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On Apr. 30, 1966, the second XB-70 prototype, Air Vehicle 2 (AV 2), suffered a short circuit in the landing gear retraction system shortly after takeoff from Edwards Air Force Base. As a result of this malfunction, the nose gear was blown back into the partially retracted gear well... show more

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Throwback to Apr 30, 1966 The XB-70 Valkyrie (AV-2) suffered a landing gear malfunction after takeoff from Edwards AFB. Hours later, it returned at 173 knots - with locked brakes and burning tires on landing.

Throwback to Apr 30, 1966 The XB-70 Valkyrie (AV-2) suffered a landing gear malfunction after takeoff from Edwards AFB. Hours later, it returned at 173 knots - with locked brakes and burning tires on landing.

Turbine Traveller

152,077 görüntüleme • 1 yıl önce

on April 30, 1966, XB-70 (AV-2) Valkyrie pilots Al White and Joe Cotton faced disaster when the nose gear jammed after takeoff due to a short-circuit. After failed touch-and-gos to jar it loose, ground engineers diagnosed a faulty circuit breaker. With no tools aboard, Cotton grabbed a binder paperclip from his briefcase, shorted the breaker mid-flight-extending the gear. The malfunction caused hydraulic pressure to remain on 3 of the 4 main wheel brakes which led to the burn up of the Valkyrie main landing gear tires. Serious damage was avoided and the aircraft was able to fly again two weeks later. Tragically, AV-2 would be lost just weeks later in a midair collision with an F-104 chase plane.🫡

on April 30, 1966, XB-70 (AV-2) Valkyrie pilots Al White and Joe Cotton faced disaster when the nose gear jammed after takeoff due to a short-circuit. After failed touch-and-gos to jar it loose, ground engineers diagnosed a faulty circuit breaker. With no tools aboard, Cotton grabbed a binder paperclip from his briefcase, shorted the breaker mid-flight-extending the gear. The malfunction caused hydraulic pressure to remain on 3 of the 4 main wheel brakes which led to the burn up of the Valkyrie main landing gear tires. Serious damage was avoided and the aircraft was able to fly again two weeks later. Tragically, AV-2 would be lost just weeks later in a midair collision with an F-104 chase plane.🫡

Aviation Archive - Tim Farmer

521,711 görüntüleme • 8 ay önce

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

aircraftmaintenancengineer

19,786 görüntüleme • 2 ay önce

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

Puddle Jumper 🦨

248,771 görüntüleme • 1 yıl önce

🚨 UPDATE: HOLY SH*T, LISTEN TO THIS DATA FROM THE NTSB. 30 seconds before the end of the cockpit voice recording: “the nose landing gear and the right main landing gear touched down, and ground speed was 158 knots.” 15 seconds before the end of the recording: “Brakes were released, at a ground speed of 120 knots, throttles increased in values consistent with go-around thrust.” Amazon Prime Air Flight 7598 , a Boeing 767 cargo plane operated by 21 Air , crashed at Miami International Airport on Sunday after overrunning the runway. Five people on the ground were killed. Fox News

🚨 UPDATE: HOLY SH*T, LISTEN TO THIS DATA FROM THE NTSB. 30 seconds before the end of the cockpit voice recording: “the nose landing gear and the right main landing gear touched down, and ground speed was 158 knots.” 15 seconds before the end of the recording: “Brakes were released, at a ground speed of 120 knots, throttles increased in values consistent with go-around thrust.” Amazon Prime Air Flight 7598 , a Boeing 767 cargo plane operated by 21 Air , crashed at Miami International Airport on Sunday after overrunning the runway. Five people on the ground were killed. Fox News

zach bitango

766,567 görüntüleme • 18 gün önce

Imagine being on the ground and seeing that piece of 747 landing gear come flying past. 😳✈️ During the landing, part of this 747’s landing gear separated shortly after touchdown. The moment was captured on camera as the heavy component broke away and was sent flying across the runway. The aircraft managed to remain under control and come to a stop, but What could cause part of a Boeing 747’s landing gear to detach? Possible factors include excessive landing loads, pre-existing fatigue or damage, a failed attachment component or a gear malfunction.

Imagine being on the ground and seeing that piece of 747 landing gear come flying past. 😳✈️ During the landing, part of this 747’s landing gear separated shortly after touchdown. The moment was captured on camera as the heavy component broke away and was sent flying across the runway. The aircraft managed to remain under control and come to a stop, but What could cause part of a Boeing 747’s landing gear to detach? Possible factors include excessive landing loads, pre-existing fatigue or damage, a failed attachment component or a gear malfunction.

