United Flight 101 (later adapted to Yours Truly Johnny Dollar Midnight Sun Matter)

Summary

Harold's Old Time Radio: "United Flight 101" Episode Summary

Release Date: April 8, 2025
Host: Harold's Old Time Radio
Episode: United Flight 101 (later adapted to Yours Truly Johnny Dollar Midnight Sun Matter)

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Introduction

"United Flight 101" transports listeners back to the Golden Age of Aviation, dramatizing a tense and riveting incident aboard a United Airlines mainliner on October 31, 1957. This episode masterfully captures the suspense, technical challenges, and human determination involved in managing an in-flight crisis, reflecting the era's rich storytelling traditions.

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The Incident Begins

On a routine flight from Los Angeles International Airport, United Flight 101 encounters a critical issue:

• Timestamp [00:28]: The episode opens with the flight making its initial position report.

• Initial Problem: Flight 101 experiences difficulty with its main landing gear not deploying as expected.

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Communications Breakdown

The heart of the episode lies in the intense and precise communications between the flight crew and ground control:

• Timestamp [01:07]: Captain Charlie Dent informs ground control of their position and upcoming communication change to Los Angeles Center.

• Emergency Alert: At [01:44], Captain Dent reports, "We're having difficulty getting our main gear down," indicating a potential landing gear failure.

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Troubleshooting the Landing Gear

The crew embarks on a series of troubleshooting steps to resolve the landing gear issue:

• Attempted Solutions:

  • Timestamp [03:24]: Jack Blake suggests using centrifugal force by pulling up to 45-degree banks to dislodge the gear mechanism.

  • Timestamp [04:09]: Charlie Dent indicates, "We haven't tried that procedure yet," reflecting their cautious approach.

• Expert Advice:

  • Timestamp [07:37]: Don Chase, the chief engineer, discusses potential mechanical bindings and advises multiple attempts to free the gear.

  • Timestamp [08:10]: Don Chase elaborates, "There could be something binding that may break loose," emphasizing the complexity of the issue.

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Decision-Making Under Pressure

As time and fuel constraints mount, the crew must make critical decisions:

• Runway Selection:

  • Timestamp [06:25]: Jack Blake recommends Riverside for a belly landing due to its comprehensive emergency setup.

  • Timestamp [10:19]: The crew contemplates switching to Edwards Air Force Base but faces fuel limitations.

• Timestamp [13:39]: Faced with dwindling fuel and weather considerations, Captain Dent decides, "I think we'd better make it right here at Los Angeles," opting for a landing at LAX.

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Evacuation Preparations

Ensuring passenger safety becomes paramount as the crew prepares for a potential emergency landing:

• Timestamp [17:22]: Captain Dent assures, "They're all calm, cool, collected," highlighting the effectiveness of their evacuation protocols.

• Timestamp [18:40]: Ed Kasich advises on evacuation strategies, mentioning the importance of having passengers near the main doors.

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Final Landing Preparations

With multiple attempts to deploy the landing gear failing, the crew braces for an unconventional landing:

• Timestamp [19:36]: The crew finalizes preparations, "We've opened the windows, finished preparation for emergency evacuation."

• Timestamp [23:37]: The episode concludes with Captain Dent executing a successful wheels-up landing, and the aircraft resumes service after three days, showcasing resilience and effective crisis management.

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Notable Quotes

• Captain Charlie Dent on Gear Issues:

  • "[00:45] United 101 over. Daggett on the hour seventeen thousand descending."

  • "[01:44] We're having difficulty getting our main gear down."

• Jack Blake on Troubleshooting:

  • "[03:07] We're going ahead with the regular procedures as prescribed in the manual and whatever else we can think of."

• Don Chase on Mechanical Bindings:

  • "[08:14] Well, I think I've tried as many times as possible."

• Captain Dent on Landing Decision:

  • "[14:01] I think that's the wisest procedure. Because of the weather topping the mountains. We don't have enough gas to go into the climb and to get over there and have the proper time to do what should be done."

• Ed Kasich on Evacuation:

  • "[18:40] ...getting them close to the main door as much as you don't have a full load."

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Conclusion

"United Flight 101" offers a gripping portrayal of aviation crisis management, highlighting the interplay between flight crew expertise, ground support, and real-time problem-solving. Through meticulous dialogue and authentic procedural details, the episode not only entertains but also educates listeners on the complexities of ensuring passenger safety in the face of mechanical failures.

