Pattern-Master
so get outta my way
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Just came across this and was wondering who the plane belonged to. I don't think there were any major injuries.http://www.abclocal.go.com/wabc/story?section=news/local&id=6060655
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Who had the C-750 mishap @JFK
- Thread starter Pattern-Master
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AA717driver
A simpler time...
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Amish RakeFight
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737Wannabe
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LJ45
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hmmm...why not go to the service center at SWF?
On April 3, 2008, at 2014 eastern daylight time, a Cessna 750, N750WM, registered to WM Aviation LLC, departed the right side of runway 13L on landing roll out at John F. Kennedy International Airport (JFK), New York, New York. The positioning flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Night visual meteorological conditions prevailed and the airplane received substantial damage. The airline transport rated pilot-in-command (PIC) and co-pilot (CP) reported no injuries. The flight departed Orlando International Airport, Orlando, Florida, at 1816 on April 3, 2008.
The flight crew informed the FAA that the CP was flying the airplane. After touch down the CP stated he did not have nose wheel steering, brakes, or any feeling of engine thrust reverse at approximately 80 knots. The crew applied emergency air brakes and the airplane veered off the runway to the right with visible skid marks present on the runway. The airplane collided with a dirt divider, sheared off the left main landing gear, buckled the nose gear, the left wing dug into the sand, and the airplane came to a complete stop. The flight crew informed the New York Port Authority Police in a written statement, "lost steering and braking on landing roll, departed runway (13L) to the right."
The airplane engine indicating and crew alerting system (EICAS) was downloaded by the aircraft manufacturer in the presence of the FAA. The download revealed a "HYD VOLUME LOW A," amber abnormal indication light illuminated at 1943. At 1946, a "HYD PUMP UNLOAD A" amber warning light illuminated, and at 1955, a "HYD PTU FAIL" amber warning light illuminated. The PIC stated in an interview with the NTSB that the HYD VOLUME LOW A light illuminated about 20 miles out from JFK. The CP stated the light illuminated during their descent. Both crew members stated they completed the checklist procedure for the HYD VOLUME LOW A system. The PIC stated he rechecked the A volume system quantity. The quantity indicated 20 percent and he put the hydraulic pump back to the normal position, and lowered the main landing gear. The flight crew stated they did not report the malfunction to the ATC controller. When the PIC was asked if he observed the additional amber indications lights, he stated he was aware of the messages, but assumed they were the result of going through the checklist when he unloaded the hydraulic A pump, and pulled the Power Transfer Unit (PTU) circuit breaker.
The PIC stated the airplane touched down on the first 1,000 feet of runway 13L. The CP informed him the brakes were not working, and he activated the emergency brakes one time which appeared to work. The PIC stated the CP did not report any problems with nose wheel steering. The CP applied reverse thrust and the arm extend light illuminated on the right thrust reverser. The airplane started veering to the right and the CP could not maintain directional control. The PIC stated his head was down, he continued pulling the emergency brake handle as the airplane went off the right side of the runway and came to a complete stop.
The CP stated the airplane touched down on the first 1,000 feet of the runway. He applied thrust reversers, the airplane yawed a little to the right, and the right reverser arm, unlock, and deploy light illuminated. He took the reversers out of reverse, aligned the airplane with the centerline of the runway, and applied normal brakes. The brakes were spongy and he informed the PIC that he did not have any brakes. The PIC deployed the emergency brakes; the airplane slowed down straight ahead and subsequently yawed to the right. The CP stated he was unable to maintain directional control and the airplane went off the right side of the runway and came to a complete stop.
The cockpit voice recorder was removed from the airplane and forwarded to the NTSB Vehicles Recorders Laboratory in Washington D.C.
On April 3, 2008, at 2014 eastern daylight time, a Cessna 750, N750WM, registered to WM Aviation LLC, departed the right side of runway 13L on landing roll out at John F. Kennedy International Airport (JFK), New York, New York. The positioning flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Night visual meteorological conditions prevailed and the airplane received substantial damage. The airline transport rated pilot-in-command (PIC) and co-pilot (CP) reported no injuries. The flight departed Orlando International Airport, Orlando, Florida, at 1816 on April 3, 2008.