Aviation Reporter

78,996 görüntüleme • 23 gün önce

The Airbus A350 landing gear system is tested through repeated extension and retraction cycles before entering service. The video shows both the main landing gear and nose landing gear being operated at Airbus' Filton test facility. Engineers cycle the gear and doors to verify that the mechanisms move correctly and reliably. The A350-900 main gear uses four-wheel bogies, with high-strength titanium and corrosion-resistant steels used in the structure. The landing gear is hydraulically operated at around 350 bar (5,000 psi), with an alternate extension system for abnormal situations. These tests are not simply checking whether the wheels go up and down. They verify the extension, retraction, locking and related systems and provide evidence for certification.

The Airbus A350 landing gear system is tested through repeated extension and retraction cycles before entering service. The video shows both the main landing gear and nose landing gear being operated at Airbus' Filton test facility. Engineers cycle the gear and doors to verify that the mechanisms move correctly and reliably. The A350-900 main gear uses four-wheel bogies, with high-strength titanium and corrosion-resistant steels used in the structure. The landing gear is hydraulically operated at around 350 bar (5,000 psi), with an alternate extension system for abnormal situations. These tests are not simply checking whether the wheels go up and down. They verify the extension, retraction, locking and related systems and provide evidence for certification.

Tengiz

22,107 görüntüleme • 1 ay önce

When the Nose Gear Never Came Down! ✈️The crew of this Boeing 727 tried extending the Nose Gear but did not receive a down and locked indication, leaving them with only one option, to perform a controlled nose gear-up landing! The pilots executed a very smooth landing, maintaining the aircraft on its main wheels before the nose gradually settled onto the runway, bringing the Jet safely to a stop. Incredible Skills by the crew 🔥

When the Nose Gear Never Came Down! ✈️The crew of this Boeing 727 tried extending the Nose Gear but did not receive a down and locked indication, leaving them with only one option, to perform a controlled nose gear-up landing! The pilots executed a very smooth landing, maintaining the aircraft on its main wheels before the nose gradually settled onto the runway, bringing the Jet safely to a stop. Incredible Skills by the crew 🔥

Aviation Reporter

50,760 görüntüleme • 2 ay önce

The Antonov An-225 was an incredible aircraft! It had 28 wheels on the main gear and 4 on the nose gear; that's massive landing power. What a masterpiece of mechanical art.

The Antonov An-225 was an incredible aircraft! It had 28 wheels on the main gear and 4 on the nose gear; that's massive landing power. What a masterpiece of mechanical art.

Turbine Traveller

21,931 görüntüleme • 1 ay önce

SunExpress Boeing 737-800 suffered a left main landing gear collapse while taxiing for departure at Antalya Airport, Türkiye yesterday. The good news? It happened during taxi. You don’t even want to imagine it occurring during takeoff or landing. A few things could be at play here: The main landing gear shock strut relies on hydraulic fluid and compressed dry air (or nitrogen) to absorb and control loads. The oil charging valve is located near the wheels, while the gas valve sits higher up. A failure in either system could compromise strut integrity. There’s also the Proximity Switch Electronics Unit (PSEU), which monitors the air/ground system and landing gear compression sensors. Aircraft was recovered by Aircraft Recovery Lift Bags (specialized inflatable devices).

SunExpress Boeing 737-800 suffered a left main landing gear collapse while taxiing for departure at Antalya Airport, Türkiye yesterday. The good news? It happened during taxi. You don’t even want to imagine it occurring during takeoff or landing. A few things could be at play here: The main landing gear shock strut relies on hydraulic fluid and compressed dry air (or nitrogen) to absorb and control loads. The oil charging valve is located near the wheels, while the gas valve sits higher up. A failure in either system could compromise strut integrity. There’s also the Proximity Switch Electronics Unit (PSEU), which monitors the air/ground system and landing gear compression sensors. Aircraft was recovered by Aircraft Recovery Lift Bags (specialized inflatable devices).

Turbine Traveller

63,355 görüntüleme • 7 ay önce

The Short Stirling's spindly landing gear came from a clever fix. RAF hangar limits capped the wingspan at 100 feet, forcing a high angle of attack on takeoff, so engineers lengthened the undercarriage struts to tilt the nose up without redesigning the wing. Each main gear had a single huge wheel over 5 feet tall that retracted backward into the inboard nacelles, with the taildragger setup making the bomber sit tall and awkward. It looked fragile for the 70,000-pound beast but proved stronger after prototype tweaks, though it still caused plenty of ground loops. 🫡

The Short Stirling's spindly landing gear came from a clever fix. RAF hangar limits capped the wingspan at 100 feet, forcing a high angle of attack on takeoff, so engineers lengthened the undercarriage struts to tilt the nose up without redesigning the wing. Each main gear had a single huge wheel over 5 feet tall that retracted backward into the inboard nacelles, with the taildragger setup making the bomber sit tall and awkward. It looked fragile for the 70,000-pound beast but proved stronger after prototype tweaks, though it still caused plenty of ground loops. 🫡

Aviation Archive - Tim Farmer

64,090 görüntüleme • 5 ay önce

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)

Turbine Traveller

295,528 görüntüleme • 3 ay önce

One of the busiest runways in the U.S. was forced to shutdown after a cargo jet’s fiery landing at LAX – blowing out four main landing gear tires. It comes amid a disturbing incident involving Marine One losing communication with ATC. Alex Stone reports.