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For those unfamiliar with the episode, "United Flight 101" is a captivating journey into the challenges of mid-20th-century air travel, embodying the suspense and heroism that defined the era's radio dramas.

Transcript

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[Charlie Dent]

Wayfair.

[Jack Blake]

Every style, every home. On the morning of October 31, 1957, United Airlines mainliner Flight 101 made a routine position report to United flight operations at Los Angeles International Airport.

[Charlie Dent]

United 101 over. Daggett on the hour seventeen thousand descending.

[Ed Kasich]

Roger, United 101, over. Dag it on the hour seventeen thousand descending.

[Time Announcer]

The time is seven o'clock exactly.

[Charlie Dent]

United 101 approaching Apple, changing to Los Angeles Center.

[Ed Kasich]

Roger. United one hundred and one approaching Apple. Changing to Los Angeles center.

[Time Announcer]

The time is 7:03.

[Charlie Dent]

United 101. Will you put the dispatcher on the airplane?

[Ed Kasich]

Okay, stand by one.

[Time Announcer]

The time is 7:29.

[Jack Blake]

Charlie, this is Jack Blake. Go ahead.

[Charlie Dent]

We're having difficulty getting our main gear down. So. So we're going to circle attempt to get it down by centrifugal force with 45 degree banks. You might get the crew chief to stand by. And if we can't get the gear down, I guess we're gonna have to make a belly landing gear up. So we'll try and see what we can do and let you know we have about £5,000 of fuel aboard.

[Jack Blake]

Okay, Charlie, I got all your remarks. Did you say the left main gear was up? Go ahead.

[Charlie Dent]

The right main gear will not come down. The tower advises that appears to be. The gear door is partially open, which may indicate it's jammed.

[Time Announcer]

The time is 7:31.

[Jack Blake]

Okay, Charlie, I watched you go over myself and the crew chief was on top of the hangar. He also watched you go over. I talked to the crew chief and asked him if he has any suggestions. He said no. The only thing he could think of right away quick is that you try to snap the gear up by a pretty good pull up to give it some centrifugal force before we consider coming in for a belly landing. I'd like to use some of that fuel you got on board and maybe some of our brains can think of something that can help you out.

[Charlie Dent]

We're going ahead with the regular procedures as prescribed in the manual and whatever else we can think of. We'll give you another call.

[Time Announcer]

Okay, Charlie, the time is 7:33.

[Jack Blake]

Charlie, this is Blake again. I talked to the crew chief and I was up on the roof myself. Apparently from the ground, it did not appear that the door was open on your right main truck. The gear appeared to be fully retracted. This was the crew chief's opinion also. Go ahead.

[Charlie Dent]

Okay. One of our trips said the door was open as completely as was the left one. However, no gear on that one. So we're going to have to be sure that. Well, we're just going to have to make another pass and have them confirm it definitely, and then we'll go on from there.

[Jack Blake]

Okay, Charlie, for the information of the people who are worrying about your problem on the ground, have you attempted to shear the pin as outlined in the emergency procedures? Go ahead.

[Charlie Dent]

Negative. We haven't tried that procedure yet. We wanted to be sure that the doors were not jammed partially closed and perhaps make it impossible for us to get all of our gear up again.

[Jack Blake]

I see. Okay, Charlie, if you work with the tower by making another pass over the field, they got some glasses in the tower. They may be able to see more than we will. We have no glasses here.

[Charlie Dent]

Okay, we'll do that. We'll go back to the tower and have them take a look. We want to confirm that we have our gear down.

[Jack Blake]

Okay, Charlie, before you go away, I have two comments. One, the hangar crew chief now advises that the right door appeared to be open about 6 inches. This is different from what I first heard on the telephone. Also, one of our senior captains is here in the office and it suggested that the gear might come down if you operated it as the speed brake. Go ahead.

[Charlie Dent]

We tried that once, but we'll give it another try, see what happens.

[Jack Blake]

Okay, Charlie, we'll stand by.

[Time Announcer]

The time is 7:55.

[Charlie Dent]

Give me the crochet, please.

[Jack Blake]

This bike again, Charlie, what was your request? Go ahead.

