traffic and get the visual on the runway when lining them up in pairs. It uses an FAA exemption from normal separation avoidance for parallel landings with visual confirmation.
@@matthewhall5571
I was wondering how SFO was able to do that, if visibility is low though, I imagine traffic moves more slowly in and out of there.
dpm1982 that's why the fog delays are so bad there. You hit the nail on the head.
A E145 express jet with United Airlines slid the runway or taxiway yesterday night in Houston IAH , any audio soon ? thanks
The callsigns for the emergency vehicles is 'crash'?That sounds odd to me.
A "bounce and go" is an essential part of my flight training xD
Any chance for the southwest over run in California.
Your thumbnail game is pretty good yo
What’s up with all the circles on the parallel a/c?
Skywest 3663 needs to call in sick. Good grief.
Should have pulled some high G maneuvers and loopdiloops
I fly Hawker and I can tell you that even a small piece of duct tape in the landing gear door can prevent it from going down... it's such a beatiful bird, but that's a weakness that the airplane have :(
Let me guess:
Ex USAF pilot who had to do that during UPT due to the nose gear failing to extend on a Tweet or a Talon?
With passengers onboard? :P
*This is **_butter_** for Ryanair*
b l o g i t
Why would someone put a thumbs down on this? The pilots and ATC are very professional! Morons!
Sunwing 234 from Ottawa (YOW) to Varadero (VRA) (Dec. 9, 2018) returned to Ottawa (YOW) after flying south for over an hour. Problems with the fuel system was reported by news outlets. Any additional information would be appreciated.
Correction: Flight # is Sunwing 324
I realize when I get my license I'll likely run into some problem at some point, but damn these things make me pucker.
I never heard of this landing. Hey Logan, did you hear about this before this video?
JJ Skippy yes
This is non normal operations
Yes I did hear about it on the MSP spotters group when it happened.
CT...old flight options tail?
Not going to be able to buff that damage out to the nose, looks like that nose gear system is going to need a full inspection and or replacement
Is the sound quality really that bad or is it only that the record has bad antenna or something?
Eero Fadjukoff it’s the radio mode and the bandwidth used in that mode.
And probably distance/antenna as you said.
So do pilots/controllers hear better?
@@eerolz8758 Sometimes it is better, sometimes it is worse:) The emergency vehicles usually are heard better by the tower though.
Eero Fadjukoff they can hear better because they have better Line of Sight that we may do in our homes. Less hiss. Also better headphones :)
I guess no manual extension?
towert7 you guess wrong. This has a manual backup pumping system
@@dasaniman1 I think he's guessing that the emergency system didn't work correctly.
44R0Ndin
Don’t know - that’s why I posted a lengthy highlight of the system. The system may have failed but it had a “manual extension” so technically his comment was wrong. I didn’t want to find fault with anybody or anything, that’s why I posted an abbreviated excerpt from a NTSB report from asimilar failure. Not that it means anything but I used to be based and flew Hawkers out of MSP for seven years. Great aircraft, built like a tank, flew them extensively for 25 years.
Good video! 1st like
A nadie le importa
ikzay iker guapa
@@PilotVA its ok
Viva el 737
@@PilotVA viv airbus
KMSP has a MAUER intersection? ⚾️🐐
VASAviation Please do the BR 27 bird strike thanks!
I remember at the grand age of 9 years old, winding the undercarriage down on _Woods Airways_ *Avro Anson* as we were about to land on Rottnest Island in 1954. Maybe a manual alternative ought to be an option, for the nose wheel at least, on these -modern- aircraft.
I believe there is a manual backup pump, but that's only useful if the powered pumps aren't working If there's something physically catching or jammed, then a manual system won't help either. It would be interesting to find out what caused the problem in the end.
@@aussiebloke609 That's good to hear the manual option is still an alternative. The pilot in 1954 (Jimmy Woods), would have been sanctioned these days for flying fare-paying passengers over water with no co-pilot, and knowingly inviting a 9 year old kid to do the important job of lowering the landing gear. Great memory though!
VASAviation • Victor, I’ve been thinking (Wait please don’t run! My husband says look out for danger when I say those three little words!). What if you omitted the outcome of the situation in the opening overview? For more intrigue as we watch? Just a thought!
gomphrena Could be interesting except for the tragedies. They really do need a warning.
Maggie would have landed the bird in such a way that the the nose of the plane was propped up on a windowsill
@Christopher Kevin Rasmussen Good question... Hmm *rubs chin in thought* they will have to arm wrestle
Windowsill are dangerous. They might want to see if they can get a Harrier landing pedestal from a military surplus store or junk yard.
@@drmayeda1930 Normal pilots have to use a harrier pedestal - Maggie is the only pilot legally allowed to use a windowsill
Tool cart will do just fine.
@@amax1229 Maggie once landed a 747 in a 200kt crosswind with three engines out, port wing on fire and medical emergency onboard on the top of a toothpick