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Cases › DCA10IA021 › The analyst

AIRBUS INDUSTRIE A319-131UNITED AIR LINES INC

What the docket says, assembled. No language model is involved, so nothing on this page can be invented — every line traces to a recorder, a report page or the Board's own record.

47
timed facts
8
precedents
69
passages to ask

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Every answer is a passage of the docket with the page it came from, or the words “not in the docket”. Nothing is summarised or reasoned for you — read the source.

One timeline

47 timed factsthe recorder events from the FDR report, with the transcript's warnings, callouts, the words nearest each event and the final seconds — on one clock, as printed in each report
  1. about 08:37:15 ESTFDRapproachp.3
    Landing gear selected down
    see the traces at this moment ↗
  2. 08:37:46 ESTFDRapproachp.3
    Gear 'not downlocked' (FWC) indication followed by a master warning; gear selected up then down again with the Gear Not Downlocked parameter still recording not locked
    see the traces at this moment ↗
  3. 08:41:58 ESTFDRgo-aroundp.3
    After gaining altitude and changing course, Gear Down Locked changed to downlock
    see the traces at this moment ↗
  4. 08:44:09.9CVR HOT-1p.7
    “I'll keep an eye on this, alright? we got five thousand so we prob- what do you wanna land with about three or two or what?”
    read in context ↗
  5. 08:44:46.9CVR HOT-2calloutp.8
    “yeah I know let's see landing gear, lever down. confirm landing gear lever is down position to extinguish the unlock lights on the landing gear panel prevent the landing gear ECAM message display the wheel page minimize, depending on the airplane speed landing gear doors may be displayed in the amber transit position. if both LG ICU's have faulted landing gear position indication on ECAM are lost. gear down warning may be displayed.”
    read in context ↗
  6. 08:46:34.8CVR RDO-1warningp.11
    “yeah just get as close as you can to the tower whatever they need and and ah you know if it helps you we'll declare an emergency as well.”
    read in context ↗
  7. 08:47:20.6CVR HOT-2calloutp.12
    “no means exist to confirm landing gear down and locked, *. [spoken at low volume and intelligibility].”
    read in context ↗
  8. 08:49:52.4CVR RDO-2calloutp.17
    “well we followed the ECAM procedure we put the landing gear down normal, we had the landing gear not locked not down locked ECAM so we followed the ah the procedure which says ah gravity extension.”
    read in context ↗
  9. 08:50:12.0CVR HOT-2calloutp.17
    “should I tell 'em that we had the gear down for this first?”
    read in context ↗
  10. 08:50:18.4CVR RDO-2calloutp.17
    “and after we had the gear down ah when we did the gravity extension the gear handle was in the down position and after consulting the manual it says to put that down after we do the landing gear gravity extension I don't know if that matters.”
    read in context ↗
  11. 08:50:40.3CVR RDO-2calloutp.18
    “okay we did the ah, gravity extension because that's what the ECAM procedure told us to do we had a, no, ah gear down we did the gravity extension now we have the left, gear down indication green nose-wheel is down but the right main is, red.”
    read in context ↗
  12. 08:52:56.1CVR HOT-2calloutp.21
    “they're getting a phone patch through 's OPS, and I'm goin' through ah the landing gear partial gear up landing checklist?”
    read in context ↗
  13. 08:53:30.3CVR HOT-1warningp.22
    “[sound similar to autopilot disconnect warning tone].”
    read in context ↗
  14. 08:54:11.2CVR HOT-1warningp.23
    “[sound similar to altitude alert tone].”
    read in context ↗
  15. 08:54:18.1CVR TWRcalloutp.23
    “there's no right gear down ah appears to be a door open on the right side ah your left and your nose are down but there's no extension on the right gear. DCA10IA021”
    read in context ↗
  16. 08:54:20.3CVR HOT-1calloutp.24
    “no right gear down, not down.”
    read in context ↗
  17. 08:54:47.6CVR HOT-1warningp.24
    “[sound similar to altitude alert tone]. DCA10IA021”
    read in context ↗
  18. 08:55:34.1CVR HOT-2calloutp.26
    “I'm not gettin' a lot a help from him, you got the autopilot on and?”
    read in context ↗
  19. 08:57:08.5CVR RDO-2warningp.29
    “go ahead we don't hear SAM this is an emergency aircraft, we have the right main gear is locked in the up position we're doing an emergency landing.”
    read in context ↗
  20. 08:58:00.7CVR HOT-2calloutp.30
    “rotating three times back to normal m- in certain, may in certain cases pressurize the landing gear down actuator reducing the probability of gear collapse.”
    read in context ↗
  21. 08:59:09.1CVR RDO-2warningp.32
    “we hear you now we're at two thousand feet we have the right main gear is ah not locked down and tower confirms it is up so we're gonna have to do an emergency landing it looks like with the right main gear up. DCA10IA021”
    read in context ↗
  22. 08:59:42.4CVR RDO-2calloutp.33
    “ah we're gonna be landing shortly ah unless you can give us some in- input here we're at three point four with the gear down so the fuel is burning ah you know at a rapid rate. DCA10IA021”
    read in context ↗
  23. 09:02:31.2CVR APRcalloutp.39
    “ah United six thirty four do you have any opportunity to manually try to crank the gear down or do you only have the ability to work with the computer? DCA10IA021”
    read in context ↗