[Charlie Dent]

Okay, we'd like to speak to the crew chief if he's there. Well, I'll relay the message to you and we can both talk together. It doesn't make any difference at the present time. The gear, of course, won't extend and we think the doors appear to open about 6 or 8 inches on either side. Now, we've attempted to shear the lockout or to shear the pins, and that also came up with negative results. However, we have got one other factor here, and that is when our gear handle is neutral, we get an unsafe red warning light.

[Jack Blake]

Charlie, you have full hydraulic pressure. Go ahead.

[Charlie Dent]

Yeah, that's affirmative. Affirmative.

[Jack Blake]

Okay, I'LL relay this to the crew chief. He isn't in his office at the moment. I'll ask him to come up here so I can discuss it with you. Incidentally, Charlie, before I get off the horn, I'll tell you what we've been thinking down here. If it becomes necessary to make a belly landing, you'll be better off to do it at Riverside, out east of Los Angeles. Because a very complete setup they have for handling accidents, that is firefighting equipment, whatnot. If that agrees with your thinking. Well, you might think about it for a while.

[Charlie Dent]

How long are the runways at Riverside?

[Jack Blake]

The Runway There, Charlie, is 13,300ft long. It's a strategic air force base out there. March Air Force Base.

[Charlie Dent]

Sounds reasonable to us. I imagine the weather out there is pretty much the same as this here, huh?

[Jack Blake]

Yeah, weather's just about the same. As a matter of fact, you'd be able to go over there VFR? The current weather is ceiling estimated 9,000 broken with 15,000 overcast above. We've been in touch with them on the telephone. They have a bomber mission which is scheduled for takeoff at 8:50. They say if we can possibly defer any action until that time, they'd be more than happy to take care of us. If we went over there after 8:50. Go ahead.

[Charlie Dent]

Okay. Okay. Now, in the interim, if there are any experts around who have some ideas we haven't tried, we think we've tried about everything, but I don't know. I don't know. It's so far, no luck.

[Jack Blake]

Okay, Chuck, we got everybody in the country aware of your problem. If anybody comes up with any idea at all, we'll pass it on to you right away.

[Charlie Dent]

Fine. Okay. I'll give you a gas check in a few minutes.

[Jack Blake]

Okay.

[Time Announcer]

The time is 8:14.

[Jack Blake]

Charlie, Don Chase, our chief engineer here at Los Angeles, would like to talk to you about your problem. I'll put him on the horn.

[Don Chase]

Charlie, this is Don Chase on retracting the gear. Does the red light still stay on? I mean, this gear, is it part way down and stuck?

[Charlie Dent]

I hope it was. When the gear is in the retract handle, full up position, there are no lights on. However, in the neutral position, the red light is on. And in the neutral position, by observation from the cabin, the main gear doors are extended partially, not fully. Go ahead.

[Don Chase]

Have you tried up and down quite a few times to see if it extends any further anytime?

[Charlie Dent]

Yeah, we've tried it numerous times.

[Don Chase]

Well, I think I've tried as many times as possible. Charlie, there could Be something binding that may break loose. There's something. It comes off the latches. All right, so it isn't the latch.

[Charlie Dent]

That perhaps in some way damaged the mechanism so that we couldn't get the other gear, the left main gear up. And we'd rather not jeopardize our completely gear up landing by following the mechanism. However, we're going to try it again because from observation on the ground, apparently both doors open the same distance. We had various accounts, but it seems like the most reliable one now is that both doors when the left main gear is down are fully open.

[Don Chase]

Okay, Charlie, try it some more if you can. As long as you've got hydraulic pressure, you should be able to get the other gear up and nose gear up again.

[Charlie Dent]

Well, just a few more times. We'll see what happens here.

[Don Chase]

Okay, let me know.

[Charlie Dent]

Will do.

[Time Announcer]

The time is 8:18.

[Charlie Dent]

We'd like to talk to the engineering man again. Actually, we got another factor involved here. In order to raise the gear from a down position, we have to depress the solenoid button or it won't come up unless we depress it. However, it does go down normally.

[Don Chase]

Well, Charlie, I think probably because that one gear hangs out a little bit, but I think there must be a cable jammed in that gear somehow because it comes off the latch.

[Charlie Dent]

Okay.

[Don Chase]

If it hangs down any. So I thought if you could work it up and down a few times, you might get whatever is jamming it out of the way.

[Charlie Dent]

Okay, we'll try some more.

[Time Announcer]

The time is 8:20.

[Jack Blake]

Charlie, this is Blake. How's your fuel situation? Stacking up now.

