Swift Air B734 with UNSAFE GEAR INDICATION | Blows Tires on Landing!

[@osmokv]

Suggestion: Add some indicator to the corner of the video of what frequency is currently being listened to. E,g, initially showing "Listening to Approach 120.5" when we are on approach channel, and later "Listening to Tower 123.9" when we switch to that frequency.

[@gabrielstraus4116]

Yes please!!

[@darthvaderr]

Nice

[@cruisinguy6024]

Fantastic idea

[@bjrnerikmoen6529]

Or just add a little circle around the aircraft that's talking - Regardless, love the videos, keep it up!

[@VASAviation]

MIA APP and MIA TWR big letters on top of transcript. You see that?

[@bioriderfc]

At 0:25 SWQ503 requested rwy 27 (13,016' length) for their landing instead of rwy 30 (9,360'). They knew something was wrong, likely Hydraulics System A (Hyd A)pressure or quantity, but didn't say anything to ATC. Hyd A is the only hydraulic source for gear extension, at least on the B737-200.

[@777pusher]

Amber!! Professional job, day in and day out. Aviation should be the way the world is run!!

[@WendyKS93]

A good video even if a lot of static at times. Glad they were able to land safely.

[@DianaHerberg]

There's a video posted 3 months earlier with same flight, same issue, but landed successfully without assistance.

[@AMK_P42]

Do they repair the tire where the plane is stopped? Or do they have special equipment to raise that side of the plane in order to move it to a different location? Or do just say F it and taxi on a flat tire? Thanks!

[@comment2009]

The appropriate thing is place the gear on a dolly; tow to maintenance area to first inspect for additional damage, repair.

[@stevenshillinger775]

Hello AAA, I need a flat changed.

[@thegeek3348]

Any chance we can get a vasi aviation for the wheels up landing in Daytona Beach this week?

[@VASAviation]

Working on it

[@norwegianwiking]

@@VASAviation saw the video on reddit yesterday and came right here to check if you had it yet

[@crisprtalk6963]

Can someone explain to a lay person...Why are some communications filled with lots of static but others are not? All planes are in close proximity to the airport. Is there a huge difference in radio quality on planes?

[@Penoatle]

It's dependent on the receiver that is recording ATC.

[@fhuber7507]

These are not actual tower recordings. They are amateurs with aviation receivers. The receiver locations will cause some things that are heard clearly by tower to be garbled or completely missing from the recording. This is important to note regarding the Kobe crash recordings. What we have heard so far are amateur recordings, not the tower recording. That is why we are missing several transmissions from the helicopter. Those missing transmissions are likely vital to the actual determination of the cause of the crash.

[@davida56891]

Good question. These air-ground transmissions are typically captured by volunteers using scanners located in private homes near airports. The transmissions are sent through the Internet to LiveATC for realtime listening and archiving. Due to the off-airport location and lower power the scanners don't have the same range and quality as regular ATC equipment. Static will be heard due to obstacles, distance and interference from other broadcasts. The transmissions heard by ATC and pilots on their equipment are much stronger and clearer.

[@crisprtalk6963]

@@fhuber7507 Thank you.

[@IgorFioli]

Watch some cockpit videos for reference

[@ZsomborZsombibi]

I understand it's obvious to see the gears are down, but how could you know (by visual inspection) they are locked as well?

[@jakesnussbuster3565]

If it's not locked it's not going to be stable and would be moving...

[@CEmanified]

You don't know that they're locked from visual inspection. That's why even after the low fly over they still requested emergency services to be on standby.

[@0611930024838]

they always said "appears" to be locked......

[@AnonymaxUK]

You don't, but a faulty indicator means the crew have no idea if they're extended partially or even slightly, so them looking down would be a far better situation than them looking half-down or up.

[@Stepclimb]

On the Classic 737 (includes the -400), a pilot can go into the cabin near the emergency exit row and lift a small cover in the aisle carpet. There is a view port that allows one to see both main landing gear drag links via a mirror. Red marks on the drag links that align indicate that the gear is “locked”. It is unclear from this video if this was accomplished by the pilots. In the NG series of 737, an extra set of proximity sensors were added along with 3 additional green (gear down) lights on the overhead panel. With this redundant method of verifying landing gear status, the viewport was removed in the NG and later series.

[@happypixel6914]

Where do you get the airport maps shown in other videos?

[@MrCrystalcranium]

I wonder if it's the same jerk who steps on half the transmissions here.

[@rubenvillanueva8635]

Another day at the office!

[@jonander1992]

tienes el audio del accidente en Noain?

[@tenpiloto]

Not sure why they requested "to come back around and land immediately" before they had a gear-down confirmation.

