# Incident 19960724030329I: Aerosp ATR42300, Lihue, HI, July 24, 1996

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: July 24, 1996, 14:15 local time
- Place: Lihue, HI
- Airport: Lihue Airport
- Phase of flight: Roll-Out (Fixed Wing)
- Operating rules: Air carrier (Part 121)
- Operator: M3HA
- Location: 21.9760° N, 159.3390° W: Placed by OpenAirDocs at LIHUE (LIH), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=21.9760&lon=-159.3390&mi=10
- Aircraft: N4204G, a cancelled registration (https://openairdocs.org/deregistered/N4204G-1998-10-29) (OpenAirDocs)
- Registry model: Aerospatiale/Aeritalia ATR 42-320 (registry code 8680930, https://openairdocs.org/model/aerospatiale-aeritalia-atr-42-320) (OpenAirDocs)
- Reported make and model: AEROSP ATR42300
- People aboard: 32
- Fatal injuries: 0
- Pilot flight hours: 7,210 total, 1,384 in this make and model, 195 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19960724030329I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

NARRATIVE: FOLLOWING A NORMAL LANDING AT LIHUE AIRPORT, THE IDLE GATE FAILED TO RELEASE NORMALLY. ATTEMPTS TO MANUALLY RELEASE THE IDLE GATE WERE UNSUCCESSFUL AND WHEEL BRAKING WAS USED TO SLOW THE AIRCRAFT WITH OBVIOUS DEGRADATION IN BRAKING ACTION. IDLE GATE RELEASED ON THIRD OR FOURTH ATTEMPT AND REVERSE THRUST WAS USED TO HELP SLOW AIRCRAFT. ATTEMPTS TO TURN AIRCRAFT OFF RUNWAY WERE UNSUCCESSFUL AS NOSEWHEEL STEERING WAS INOPERATIVE. FINAL STOPPING WAS ACCOMPLISHED WITH EMERGENCY BRAKE HANDLE. TOWER WAS INFORMED OF THE SITUATION AND BOTH ENGINES WERE SHUTDOWN. THE FLIGHT ATTENDANT INFORMED THE CREW THAT THERE WAS A HAZE IN THE CABIN AND THE PASSENGERS WERE DEPLANED THROUGH THE MAIN CABIN DOOR AS A PRECAUTIONARY MEASURE WITH NO FURTHER INCIDENT. ALL INDICATIONS IN THE COCKPIT WERE NORMAL THROUGHOUT THE INCIDENT TO INCLUDE A NORMAL HYDRAULIC PRESSURE AND NO LOW LEVEL INDICATION. CREW INSPECTED THE AREA AROUND AND UNDER THE AIRCRAFT WITH NO INDICATIONS OF HYDRAULIC LOSS. THE CREW REMAINED WITH THE AIRCRAFT UNTIL AIRPORT PERSONNEL AND THE FAA OFFICIALS ARRIVED ON THE SCENE. MAINTENANCE FOUND FLIGHT IDLE GATE STUCK IN THE FLIGHT MODE. DUE TO THIS CONDITION, THE AIRCRAFT DID NOT HAVEHYDRAULIC POWER AVAILABLE, WHICH CAUSED THE BRAKES AND NOSE WHEEL STEERING TO BE INOPERATIVE. ALSO, THE GROUND COOLING FAN WOULD BE INOP WITH NO AIRFLOW ACROSS THE HEAT EXCHANGERS CAUSING THEM TO OVERHEAT WHICH CAUSED THE HAZE IN THE CABIN. MAINTENANCE CLEANED THE FLIGHT IDLE GATE LINKAGE, SOLENOID, AND LANDING GEAR PROXIMITY SWITCHES. PERFORMED A PSEU BITE TEST. TEST O.K. AND AIRCRAFT WAS RETURNED TO SERVICE. INCIDENT IWP1396023. NO EIR. NO PILOT DEVIATION.

## Other reports on N4204G (4)

Matched to the same aircraft by N-number and date.

- [Incident 19920218006049I](https://openairdocs.org/incident/19920218006049I), Feb 18, 1992: Aerosp ATR42300 (N4204G), Rochester, NY. NR2 engine quit on rotation. Returned and landed safely. The hydro mechanical unit had failed.
- [Incident 19920208028129I](https://openairdocs.org/incident/19920208028129I), Feb 8, 1992: Aerosp ATR42300 (N4204G), Philadelphia, PA. Engine lost power. Shut down. Diverted. Landed safely. Found NR1 high pressure turbine disc blades had failed.
- [Incident 19910120010439I](https://openairdocs.org/incident/19910120010439I), Jan 20, 1991: Aerosp ATR42300 (N4204G), New York, NY, Minor damage. NR1 engine fire on climb. Secured and returned. Fuel nozzle tubes backed out due to improperly installed bracket.
- [Incident 19900708063339I](https://openairdocs.org/incident/19900708063339I), Jul 8, 1990: Aerosp ATR42300 (N4204G), New York, NY. Unsafe gear indication on approach. Gear green light did not illuminate. Landed safely. Gear bulb burnt out.

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft 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. For accidents, the NTSB's own investigation is the fuller record.

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