[Charlie Dent]

We have about, let's see, we have a thousand, two thousand, three thousand, four thousand pounds.

[Jack Blake]

Well, time is approaching, Charlie, when we probably ought to make some kind of a decision. For your information, I've been called by the military and they've advised that they'll be unable to accept your plane, your airplane at Riverside because of explosives on the field there. As an alternate suggestion they've suggested Edwards Air Force Base out in the desert, Muroc Dry Lake. They got a 13 mile long Runway out there.

[Charlie Dent]

Okay, well, I believe we better, we better get over there and get our evacuation procedures worked out and get in conversation with the people over there. How many miles is it, Edwards?

[Jack Blake]

In the neighborhood of 70. Charlie, they've got an Omni over there on 116.4. Just a moment here. Let's take a look at the chart. If you get to the Palmdale Omni, you can tune the Edwards Omni on 116.4. Edwards Air Force Base is southwest of the Edwards army. Looks to be about 20 miles. Go ahead.

[Charlie Dent]

We want to know the weather over there before we start out and go over there.

[Jack Blake]

Okay, Charlie, I'll get a weather report and have it for you in just a moment.

[Charlie Dent]

Charlie. Charlie, don't forget, in case you had to put it down to ask them to fly. That'll help your friction there on the initial contact. Yeah, okay, will do. Whoever that was. Thanks a lot.

[Time Announcer]

The time is 8:30 exactly.

[Jack Blake]

Charlie. The last weather I have for Edwards gives a ceiling of 6,000ft with very light rain. I got someone on the phone right now getting the current weather. I'll have it for you in a moment. In the meantime, we got a suggestion from the Douglas Airplane Company which may help. In similar instances in the past, they've been able to free a main truck by a procedure like this. If you feather the number three engine and then just as you unfeather it, slam the gear handle down, the additional torsional effect that you get from unfeathering the engine as you put the gear handle down may free the gear. Would you like to try that and see what happens? Go ahead.

[Charlie Dent]

Roger, we're going to try that. But if there's any weather involved in our letdown at Palmdale, we're going to have a. We probably have a fuel problem. Now we'll go ahead and try that procedure that was just suggested and we'll see what we come up with.

[Jack Blake]

Charlie, as you're pulling that engine feathering procedure, will you head out towards Palmdale? And I don't think if the weather will be any worse than 6 to 7,000 overcast out there, you should have no problem on the letdown at all. Go ahead.

[Charlie Dent]

The only letdown procedure we have for Palmdale in the manual is the low frequency procedure, is that correct?

[Jack Blake]

I have a procedure in the Jepson manual here in front of me, Charlie, for Edwards Air Force Base. If you get to Palmdale and tune in the Edwards Omni, I can give you the rest of the procedure from here. The letdown's on a heading of 042 degrees from the Edwards Omni. Go ahead.

[Charlie Dent]

042 from Edwards Omni.

[Jack Blake]

That's right. Letting down to the northeast for a procedure turn of 5,500 and. And long before you get to that altitude, you should be out under the stuff.

[Charlie Dent]

Okay, 101 on these clearance Palmdale networks. Go ahead.

[Jack Blake]

Okay, Charlie, we'll get Airways alerted to where you're heading. In the meantime, you can Be trying the feathering procedure.

[Charlie Dent]

Roger, we'll try it right now.

[Time Announcer]

The time is 8:37.

[Jack Blake]

Go ahead, Charlie.

[Charlie Dent]

It doesn't look like we're going to have enough gas to go over there and do the things that have to be done before we land at Palmdale or particularly with the weather and the climbing up. We won't be able to climb up with the gas we have remaining.

[Jack Blake]

Okay, Charlie, if you choose to do so, we'll prepare everything here for your landing in Los Angeles. Are you VFR now?

[Charlie Dent]

I think that's the wisest procedure. Because of the weather topping the mountains. We don't have enough gas to go into the climb and to get over there and have the proper time to do what should be done. I think we'd better make it right here at Los Angeles.

[Jack Blake]

Okay, Charlie, we'll get everything alerted here at the field. I didn't understand. Are you VFR in the Los Angeles vicinity? Go ahead.

[Charlie Dent]

Roger, we are VFR in the Los Angeles vicinity and will remain so.

[Jack Blake]

Okay, Charlie, Ed Kasich's here in the office. He'd like to talk to you.

[Charlie Dent]

Okay, put him on.