[@tunyooo]

tenpiloto we don’t know but they could be low on fuel

[@tenpiloto]

Zoltán Tudlik--they better not have been. FAA fuel on board requirements would have allowed them plenty of time to handle delays.

[@raidzor5452]

Because the gear was down and looked fine at the time, but since there was a failure indication, and the gear was subject to aerodynamic stress, the longer they stayed in the air the more they risked having more serious problems. (The pilots didn’t know it was a blown tire, it could’ve been anything).

[@tenpiloto]

Raidzor--huh? Aerodynamic stress at speeds below gear-extension speed? If the tower had reported that the gear did not appear to be fully extended, I can guarantee that they would not be in a hurry to land. They would need to perform procedures to try to get it down, as well as prepare for a partial-gear extension landing. "Aerodynamic stress" at these airspeeds in this situation is not a consideration.

[@Dysjoint]

Maybe he was asking for priority without declaring an emergency? Considering he never actually did declare, is that correct? I also thought it sounded like a fuel concern when I first heard it tho.

[@darrellwright3574]

Is this swift air owned by Jerry moyes of swift transportation?

[@keith_5584]

Glad they made it home safe.

[@andrewriedel4446]

Seemed to be a lot of back and forth with the crew as to which flight crew member was flying and which was monitoring and looking after the radios...

[@Spyke-lz2hl]

Yep... Not all airlines are created equal as far as standardization, or standards for that matter.

[@mikeL5183]

Could be the PM was handling checklists of some kind when the radio calls were needed so the PF responded.

[@prorobo]

It's Swift Air. They're a small charter operation with some interesting insight on the internet.

[@flymoyer3802]

Philadelphia Airport had a engine failure yesterday.

[@worldofrandometry6912]

Would it be so difficult to have a small camera in each of the wheel bays?

[@quenchize]

I believe newer aircraft do have this. (maybe an option)

[@bioriderfc]

There are viewer tubes for the nose and main downlocks, but a crew member would have to leave their position to go check the mains. Main gear would take digging up the carpet in the cabin. Better to keep both crew flying the aircraft.

[@prorobo]

Yes.

[@prorobo]

quenchize no.

[@Snowstormzzz]

Man we need an earphones warning for this video.

[@EllipticGeometry]

4:31 Fear Inoculum, is that you?

[@efoxxok7478]

I don’t mean to be critical, but it seems odd that he would have the gear down at 8k. Typically a 737 wouldn’t put the gear down until on final, usually around 1000ft above minimums. 747’s often put the gear down very early because they need them to slow the plane down.

[@tenpiloto]

Efoxx ok--did they put the gear down at 8000? I didn't catch that. A 747 crew is no more likely to drop the gear early than is the crew on any other type of aircraft. And very few airline crews use gear extension to slow down at altitude. That's what speed brakes are used for.

[@efoxxok7478]

tenpiloto B747 put their gear down to keep the plane slow. Gear comes down when the are assigned speeds below 230kts because it gives the necessary drag without using the speed brakes. Use of speed brakes causes much higher pitch angles and power settings. As an air traffic controller we never assigned 747’s speed below 230 kts until on or near final for this reason. ATC in places like Chicago where I spent 30 years routinely assign aircraft 210kts as far out as 100 miles from the field, but will S turn 747’s at 230kts for this reason.

[@tenpiloto]

Efoxx ok--well, as a pilot, I can tell you that slats and flaps come down way before gear. Speedbrakes are used to slow down to flaps speeds, because they can be easily be deployed and re-deployed if needed, as opposed to gear. Flying around an extended pattern with the gear down unnecessarily burns up fuel, and gear extension might slow you down, but it does NOT allow you to fly at slower airspeeds, as do slats and flaps. I don't attempt to be an ATC expert, but I will say that my 44 years in the cockpit allows me comment on flying procedures. Nuff said

[@efoxxok7478]

tenpiloto you obviously don’t fly 747’s. Yes on almost every other jet, particularly Boeing’s gear doesn’t come down until on final around 1000ft agl. B747’s put out their first degree of flaps/slats when told to slow below 230kts just like most other Boeing’s. But in order to sustain that speed without unusually high AOA’s they need to have the drag the gear provides. This is not necessary if the are still in a descent mode, and ideally they wont need to till much later. But given a hold, or an expected long level off with speeds below 230 they will elect to put the gear down for reasons stated above. Typically holding patterns aren’t given speed assignments, but coming out of the hold usually requires this. Where most jets today hold at around 190-210kts the 747 will almost always hold at or above 230.

[@bioriderfc]

They must have known about a problem with hydraulics system A for LG extension or a previous LG issue

[@AdamChase87]

Anybody hear anything about a WN 737-700 diverting from HOU to IAH with a flap position disagree? I heard it landed without flaps. N442WN on 2/20

[@foley256]

At about 9:25 I was surprised 9KW wasn’t required to give the runway on the read back. I realize it wasn’t on the clearance to land but he could have been lining up on the wrong runway. I’m not a pilot so maybe that’s not required. Anyone know?

