History of Flight
On August 19, 2020, about 0447 Pacific daylight time, Federal Express (FedEx) flight 1026, a Boeing 767-300, N146FE, was substantially damaged after the airplane’s left main landing gear (MLG) failed to extend at Los Angeles International Airport (LAX), Los Angeles, California. The first officer sustained a serious injury while exiting the airplane using the cockpit emergency escape rope; the captain was not injured. The flight was operating under Title 14 Code of Federal Regulations Part 121 as a domestic cargo flight from Newark Liberty International Airport (EWR), Newark, New Jersey, to LAX.
In preparation for landing, the crew received a “GEAR DISAGREE” message when the landing gear handle was activated. They discontinued the approach, climbed to 5,000 ft, and performed the Gear Disagree checklist. The alternate gear extension system did not extend the left MLG. Two low approaches were flown to determine the left MLG status; the second low approach at 200-300 ft AGL confirmed the left MLG was retracted. The crew consulted with FedEx maintenance and attempted maneuvers to release the gear without success. After fuel was reduced, the crew executed a gear-up landing on runway 25R. The captain maintained directional control after the left engine contacted the runway. The crew evacuated through the first officer’s window using the escape rope; the first officer lost his grip, fell, and fractured his left heel. Airport rescue personnel later provided a platform for the captain to evacuate.
Aircraft Information
The accident airplane was manufactured in 2017 and had accumulated 5,958 hours and 2,608 flight cycles. FedEx reported no deferred items per the minimum equipment list during the accident flight. The Boeing 767 is equipped with left and right MLG assemblies, each with four wheels and independent brakes. The MLG extension and retraction system uses center hydraulic system pressure. An alternate extension system is available to unlock the landing gear and doors. Postaccident examination of the left MLG assembly revealed that the No. 6 brake rod was not connected to the torque arm on the No. 6 brake assembly housing. The brake rod was found hung up on the landing gear upstop. The most recent removal and replacement of the No. 6 brake rod occurred during a brake assembly change on July 18-19, 2020; the airplane had accumulated 73 flight cycles since that maintenance. Maintenance personnel did not recall anything unusual about the installation.
Wreckage and Impact Information
The airplane came to rest on the left engine nacelle and the right MLG, with the nose gear and tail suspended. The left MLG door was open, but the left gear had not deployed. The left engine cowling and left MLG door were damaged from runway contact. Deformation and cracking were found on the left engine pylon structure. Examination of the left MLG assembly showed the No. 6 brake rod remained connected to the shock strut lugs but was not connected to the brake assembly housing; all attaching hardware was missing. No brake rod attaching hardware was found on the departure or arrival runways. After the damaged left MLG door was disabled and the brake rod was secured, normal and alternate gear extensions were performed with no anomalies. The No. 6 brake rod was examined; shallow gouges and chipped paint on the forked end were consistent with contacting the landing gear upstop. No evidence indicated previous runway contact. The brake pin assemblies from the other seven brake rods were examined and found no defects.
Additional Information
The Boeing 767 Aircraft Maintenance Manual (April 22, 2020) described removal and installation instructions for MLG brake rods. FedEx used a customized version dated August 21, 2019. Review of both sets of instructions revealed no major issues but minor areas for improvement. On August 22, 2021, Boeing released a revision to its Boeing 767 Aircraft Maintenance Manual that clarified brake rod installation steps. FedEx was exempted from requiring evacuation slides based on a 1995 FAA exemption; its 767-300 airplanes were equipped with inertial reel descent devices and escape ropes. The FedEx Flight Crew Operating Manual and Aircraft Systems Manual did not specify which device should be primary for evacuation, nor did they mention heat-resistant or chemical gloves. After the accident, FedEx modified its pilot evacuation training program to emphasize evacuation decision-making and to prioritize use of the inertial reel over the escape rope.