[Ed Kasich]

Charlie, Norm Kemper just called. There's one more thing I'd like to have you try and that is completely unload your hydraulic system and then try free falling your gear. You get that? Okay.

[Charlie Dent]

I did that twice. Once with the system pressure and the emergency pump, also with the normal hydraulic system. No luck. No luck with it.

[Ed Kasich]

You did then completely unload the system to zero pressure and then try free falling.

[Charlie Dent]

Affirmative. We did that and we'll do it once more.

[Ed Kasich]

All right, Charlie, Fine. And then if you decide to land here and your gear is still up, give us as much warning as you can because we're going to have to clear the field.

[Charlie Dent]

Well, we have definitely decided to land here in view of the weather and our gas situation.

[Ed Kasich]

How much fuel do you have left? At the moment we have.

[Charlie Dent]

Let's see, we've got about £600,600 in respective tanks.

[Ed Kasich]

That's about 3,200.

[Charlie Dent]

A little bit more than that, about 35.

[Ed Kasich]

Okay, Charlie, you let us know how you make out on the unloading system, huh?

[Charlie Dent]

Yeah, we'll try again. And we're proceeding with the preparation for the pasture evacuation. Does anybody have any ideas about the approach? In addition to what the book says, we'd appreciate any little tips here and there.

[Ed Kasich]

Stand by. We'll call you back.

[Charlie Dent]

Okey doke.

[Time Announcer]

The time is 8:45.

[Charlie Dent]

What's the wind in LA now?

[Jack Blake]

Wind is south about two miles an hour. We've had very little wind through the night. Charlie's practically just a light south breeze.

[Charlie Dent]

Okay. Find out if it's recommended to land on the Runway or on the side. I don't at the moment know the obstructions on the side, but find out what the experts say, will you?

[Jack Blake]

Yes, sir.

[Charlie Dent]

And you might as well. As soon as you're prepared, you might as well let us know the Runway that thinks best and expedient for us to use, and we'll think about that too, huh?

[Jack Blake]

Okay, Charlie, I'll get all the dope, give it to you in a package in about three minutes.

[Charlie Dent]

Okay.

[Time Announcer]

The time is 8:51.

[Jack Blake]

Charlie. Charlie, the tower. I'd like the Runway selection. Whichever you prefer. 25 right, 25 left. Is that agreeable with you?

[Charlie Dent]

Yeah, well, we'll take a look when we come over the field. In the event this thing slides off to one side or the other, I don't know what's the way it's gonna go. We'll look for ourselves. I don't want this thing running into those airplanes in the ramp if I can help it.

[Jack Blake]

Okay, Charlie, if you want to try 25 left, they can put some foam on the Runway, make a little slippery for you, and all the equipment will all be lined up there waiting your arrival. Go ahead.

[Charlie Dent]

Okay, that'll be fine. I will advise you shortly we're continuing with the preparation for evacuation of the passengers. And they're all calm, cool, collected.

[Jack Blake]

Okay, Charlie, sounds like a good show.

[Time Announcer]

The time is 8:55.

[Charlie Dent]

Hey, we want to confer something we've overlooked here. Which flare should be pulled first? The book no longer includes it. We just want to verify with someone in the ground.

[Jack Blake]

Give me the question again, Charlie, a little slower, please.

[Charlie Dent]

Okay, when I ask somebody there, which of the players you jettison first, the forward or the aft one?

[Ed Kasich]

I'm the rear one.

[Charlie Dent]

Disregard. Disregard. Disregard the class.

[Jack Blake]

Okay, Charlie, just before you said disregard, it was suggested that the rear flare should be jettisoned for first.

[Ed Kasich]

Charlie, this is Ed Kisick again. Hello, Charlie.

[Charlie Dent]

Yeah, go ahead.

[Ed Kasich]

Douglas Company just called. They'd like to have you on this gear handle business. Up and down. Throw it to the up position, but just leave it there for a second and then slam it down and leave it down. Oh, say 30 seconds after you put it down. Did you get that, Charlie?

[Charlie Dent]

We just jettisoned both players. They're free falling now. Stand by. One.

[Ed Kasich]

Roger. You get what I said about moving the gear handle again?

[Charlie Dent]

Okay, we're doing that.

[Ed Kasich]

Now, we don't want to seem in a position here of telling you all your business, but I guess we ought to try everything that anyone can think of. And we're going to have you land on Runway 25 left, which is the instrument Runway and a little bit wider.