The flight crew informed the FAA that the CP was flying the airplane. After touch down the CP stated he did not have nose wheel steering, brakes, or any feeling of engine thrust reverse at approximately 80 knots. The crew applied emergency air brakes and the airplane veered off the runway to the right with visible skid marks present on the runway. The airplane collided with a dirt divider, sheared off the left main landing gear, buckled the nose gear, the left wing dug into the sand, and the airplane came to a complete stop. The flight crew informed the New York Port Authority Police in a written statement, "lost steering and braking on landing roll, departed runway (13L) to the right."
The airplane engine indicating and crew alerting system (EICAS) was downloaded by the aircraft manufacturer in the presence of the FAA. The download revealed a "HYD VOLUME LOW A," amber abnormal indication light illuminated at 1943. At 1946, a "HYD PUMP UNLOAD A" amber warning light illuminated, and at 1955, a "HYD PTU FAIL" amber warning light illuminated. The PIC stated in an interview with the NTSB that the HYD VOLUME LOW A light illuminated about 20 miles out from JFK. The CP stated the light illuminated during their descent. Both crew members stated they completed the checklist procedure for the HYD VOLUME LOW A system. The PIC stated he rechecked the A volume system quantity. The quantity indicated 20 percent and he put the hydraulic pump back to the normal position, and lowered the main landing gear. The flight crew stated they did not report the malfunction to the ATC controller. When the PIC was asked if he observed the additional amber indications lights, he stated he was aware of the messages, but assumed they were the result of going through the checklist when he unloaded the hydraulic A pump, and pulled the Power Transfer Unit (PTU) circuit breaker.
The PIC stated the airplane touched down on the first 1,000 feet of runway 13L. The CP informed him the brakes were not working, and he activated the emergency brakes one time which appeared to work. The PIC stated the CP did not report any problems with nose wheel steering. The CP applied reverse thrust and the arm extend light illuminated on the right thrust reverser. The airplane started veering to the right and the CP could not maintain directional control. The PIC stated his head was down, he continued pulling the emergency brake handle as the airplane went off the right side of the runway and came to a complete stop.
The CP stated the airplane touched down on the first 1,000 feet of the runway. He applied thrust reversers, the airplane yawed a little to the right, and the right reverser arm, unlock, and deploy light illuminated. He took the reversers out of reverse, aligned the airplane with the centerline of the runway, and applied normal brakes. The brakes were spongy and he informed the PIC that he did not have any brakes. The PIC deployed the emergency brakes; the airplane slowed down straight ahead and subsequently yawed to the right. The CP stated he was unable to maintain directional control and the airplane went off the right side of the runway and came to a complete stop.
The cockpit voice recorder was removed from the airplane and forwarded to the NTSB Vehicles Recorders Laboratory in Washington D.C.
NotFurloughed
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skiandsurf
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I had the same problem on the same type of plane. We were at altitude on a short flight (VNY-SJC). We did declare the emergency early. We did use the hand brake, and we did stop (and deplane) on the runway. It really was a no-brainer, but we did have a little more time to think about it. The checklist is short, but if they needed more time, they could have flown around to think and talk about this. And always Declare the Emergency.
dispatchguy
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On liveatc.net, they have the actual tapes from the control tower and ground of the N750WM landing incident.
http://www.liveatc.net/forums/index.php/topic,4395.0.html
Note that you have to register for liveatc.net, however, that is free and is non-spamming.
Yeah, the crew made no mention of their situation to JFK tower.
http://www.liveatc.net/forums/index.php/topic,4395.0.html
Note that you have to register for liveatc.net, however, that is free and is non-spamming.
Yeah, the crew made no mention of their situation to JFK tower.
Brett Hull
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NotFurloughed
Wookin pa Nub
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They casually asked if 13R was available, which is something like 14000 feet long. Tower said no, so they accepted 13L (declaring an emergency would have helped them there!), which has a landing distance available of under 10K. But, if they went off the side of the runway, it really doesn't matter how long the thing was...they needed a wider runway...
With a Cessna repair facility
NotFurloughed
Wookin pa Nub
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Exactly my point...and if you do run off the runway in SWF there may be a tiny blip in the local paper, and you interrupt maybe 1 aircraft operation. Go off the runway at JFK and....well you know.....
Fuel shouldn't have been an issue. Nobody takes off on a flight of that length from their home base and say - "...we'll just fill 'er up when we get to JFK..."
And I know from experience what a complete nightmare it is trying to get maintenance done at JFK - they make it all but impossible.
But from everything else I see, the crew didn't thing "a" side fluid loss was that big of a deal, and their actions reflect that.
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