|Quoting airliner777 (Reply 33):|
I've seen this happen twice on our B767s. Always keep an eye at the RAT C/B on the P6 panel. It is very exposed due to its location.
I'm glad you chimed in here.
When I saw the video of SP
belly landing for the first time, I immediately thought of this panel and its exposed c/b's near the floor. As I said, the accident was duplicated to the letter by us in the ER
simulator...set center hydraulic pressure to zero, pull c/b C829, attempt to lower the gear normally and via ALTN EXT
, neither of which would work. Upon reset of c/b C829,the gear drops fine.
Really raises the BS
flag up a notch or two when this accident is so easily replicated.
|Quoting RVV2011 (Reply 34):|
I recall (perhaps incorrectly) a Polish article on gazeta.pl stating that the pilots said they had thought the problem was resolved after receiving an indication of a fault and only became aware otherwise on approach into Warsaw.
The -300ER has a hydraulic fluid quantity indication for the left, center, and right systems on the EICAS displays (the displays in the center of the flight deck normally indication engine status). The EICAS has a number of secondary pages that allow for more in-depth system status displays, albeit not as advanced as aircraft designed in the 1990s onward (e.g. 777). Despite this, the crew should have noticed that their center quantity was zero. This would cause a number of cautions to be displayed on the front pages of the EICAS, as well as a master caution (yellow) light in the face of the captain and first officer.
Redundancy is built into the aircraft such that the flight can continue onto its original destination, the decision to proceed with the transit ultimately with the captain of the flight. I spoke with friends of mine who dispatch wide body aircraft across oceans on a daily basis; while they agree that the captain is the final authority, a center fluid quantity of zero would make the case for them to return the aircraft to base immediately.
I do not believe the center hydraulic system failure caused this accident, the facts known thus far support that assertion. But the flight should have probably been canceled initially departing EWR
, which would have prevented the accident from occurring. What began as a simply hydraulic failure, ultimately resulted in a list of judgement errors. We know the end result.