[Charlie Dent]

Okay, Two five left. That's what will be.

[Ed Kasich]

Okay. The only thing that any of us can think of on your question about passenger evacuation would. Would be to get them close to the main door in as much as you don't have a full load. I get them all back and then go ahead with your normal preparations for evacuation, having the doors trail and so forth and so on.

[Charlie Dent]

Yeah, we've already done that. We've moved them back to the rear end. Everything's been stowed away and they've all been advised of the procedure.

[Ed Kasich]

Okay, Charlie, we. We don't think of anything else, and you just give us your ETA touchdown and make it as much time as you can so we have the Runway foam for you and so forth and so on.

[Charlie Dent]

Okay, fine.

[Ed Kasich]

And we'll tell you what part of the Runway will be foamed. And of course I know you'll put it right down on it.

[Charlie Dent]

Okay, fine. We'll do our best. All right, Charlie, we're on time and a half, aren't we, Art?

[Time Announcer]

The time is 9:00 exactly.

[Ed Kasich]

This is Ed Kasich again. The base just called and they have one more suggestion for you, and that's to completely unload your hydraulic system, leave the bypass up when you have zero pressure, and then put your gear handle down and zoom your airplane. You get that?

[Charlie Dent]

Well, actually, if we've run through that, Ed, we've tried that, but we'll do it once more, though it certainly won't hurt.

[Ed Kasich]

Okay, well, we hate to be giving you all this intelligence all the time, but if the base calls us, we pass it on to you for what it's worth. And you're the doctor and you're the judge.

[Charlie Dent]

We're glad you fellas are down there.

[Time Announcer]

The time is 9:13.

[Ed Kasich]

Charlie, for your information, they're laying foam like crazy on the Runway now. And from the progress they're making, it looks like they'll be completed in another five to 10 minutes. I talked to the tower operator and they advised that the foam will last about 20 minutes. Now, assuming that they completed laying the foam at 25, it would mean that we should land not later than 45. For your information, the foam was being laid on the Runway from the glide path shack west. I don't know where you are in relation to the airport, but they're laying an awful lot of it down there. Go ahead.

[Charlie Dent]

We've taken care of just about everything in the airplane now except opening the windows and trailing the ropes. And if I understand you correctly, the foam is being started or it's being laid down from the glide shack west of that rack. The glide path shack?

[Ed Kasich]

That is correct, Charlie, and they're still in the process of laying it. The tower advises that you land no later than 20 minutes after the job has been completed.

[Charlie Dent]

Well, you give us the word when it's completed and we'll stay close by. We're going to make one low pass over the field and take a good look at everything and then we'll come on in and land. Okay?

[Ed Kasich]

Okay, Charlie, we got your remarks and the towers just advised that there will be 1500ft. 1500ft of foam from the glide path shack west and we can get more foam on it if you want it.

[Charlie Dent]

Well, you. Why don't you check Douglas and see what they recommend. They're probably more expert on than we are.

[Ed Kasich]

Okay, Charlie, will do whatever's customary.

[Charlie Dent]

Is okay with us. Good boy.

[Time Announcer]

The time is 9:20.

[Ed Kasich]

Hi Charlie. Just wondered where you were and how everything looked to you as you went over the field. Go ahead.

[Charlie Dent]

We're dooming out here.

[Ed Kasich]

Okay, Charlie, I won't bother you again. Although when you make up your mind when you're coming in, I'd like to know so that we can have everything really red hot alerted for you. I'll pass on to you one comment from the Douglas Company which they were really concerned about. And this is do not, repeat, do not feather the engines.

[Charlie Dent]

Yeah, we got that before. We will comply.

[Ed Kasich]

Okay, Charlie, we'll wait to hear from you.

[Time Announcer]

The time is 9:35.

[Charlie Dent]

We've opened the windows, finished preparation for emergency evacuation. We're all set. We're going to come back over the field now and make a practice pass the field prior to the final landing.

[Ed Kasich]

Okay, Charlie, I guess I won't be talking to you anymore on this frequency then. But we'll monitor it. You go to the tower frequency and we'll be all set for you when you arrive. Good luck.

[Charlie Dent]

Okay, thanks Ed.

[Time Announcer]

The time is 9:49.

[Jack Blake]

A few minutes later, Captain Charlie Dent made a successful wheels up landing. The aircraft was flying again for United in three days.