What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The aircraft approached kdca on the ILS approach to runway 01 and experienced a #2 hydraulic system failure three miles from touchdown. The weather was IFR with rain, reduced visibility (2.5NM), broken clouds, and gusty northwest winds.
Due to the closeness to the runway, the pilot elected to land rather than go-around to trouble shoot the situation. With this hydraulic system failure, half of the normal brakes are not available for stopping and significantly longer landing distances should be expected.
After touchdown, the first officer who was the flying pilot noticed reduced braking and limited stopping ability. The captain took control and applied maximum normal brake pressure with the same limited stopping ability. He then elected to use the alternate/emergency brake system which does not include any anti-lock wheel protection.
The aircraft stopped 1,000 feet prior to the departure end of runway 01 using alternate/emergency braking. Without locked wheel protection (anti-lock), all four main gear tires skidded and deflated. The disabled aircraft was towed off the runway.
The post flight maintenance inspection found a crack in the forward main landing gear upper actuator hydraulic hose. The aircraft was repaired and returned to service less than 24 hours post incident.
As the FAA filed it
THE AIRCRAFT APPROACHED KDCA ON THE ILS APPROACH TO RUNWAY 01 AND EXPERIENCED A #2 HYDRAULIC SYSTEM FAILURE THREE MILES FROM TOUCHDOWN. THE WEATHER WAS IFR WITH RAIN, REDUCED VISIBILITY (2.5NM), BROKEN CLOUDS, AND GUSTY NORTHWEST WINDS.
DUE TO THE CLOSENESS TO THE RUNWAY, THE PILOT ELECTED TO LAND RATHER THAN GO-AROUND TO TROUBLE SHOOT THE SITUATION. WITH THIS HYDRAULIC SYSTEM FAILURE, HALF OF THE NORMAL BRAKES ARE NOT AVAILABLE FOR STOPPING AND SIGNIFICANTLY LONGER LANDING DISTANCES SHOULD BE EXPECTED.
AFTER TOUCHDOWN, THE FIRST OFFICER WHO WAS THE FLYING PILOT NOTICED REDUCED BRAKING AND LIMITED STOPPING ABILITY. THE CAPTAIN TOOK CONTROL AND APPLIED MAXIMUM NORMAL BRAKE PRESSURE WITH THE SAME LIMITED STOPPING ABILITY. HE THEN ELECTED TO USE THE ALTERNATE/EMERGENCY BRAKE SYSTEM WHICH DOES NOT INCLUDE ANY ANTI-LOCK WHEEL PROTECTION.
THE AIRCRAFT STOPPED 1,000 FEET PRIOR TO THE DEPARTURE END OF RUNWAY 01 USING ALTERNATE/EMERGENCY BRAKING. WITHOUT LOCKED WHEEL PROTECTION (ANTI-LOCK), ALL FOUR MAIN GEAR TIRES SKIDDED AND DEFLATED. THE DISABLED AIRCRAFT WAS TOWED OFF THE RUNWAY.
THE POST FLIGHT MAINTENANCE INSPECTION FOUND A CRACK IN THE FORWARD MAIN LANDING GEAR UPPER ACTUATOR HYDRAULIC HOSE. THE AIRCRAFT WAS REPAIRED AND RETURNED TO SERVICE LESS THAN 24 HOURS POST INCIDENT.
Other reports on N404YX · 1
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