[@jordanrodrigues8265]

Regulations don't actually require read-back unless ATC asks. The pilot did read back the vector heading, and he sounded like he wasn't too confident with radio procedures. My guess is that the controller exercised some judgement, trusted that the surveillance radar will catch any mistakes like that, and decided it was safer to not make an issue of it. IMO that was the right call, but I'm just an aviation fan.

[@Cory_Springer]

Also not a pilot (yet), but I also believe it is up to ATC in most cases. The ATIS (Automatic Terminal Information Service) frequency alerts pilots of info such as weather, conditions, runway closures and other info like what all needs to be read back.

[@sarahalbers5555]

Great job on this incident. Did you notice the non standardized call/ response to tower? About 50% of the time he omitted the company name and flt. number Maybe he was super stressed?

[@prorobo]

Or just not a professional.

[@RadioBambiluna]

The communication was the only professional thing in the video. There is no procedure that indicates a low pass in the qrh.

[@flyerdon3116]

That’s what happens when you buy your tires at Sam’s club

[@BJ-jb2ec]

OK, so I'll ask it: What purpose does the low approach serve? The tower is going to say it APPEARS your gear is down and locked, or it APPEARS that some/all of your gear is retracted. What difference to the pilots does that make? In the Boeing 737 series is there a different check list for tower telling the pilots their gear APPEARS to be down and lockec vs. otherwise? It seems to me you'd set up with the same Vref, etc. as with normal gear indications. Help me understand what value there is to a low approach, from single engine pistons to corporate jets to Boeing and Airbus.

[@glennpowell3444]

Hiya,I initially thought that but if the pilots suspest a gear is part down or even still up then the benefit of someone on ground with binoculars can give a good clue? Better safe than making a random guess? Cheers.

[@RevUnstableBoy]

if the gear is down and appears locked then they know they can attempt a normal landing, but if the gear is not down then they know the landing will not be normal a all.

[@drumcorcaigh5770]

It would also be good to know if some of the gear isn't down. Like if the main gear is down but the nose isn't then they would approach the landing differently

[@glennpowell3444]

I am glad you are not a pilot! Don't give up your day job !

[@tenpiloto]

If the gear appears down, your landing prep and execution is different than if it it does not appear down. Of course, the pilot must be prepared for that gear to collapse after touchdown.

[@haraldlorentzen40]

Well done. One question. In a situation like this, can ATC ask another plane to take a look or is a flyby the usual SOP?

[@jonahsohmer9747]

Harald Lorentzen It matters the airspace. As seen in a recent video, some places dispatch fighter jets to come take a look, but most of the time it’s the tower looking as the plane flies by

[@efoxxok7478]

ATC in the US does not usually request this. Sometimes company will have another company aircraft already in the air do this. I’ve seen this offered and accepted amongst private pilots, but very rarely will an airline want another plane that close. The only times I recall this with non company commercial jets is when one was already in the vicinity and was already cleared 1000ft below them.

[@Nahyeek]

nice

[@TheSh_dow]

2019?

[@robingroenbech3876]

I have no interest in planes, or flying. After watching disaster youtube videos, and just overall I have no intention of ever stepping on a plane, or leaving my country in flight, I find flying, and planes totally boring, and not anything I should think about in my every day life. But I have been watching these videos for over four hours now, and I don't know why.... Been watching for a couple weeks now, and I even installed a flight simulator on my phone.

[@Penoatle]

You just got to give it a whirl. I have a horrible fear of flying but I still enjoy that rush of take-off.

[@terry987654]

you are more likely to get killed in a crash in your car than an airplane. i used to be a nervous flyer then i started watching these and other videos and now i am not nervous at all

[@manduul9372]

@@terry987654 He's more likely to slip and die on the way to his car than dying in a plane crash

[@cantliff9]

You may think you have no interest, but you behaviour clearly shows your interest has just come alive

[@kiloechocharlie1342]

I think you're just confused...

[@blake86303]

Hmmm....the other day I was behind a Swift trucking that blew a tire and almost hit me with pieces of tire!

[@ImplodedAtom]

I had some unsafe gear once...

[@Dfpijgyt564s65sgt]

Swift air more like no air

[@encinobalboa]

Seems like the 737 is in the news too much these days.

[@vegguid]

Well there are a lot of them so it's sorta to be expected. But that still isn't a good excuse for the max

[@cw95an]

First?

[@Nahyeek]

yes

[@Penoatle]

Why not!

[@incandescentwithrage]

No