One of the busiest runways in the U.S. was forced to shutdown after a cargo jet’s fiery landing at LAX – blowing out four main landing gear tires. It comes amid a disturbing incident involving Marine One losing communication with ATC. Alex Stone reports.

World News Tonight

14,066 görüntüleme • 1 ay önce

🚨 Look how the Airbus A380's landing gear flawlessly lifts 22 wheels into the aircraft. Despite being one of the most complex landing gear systems ever engineered, every strut, linkage, hydraulic actuator, and gear door moves in perfect synchronization. Supporting up to 575 tonnes on the ground... then disappearing into the fuselage with remarkable precision. This is engineering at its absolute finest. 👀 Would you say the A380 has the most impressive landing gear ever built? 📹: u/HelloSlowly

🚨 Look how the Airbus A380's landing gear flawlessly lifts 22 wheels into the aircraft. Despite being one of the most complex landing gear systems ever engineered, every strut, linkage, hydraulic actuator, and gear door moves in perfect synchronization. Supporting up to 575 tonnes on the ground... then disappearing into the fuselage with remarkable precision. This is engineering at its absolute finest. 👀 Would you say the A380 has the most impressive landing gear ever built? 📹: u/HelloSlowly

Airforce Geek

212,013 görüntüleme • 1 ay önce

🚨 UPDATE: Vietnam Airlines 787-9 finally lands in Munich… but left main gear EXPLODES on touchdown! 💥 After the dramatic tailstrike and late rotation on takeoff, VN-A867 (flight VN34) dumped fuel for over 2 hours and returned to Munich. On landing the left main landing gear tires burst — heavy smoke poured out as the Dreamliner came to a stop. 🔥✈️ Passengers and crew safe. Aircraft being inspected right now. Pure aviation drama. Watch the video 👇 #VietnamAirlines #Boeing787 #MunichAirport #Tailstrike #AvGeek #EmergencyLanding

🚨 UPDATE: Vietnam Airlines 787-9 finally lands in Munich… but left main gear EXPLODES on touchdown! 💥 After the dramatic tailstrike and late rotation on takeoff, VN-A867 (flight VN34) dumped fuel for over 2 hours and returned to Munich. On landing the left main landing gear tires burst — heavy smoke poured out as the Dreamliner came to a stop. 🔥✈️ Passengers and crew safe. Aircraft being inspected right now. Pure aviation drama. Watch the video 👇 #VietnamAirlines #Boeing787 #MunichAirport #Tailstrike #AvGeek #EmergencyLanding

SkyBrief

857,520 görüntüleme • 1 ay önce

In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.

In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.

Mechanical Knowledge

467,411 görüntüleme • 6 ay önce

WHY DOES THE BOEING 767'S MAIN LANDING GEAR TILT FORWARD? If you watch the Amazon Prime Air Boeing 767 coming in to land, you may notice something about its main landing gear: the bogies are tilted forward. This is part of the 767's landing gear design. The forward tilt means the front wheels of the main gear contact the runway first, followed by the rear wheels as the bogie levels out. This helps cushion the touchdown, distribute loads progressively, and reduce stress on the bogie structure. During development, the 767's touchdown behavior showed a tendency for forward pitching. The forward-tilted bogie helps counter this motion as the gear settles and the rear wheels come down. But the design is mostly used to fit in the gear bay to make the best use of the space. When retracted, the 767's landing gear geometry allows the bogie and wheels to fit efficiently inside the undercarriage bay, making the best possible use of limited space around the aircraft's keel beam and surrounding systems. The 767 is distinctive among Boeing aircraft in this respect, but forward-tilting main gear designs are not unique. The Airbus A350 and A380 also use forward-leaning bogies, while the A340-600 combines different orientations on its various landing gear assemblies. In a nutshell, that nose-down tilt you see on approach is exactly how the Boeing 767 was designed to land: front wheels first, bogie rotating level, then the rear wheels settling onto the runway. A video from PDX Aviation shows [N1997A], the same aircraft involved in yesterday's accident, landing at Portland Airport.

