Page:CAB Accident Report, Pan Am Flight 102.pdf/2

 one of the Idlewild tower controllers saw what he believed to be wheels separate from the undercarriage and fall into the bay at the end of the runway. He immediately notified the flight and called the office of the Port of New York Authority to have personnel investigate and report the identity of the object. About one hour was required for crews to retrieve the part from shallow water about 50 feet from the shore. The object was then identified as two wheels from the aircraft with a portion of the truck beam attached.

The crew stated that their takeoff was completely normal and that when they were airborne the landing gear was raised to the "up" position. The three green indicator lights went out and the red, "gear in transit," light came on. This light remained on indicating that the gear did not retract properly. It was about this time that the tower notified the flight concerning the object which had fallen from the aircraft.

The flight remained in the local area circling at low altitude to determine what damage had been sustained. A visual inspection by the crew revealed that the left gear was extended but not locked down, and that the two forward wheels of the four-wheeled truck were missing, along with a major portion of the forward truck beam.

After a careful appraisal of the situation the captain decided to land at Idlewild with the landing gear extended. He requested that the last 3,000 feet of runway 13R be foamed as a precautionary measure. It was estimated that the foaming operation would require about two hours. The aircraft had enough fuel remaining to circle for about three hours more at low altitude. Remaining aloft until the foaming operation was complete would also enable the captain to reduce the fire hazard and to lighten the aircraft to the desirable landing weight through fuel burnoff rather than by dumping.

While preparations on the ground were being accomplished, the flight made ready for the landing. The landing gear was lowered manually and locked down. Passengers were instructed in the proper emergency procedures and aircraft evacuation methods. Crew members were assigned to each exit to actuate the emergency slide chutes. Everything was in readiness prior to the landing attempt.

On the ground, preparations were carried out under the direction of Port Authority officials. About 2136 an emergency alarm was actuated and equipment and personnel from the New York City Fire and Police Departments responded in accordance with established agreements with the Port Authority. These mutual agreements set out procedures and responsibilities for each of the three organizations to follow in coping with emergencies at the airport.

Radio and television broadcasts of the emergency attracted thousands of sightseers to the airport. All access roads were blocked by the traffic congestion. The police established barricades to access points to the airport allowing only emergency equipment and authorized personnel admittance.

A considerable number of unauthorized persons gained entrance to the runway area and hampered the work of the Port Authority and Fire Department personnel.