# Accident 19961215040629A: Dhav DHC8103, Honolulu, HI, December 15, 1996

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: December 15, 1996, 21:09 local time
- Place: Honolulu, HI
- Airport: Honolulu International Airport
- Damage: Substantial damage
- Phase of flight: Final Approach
- Operating rules: Air carrier (Part 121)
- Operator: KPVA
- Location: 21.3394° N, 157.9399° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=21.3394&lon=-157.9399&mi=10
- Aircraft: N801WP, registered now (https://openairdocs.org/aircraft/N801WP) (OpenAirDocs)
- Registry model: Dehavilland CHIPMUNK DHC-1T10 (registry code 2801710, https://openairdocs.org/model/dehavilland-chipmunk-dhc-1t10) (OpenAirDocs)
- Registry engine: Brist Sid GIPSY (registry code 10010, https://openairdocs.org/engine/brist-sid-gipsy) (OpenAirDocs)
- Reported make and model: DHAV DHC8103
- Reported engine: PWA PW121
- People aboard: 13
- Fatal injuries: 0
- Pilot flight hours: 11,801 total, 737 in this make and model, 128 in the last 90 days
- NTSB investigation: [NTSB LAX97FA069](https://openairdocs.org/ntsb/LAX97FA069) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19961215040629A

## Narrative

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

UNABLE EXTEND RIGHT MAINAND NOSE GEAR. LAND ONLEFT MAIN ONLY. FLIGHT ATTENDANT INITIATED EVACUATION. NOT CREW (.4)HYDRAULIC FLUID WAS LEAKING FROM A DETERIORATED O-RING IN THE LANDING GEAR SELECTOR SOLENOID VALVE, RENDERING THE NORMAL LANDING GEAR EXTENSION SYSTEM INOPERATIVE.  THE CREW ACTUATED THE ALTERNATE GEAR EXTENSION SYSTEM AND WAS UNABLE TO EXTEND THE RIGHT MAIN LANDING GEAR.  THE FIRST OFFICER PULLED THE MAIN LANDING GEAR ALTERNATE EXTENSION CABLE UNTIL IT STOPPED AND THE RIGHT MAIN LANDING GEAR UPLOCK ACTUATOR DID NOT RELEASE.  ON ADVICE FROM COMPANY MAINTENANCE, AFTER COMPLETING THE ALTERNATE GEAR EXTENSION PROCEDURE, THE CREW RETRACTED THE NOSE GEAR AND THE LEFT MAIN GEAR USING THE NORMAL SYSTEM AND THEN ATTEMPTED ANOTHER NORMAL EXTENSION. ONLY THE LEFT MAIN LANDING GEAR EXTENDED.  THE AIRPLANE'S NUMBER 2 HYDRAULIC SYSTEM WAS DEPLETED WITH 1.5 QUARTS OF FLUID REMAINING.  THE CREW ATTEMPTED ANOTHER RETRACTION TO RAISE THE LEFT MAIN LANDING GEAR WITHOUT SUCCESS.  THE CAPTAIN THEN LANDED THE AIRPLANE WITH ONLY THE LEFT MAIN LANDING GEAR EXTENDED.  EXAMINATION OF THE ALTERNATE GEAR SYSTEM REVEALED THE MAIN GEAR EXTENSION CABLE WOULD B                                        IND AFTER THE LEFT MAIN LANDING GEAR UPLOCK ACTUATOR WOULD RELEASE. SUBSEQUENT TESTING OF THE SYSTEM WHILE THE AIRPLANE WAS ON JACK STANDS REDUCED THE BINDING, BUT IN ALL TESTS THE LEFT MAIN LANDING GEAR UPLOCK ACTUATOR WOULD RELEASE BEFORE THE RIGHT UPLOCK ACTUATOR. EXAMINATION OF THE MAIN LANDING GEAR ALTERNATE EXTENSION CABLE REVEALED THE PLASTIC COATING WAS MISSING IN TWO PLACES ADJACENT TO A PULLEY. THE RIGHT MAIN LANDING GEAR WHEEL WAS EXCESSIVELY DIRTY WITH AREAS OF EXFOLIATED WHITE PAINT, EXPOSING THE UNDERLYING PRIMER.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB LAX97FA069](https://openairdocs.org/ntsb/LAX97FA069), Dec 16, 1996: de Havilland DHC-8 (N801WP), Honolulu, HI, substantial damage. Probable cause: A failure of the normal landing gear extension system due to a hydraulic leak, and the failure of the airplane's emergency landing gear extension system due to inadequate servicing by company…

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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