WHY DOES THE BOEING 767'S MAIN LANDING GEAR TILT FORWARD? If you watch the Amazon Prime Air Boeing 767 coming in to land, you may notice something about its main landing gear: the bogies are tilted forward. This is part of the 767's landing gear design. The forward tilt means the front wheels of the main gear contact the runway first, followed by the rear wheels as the bogie levels out. This helps cushion the touchdown, distribute loads progressively, and reduce stress on the bogie structure. During development, the 767's touchdown behavior showed a tendency for forward pitching. The forward-tilted bogie helps counter this motion as the gear settles and the rear wheels come down. But the design is mostly used to fit in the gear bay to make the best use of the space. When retracted, the 767's landing gear geometry allows the bogie and wheels to fit efficiently inside the undercarriage bay, making the best possible use of limited space around the aircraft's keel beam and surrounding systems. The 767 is distinctive among Boeing aircraft in this respect, but forward-tilting main gear designs are not unique. The Airbus A350 and A380 also use forward-leaning bogies, while the A340-600 combines different orientations on its various landing gear assemblies. In a nutshell, that nose-down tilt you see on approach is exactly how the Boeing 767 was designed to land: front wheels first, bogie rotating level, then the rear wheels settling onto the runway. A video from PDX Aviation shows [N1997A], the same aircraft involved in yesterday's accident, landing at Portland Airport.

Turbine Traveller

89,463 görüntüleme • 19 gün önce

The National Transportation Safety Board said on Tuesday that evidence recovered from the Amazon Prime Air 767 flight data recorder suggested the pilots considered aborting the landing ‌after the aircraft touched down. The NTSB said ⁠30 seconds before the end of the flight data recording, the nose landing gear and right main landing gear touched down on the runway at a speed of 158 knots (181 mph), while 19 seconds before the end of the recording, the left main landing gear touched down at a speed of 134 knots. A few seconds later, the brakes were released and the throttles were increased to values consistent with go-around thrust, indicating a late attempt to abort the landing and get back in the air. But 11 seconds before the end of the recording, throttles were reduced to idle ‌power ⁠and brakes were reapplied. The final ground speed was 65 knots at the end of the recording. The NTSB said there was no indication in the recorded data that speed brakes or thrust reversers were deployed to help slow the plane. NTSB Chair Jennifer Homendy told reporters that investigators would interview both of the pilots on Wednesday and then release details from the cockpit voice recorder. Homendy is leading a team of 32 investigators at Miami International Airport. She said ⁠the NTSB was able to release one of two runways closed since the accident to allow for departures from an easterly direction late on Tuesday. The Amazon cargo plane was on its third flight of the day, coming ⁠from San Juan, Puerto Rico. It had flown from Cincinnati to Miami and from Miami to San Juan earlier on Sunday before the crash at 1:53 p.m. EDT (1753 GMT). The captain, 55, ⁠received his type rating for the 767 in May and has 7,145 hours of flight time, while the first officer, 37, received his type rating on the 767 in April 2025 and has 2,655 flying hours, the NTSB said.

The National Transportation Safety Board said on Tuesday that evidence recovered from the Amazon Prime Air 767 flight data recorder suggested the pilots considered aborting the landing ‌after the aircraft touched down. The NTSB said ⁠30 seconds before the end of the flight data recording, the nose landing gear and right main landing gear touched down on the runway at a speed of 158 knots (181 mph), while 19 seconds before the end of the recording, the left main landing gear touched down at a speed of 134 knots. A few seconds later, the brakes were released and the throttles were increased to values consistent with go-around thrust, indicating a late attempt to abort the landing and get back in the air. But 11 seconds before the end of the recording, throttles were reduced to idle ‌power ⁠and brakes were reapplied. The final ground speed was 65 knots at the end of the recording. The NTSB said there was no indication in the recorded data that speed brakes or thrust reversers were deployed to help slow the plane. NTSB Chair Jennifer Homendy told reporters that investigators would interview both of the pilots on Wednesday and then release details from the cockpit voice recorder. Homendy is leading a team of 32 investigators at Miami International Airport. She said ⁠the NTSB was able to release one of two runways closed since the accident to allow for departures from an easterly direction late on Tuesday. The Amazon cargo plane was on its third flight of the day, coming ⁠from San Juan, Puerto Rico. It had flown from Cincinnati to Miami and from Miami to San Juan earlier on Sunday before the crash at 1:53 p.m. EDT (1753 GMT). The captain, 55, ⁠received his type rating for the 767 in May and has 7,145 hours of flight time, while the first officer, 37, received his type rating on the 767 in April 2025 and has 2,655 flying hours, the NTSB said.

Breaking Aviation News & Videos

423,493 görüntüleme • 18 gün önce