  24. 09:02:39.0CVR RDO-1calloutp.40
    “we ah manually cranked the gear down and ah we have a green light on the left main gear green light on the nose gear red light on the right main gear and that was verified visually by the tower when we did the flyby and they said the left main looked good nose looked good and the ah right main gear did not look right.”
    read in context ↗
  25. 09:04:14.6CVR HOT-2warningp.43
    “okay we're gonna plan on ah partial gear up landing on runway four left, you notified the ah crash fire rescue at LaGuardia? er ah Newark.”
    read in context ↗
  26. 09:06:43.5CVR HOT-2warningp.47
    “traffic traffic [electronic voice].”
    read in context ↗
  27. 09:08:57.3CVR HOT-2p.51
    “alright I'm gonna start at the top of this checklist then fuel reduced center of gravity adjust we're not gonna worry about that purser we've already talked to the flight attendants?”
    read in context ↗
  28. about 09:09 ESTFDRfinal approachp.3
    On final approach the aircraft executed a 360-degree turn and re-established on the runway heading; autopilot and autothrust disengaged
    see the traces at this moment ↗
  29. 09:09:03.2CVR TWRp.51
    “United six thirty four it appears that that right main is still up it is ah not extended.”
    read in context ↗
  30. 09:09:22.1CVR INT-1calloutp.52
    “yeah ah un- unless I say otherwise ah we are planning ah unless I tell you otherwise we are planning to do the brace signal and ah land with the right main gear up it won't come down but ah expect the you know expect to keep in on the ya know keep it on the runway and ah be able to get out is just fine but we are plannin' on evacing okay? alright I'll tell the people now. alright. bye bye.”
    read in context ↗
  31. 09:10:31.4CVR PA-1calloutp.54
    “well folks ah your Captain ah the problem here is that our ah right main landing gear is not ah comin' down, we've ah run through our checklist we do have our left main gear down our nose gear down but we do not have the right main gear down. ah do expect a landing there on the longest runway into the wind and ah without that right main gear down it will be a bit different and ah we do plan on ah evacuating once we do land ah the airplane want you all just stay calm and help each other out and ah do expect this ah to turn out just fine but right now we we do not have a right main landing gear down be landing here in about three minutes thank you.”
    read in context ↗
  32. 09:11:16.8CVR INT-1warningp.55
    “[sound similar to autopilot disconnect tone]. DCA10IA021”
    read in context ↗
  33. 09:11:38.9CVR HOT-2warningp.56
    “[sound similar to altitude alert tone].”
    read in context ↗
  34. 09:12:00.3CVR TWRcalloutp.57
    “United six thirty four runway four four left cleared to land.”
    read in context ↗
  35. 09:12:02.6CVR RDO-2calloutp.57
    “cleared to land four left and you have the emergency equipment is available?”
    read in context ↗
  36. 09:13:22.8CVR FD-1p.59
    “crossing one one at Sierra, car seven seven.”
    read in context ↗
  37. 09:13:24 ESTFDRfinal approachp.3
    Gear Not Locked Down changed from locked down to not locked down and remained so; master warning on at 09:13:25 for 13 seconds
    see the traces at this moment ↗
  38. 09:13:24.0CVR HOT-2p.60
    “*.”
    read in context ↗
  39. 09:14:19.4CVR HOT-1final secondsp.61
    “okay I'd * I'd get 'em now we don't need 'em.”
    read in context ↗
  40. 09:14:20.9CVR HOT-2final secondsp.61
    “fifty [electronic voice].”
    read in context ↗
  41. 09:14:23.0CVR HOT-1final secondsp.61
    “thirty [electronic voice]. DCA10IA021”
    read in context ↗
  42. 09:14:24.2CVR HOT-1final secondsp.62
    “retard [electronic voice].”
    read in context ↗
  43. 09:14:26.2CVR HOT-1final secondsp.62
    “ten [electronic voice].”
    read in context ↗
  44. 09:14:26.3CVR HOT-1final secondsp.62
    “[sound similar to level II ECAM tone].”
    read in context ↗
  45. 09:14:27.5CVR HOT-1final secondsp.62
    “retard [electronic voice].”
    read in context ↗
  46. 09:14:28.4CVR HOT-1final secondsp.62
    “[sound similar to electronic transient]. End of Transcript [end of recording]”
    read in context ↗
  47. 09:14:29 ESTFDRlandingp.3
    Data ended just before touchdown at a radio altitude of 4 ft, airspeed 115 knots, pitch 5 degrees
    see the traces at this moment ↗
Recorder events without a clock time
  • second approachMaster warning illuminated again for 33 seconds; 18 seconds later at 08:54:23 the gear was 'not locked down' and the master warning recorded for another 12 seconds; the aircraft climbed and turned
  • landing flareBoth engines were shut down during the landing sequence; the FDR stops when the last operating engine's HP fuel valve is commanded closed and AC Bus 2 stops feeding the 202XP bus, so the FDR stopped from either cause
  • last FDR sampleLast recorded airspeed 115 knots; the CVR stopped shortly after because below 100 knots the RAT no longer drives the emergency generator that feeds the AC Shed Essential Bus; the RAT likely did not fully deploy before touchdown
Flight Data Recorder 10 - Factual Report of Specialist · 7 events extracted by claude-fable-5-1 (in-session)Flight Data Recorder 10 - Addendum · 2 events extracted by claude-fable-5-1 (in-session)Cockpit Voice Recorder 12 - Factual Report of Group Chairman · 41 of 547 lines shown
How the Board coded the sequence
  1. Landing: Landing gear not configured→
  2. Landing: Sys/Comp malf/fail (non-power)

