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19950407007429I

Incident · Minor damage
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FAA incident report · Beech 95B55 · Osage Beach, MO · April 7, 1995

FAA Aviation Safety Information Portal

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Date
April 7, 1995 · 18:26 local
Place
Osage Beach, MO
Airport
Linn Creek-Grand Glaize Memorial
Phase of flight
Fcd/Prec Ldg From Cruise
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N5406U
Reported as
Beech 95B55
People aboard
2
Fatal injuries
0
Pilot’s flight hours
5,148 total550 in this make and model15 in the last 90 days
N5406URegistration cancelled Mar 26, 1996 · Beech 95-C55S/N TE391Airframe modelBeech 95-C55

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: while on a FAR part 91 flight from jackson, MS, to Osage Beech, Grand Glaize, MO. Beechcraft N5406U, a Beechcraft BE95-G55 baron, piloted by Dr. Sam johnson, ATP certificate number 001409375, and one passenger, experienced landing gear problems when the landing gear handle was positioned into the down position for landing at Linn Creek-Grand Glaize (K15), Missouri. Pilot stated that the landing gear did not deploy. He then noticed that the landing gear solenoid circuit breaker had popped. The pilot tried to reset the breaker but it would not stay engaged. Pilot elected to crank the gear down in accordance with the POH landing gear emergency extension procedures. Landing gear was cranked down and a low pass was made at Linn-Creek where ground personnel confirmed that the gear had deployed. Power to the landing gear indicator lights was not available due to the popped circuit breaker so pilot did not have a visual indication that the gear was completely down and locked. Pilot stated that he made a normal landing at K15. During the roll out half way down the runway he felt the gear start to fold. Pilot pulled the aircraft off the right side of the active and cam e to rest 10' from the active runway in the grass. There were no injuries and the aircraft only received minor damage to the landing gear doors, fuselage damage to skin from gear doors, trailing edges of the flap's, and the propellers. On site investigation revealed that the landing gear extend/retract rods for the main landing gear had been bent during the landing, so a retraction test could not be accomplished. Landing gear electrical circuit malfunction could not be duplicated. All circuit breakers were reset with battery switch on and the landing gear motor appeared to function properly. Pilot stated that he had cranked the handle till it became hard to move, but did not count the number of turns. POH states that the crank should be turned approximately 50 turns. Last annual inspection completed March 1995, ELT was removed from aircraft for maintenance and proper log book entry make on March 1, 1995. Pilot stated that all aircraft systems other than the landing gear solenoid circuit breaker were functioning properly.

As the FAA filed it

NARRATIVE: WHILE ON A FAR PART 91 FLIGHT FROM JACKSON, MS, TO OSAGE BEECH, GRAND GLAIZE, MO. BEECHCRAFT N5406U, A BEECHCRAFT BE95-G55 BARON, PILOTED BY DR. SAM JOHNSON, ATP CERTIFICATE NUMBER 001409375, AND ONE PASSENGER, EXPERIENCED LANDING GEAR PROBLEMS WHEN THE LANDING GEAR HANDLE WAS POSITIONED INTO THE DOWN POSITION FOR LANDING AT LINN CREEK-GRAND GLAIZE (K15), MISSOURI. PILOT STATED THAT THE LANDING GEAR DID NOT DEPLOY. HE THEN NOTICED THAT THE LANDING GEAR SOLENOID CIRCUIT BREAKER HAD POPPED. THE PILOT TRIED TO RESET THE BREAKER BUT IT WOULD NOT STAY ENGAGED. PILOT ELECTED TO CRANK THE GEAR DOWN IN ACCORDANCE WITH THE POH LANDING GEAR EMERGENCY EXTENSION PROCEDURES. LANDING GEAR WAS CRANKED DOWN AND A LOW PASS WAS MADE AT LINN-CREEK WHERE GROUND PERSONNEL CONFIRMED THAT THE GEAR HAD DEPLOYED. POWER TO THE LANDING GEAR INDICATOR LIGHTS WAS NOT AVAILABLE DUE TO THE POPPED CIRCUIT BREAKER SO PILOT DID NOT HAVE A VISUAL INDICATION THAT THE GEAR WAS COMPLETELY DOWN AND LOCKED. PILOT STATED THAT HE MADE A NORMAL LANDING AT K15. DURING THE ROLL OUT HALF WAY DOWN THE RUNWAY HE FELT THE GEAR START TO FOLD. PILOT PULLED THE AIRCRAFT OFF THE RIGHT SIDE OF THE ACTIVE AND CAM E TO REST 10' FROM THE ACTIVE RUNWAY IN THE GRASS. THERE WERE NO INJURIES AND THE AIRCRAFT ONLY RECEIVED MINOR DAMAGE TO THE LANDING GEAR DOORS, FUSELAGE DAMAGE TO SKIN FROM GEAR DOORS, TRAILING EDGES OF THE FLAP'S, AND THE PROPELLERS. ON SITE INVESTIGATION REVEALED THAT THE LANDING GEAR EXTEND/RETRACT RODS FOR THE MAIN LANDING GEAR HAD BEEN BENT DURING THE LANDING, SO A RETRACTION TEST COULD NOT BE ACCOMPLISHED. LANDING GEAR ELECTRICAL CIRCUIT MALFUNCTION COULD NOT BE DUPLICATED. ALL CIRCUIT BREAKERS WERE RESET WITH BATTERY SWITCH ON AND THE LANDING GEAR MOTOR APPEARED TO FUNCTION PROPERLY. PILOT STATED THAT HE HAD CRANKED THE HANDLE TILL IT BECAME HARD TO MOVE, BUT DID NOT COUNT THE NUMBER OF TURNS. POH STATES THAT THE CRANK SHOULD BE TURNED APPROXIMATELY 50 TURNS. LAST ANNUAL INSPECTION COMPLETED MARCH 1995, ELT WAS REMOVED FROM AIRCRAFT FOR MAINTENANCE AND PROPER LOG BOOK ENTRY MAKE ON MARCH 1, 1995. PILOT STATED THAT ALL AIRCRAFT SYSTEMS OTHER THAN THE LANDING GEAR SOLENOID CIRCUIT BREAKER WERE FUNCTIONING PROPERLY.