Precedents

8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded
  • ENG10IA0552010-09-28no fatalitiesmatch 88
    BOMBARDIER CL600 2B19 · SKYWEST AIRLINES, Inc.
    Milwaukee, WI
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear not configured
  • DCA20LA1382020-08-19substantialmatch 85
    Boeing 767 · Federal Express
    Los Angeles, CA
    • ●Aircraft › Aircraft systems › Landing gear system
    Sys/Comp malf/fail (non-power)
  • DCA15IA0892015-03-14no fatalitiesmatch 82
    BOMBARDIER INC CL 600 2C10 · GOJET AIRLINES LLC
    Chicago, IL
    • ●Aircraft › Aircraft systems › Landing gear system
    Sys/Comp malf/fail (non-power)
  • DCA25LA2752025-07-26substantialmatch 80
    BOEING 737-8 · American Airlines, Inc.
    Denver, CO
    • ●Aircraft › Aircraft systems › Landing gear system
    Sys/Comp malf/fail (non-power)
  • DCA24FA0022023-10-05substantialmatch 80
    BOEING 757-236 · FEDERAL EXPRESS CORP
    Chattanooga, TN
    • ●Aircraft › Aircraft systems › Landing gear system
  • DCA23LA4092023-08-03substantialmatch 79
    BOEING 767-322 · UNITED AIRLINES INC
    Chantilly, VA
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear not configured
  • DCA18FA1442018-04-20substantialmatch 74
    MCDONNELL DOUGLAS DC 9 83(MD-83) · Caribbean Sun Airlines Inc
    Alexandria, LA
    • ●Aircraft › Aircraft systems › Landing gear system
    Sys/Comp malf/fail (non-power)
  • DCA23FA4172023-08-21substantialmatch 74
    BOEING 737-890 · Alaska Airlines
    Santa Ana, CA
    • ●Aircraft › Aircraft systems › Landing gear system
    Sys/Comp malf/fail (non-power)

What the record says

a pattern, not a findingacross the 8 closest cases · 8 carry coded findings · 8 have a probable cause
Findings the Board cited in those cases
Occurrences it coded
  • 5 of 8Sys/Comp malf/fail (non-power)
  • 3 of 8Landing gear collapse
  • 2 of 8Landing gear not configured
Set against the Board’s own findings for this case
Cited here, and common in the precedents
  • Aircraft systems › Landing gear system
Cited here, not seen in the precedents
  • —
Common in the precedents, not cited here
  • —

A teaching device, not a verdict: what the record would have looked at, next to what the Board found.

In the Board’s words — the closest cases
  • ENG10IA0552010-09-28 · BOMBARDIER CL600 2B19 · SKYWEST AIRLINES, Inc.
    The failure of the left main landing gear (MLG) to extend normally and manually for reasons that could not be conclusively determined.
  • DCA20LA1382020-08-19 · Boeing 767 · Federal Express
    The left main landing gear’s failure to extend due to the separation of the brake rod retaining hardware from the aft inboard wheel for reasons that could not be determined based on the available evidence.
  • DCA15IA0892015-03-14 · BOMBARDIER INC CL 600 2C10 · GOJET AIRLINES LLC
    The nose landing gear’s failure to fully extend due to missing and damaged fastening hardware on the drive arm assembly.
  • DCA25LA2752025-07-26 · BOEING 737-8 · American Airlines, Inc.
    The failure of the airplane’s left main landing gear tires and wheels during the takeoff roll due to the thermal relief plugs melting and releasing tire pressure, which resulted in abnormal airplane handling characteristics and led the flight crew to reject the takeoff at high speed.
  • DCA24FA0022023-10-05 · BOEING 757-236 · FEDERAL EXPRESS CORP
    The failure of the alternate gear extension system, which prevented the landing gear from being lowered. The cause of the system failure was a broken wire, due to tensile overload, between the alternate gear extend switch and the alternate extension power pack (AEPP), preventing the AEPP from energizing and supplying hydraulic fluid to the door lock release actuators for the nose landing gear and main landing gear. Contributing to the accident was the loss of the left hydraulic system due to a ruptured left main ge…
What it recommended after them
  • A-25-003TO THE FEDERAL AVIATION ADMINISTRATION: Require all Boeing 757 operators to inspect the bannis latches on Boeing 757-200, -200CB, and -300 series airplane doors and, if necessary, modify or replace them so they comply with the correct confi… · DCA24FA002Open - Initial Response Received
  • A-25-004TO THE FEDERAL AVIATION ADMINISTRATION: Require all operators of Boeing 727 and 737 airplane models that use the same bannis latch design as Boeing 757 airplanes (757-200, -200CB, and 300 series) to inspect and, if necessary, modify or rep… · DCA24FA002Open - Initial Response Received
  • A-25-005TO THE FEDERAL AVIATION ADMINISTRATION: Require all Boeing 757 operators to update their Boeing 757 200, 200CB, and -300 series airplane aircraft maintenance manuals (AMM) in accordance with the revised Boeing AMM and illustrated parts cat… · DCA24FA002Open - Initial Response Received
  • A-25-006TO THE FEDERAL AVIATION ADMINISTRATION: Require all operators of Boeing 727 and 737 airplane models that use the same bannis latch design as Boeing 757 airplanes (757-200, -200CB, and 300 series) to update their aircraft maintenance manual… · DCA24FA002Open - Initial Response Received
  • A-25-007TO BOEING: Once the Boeing 757 aircraft maintenance manual and illustrated parts catalog are updated to provide a consistent and accurate depiction of the bannis latch assembly, issue a service bulletin advising Boeing 757 operators to insp… · DCA24FA002Open - Initial Response Received
  • A-25-008TO BOEING: Issue a service bulletin advising operators of Boeing 727 and 737 airplanes that use the same bannis latch design as Boeing 757 airplanes (757 200, 200CB, and -300 series) to inspect those airplanes and, if necessary, modify or… · DCA24FA002Open - Initial Response Received
  • A-25-009TO BOEING: Review all pertinent aircraft maintenance manuals and illustrated parts catalogs for Boeing 727 and 737 model airplanes that use the same bannis latch design as Boeing 757 airplanes (757-200, -200CB, and -300 series) to ensure th… · DCA24FA002Open - Initial Response Received

This is the pattern in the NTSB’s own record across similar accidents — which findings it cited, what it coded, what it recommended. It is drawn from the record, not written about this case, and it never assigns blame: investigations exist to prevent the next accident (ICAO Annex 13).