# Incident 19970310008329I: Israel 1124, Boise, ID, March 10, 1997

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: March 10, 1997, 19:46 local time
- Place: Boise, ID
- Airport: Boise Air Terminal - Gowen Fld
- Damage: Minor damage
- Phase of flight: Roll-Out (Fixed Wing)
- Operating rules: General operating rules (Part 91)
- Location: 43.5644° N, 116.2230° W: Placed by OpenAirDocs at Boise Air Terminal/Gowen Field (BOI), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=43.5644&lon=-116.2230&mi=10
- Aircraft: N163WC, a cancelled registration (https://openairdocs.org/deregistered/N163WC-2017-10-19) (OpenAirDocs)
- Registry model: Israel Aircraft Industries 1124 (registry code 4500102, https://openairdocs.org/model/israel-aircraft-industries-1124) (OpenAirDocs)
- Registry engine: Garrett TFE731 series (registry code 29001, https://openairdocs.org/engine/garrett-tfe731-series) (OpenAirDocs)
- Reported make and model: ISRAEL 1124
- People aboard: 3
- Fatal injuries: 0
- Pilot flight hours: 13,500 total, 600 in this make and model, 70 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19970310008329I

## Narrative

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

NARRATIVE: THE AIRCRAFT MADE A NORMAL APPROACH AND LANDING WITH ALL AIRSPEED CALL OUT ON TIME. AFTER TOUCH DOWN THE AIRCRAFT VEERED RIGHT, PILOT APPLIED HEAVY LEFT BRAKING AND LEFT RUDDER. THE AIRCRAFT CONTINUED VEERING RIGHT, LEFT REVERSER WAS DEPLOYED, RIGHT TURN CONTINUED AND DIRECTIONAL CONTROL COULD NOT BE MAINTAINED. FULL THRUST REVERSERS WERE DEPLOYED ON BOTH ENGINES, THE AIRPLANE EXITED THE RUNWAY STRIKING A MARKER SIGN AND RUNWAY LIGHT, COMING TO A STOP 224 FEET FROM THE RUNWAY BETWEEN RUNWAY 10R AND THE TAXIWAY. THERE WERE 1900 FEET OF SKID MARKS, STARTING WITH THE RIGHT MAIN, AS HEAVY BRAKING WAS APPLIED SKID MARKS APPEAR ON THE LEFT MAIN GEAR AND THE NOSE WHEEL. REPAIRS TO THE AIRCRAFT WERE MADE IN BOISE, ID, A FERRY PERMIT ISSUED FROM BOI FSDO, AND THE AIRPLANE FERRIED TO SIGNATURE FLIGHT SUPPORT IN MINNEAPOLIS, A FACTORY AUTHORIZED SERVICE CENTER. APPROXIMATELY 144 ITEMS WERE CHECKED AND THE FOLLOWING HAD RELATION TO LATERAL CONTROL. NOSE WHEEL STEERING CABLE TENSION WAS ADJUSTED. AN INTERMITTENT LEFT THRUST REVERSER DEPLOY SWITCH WAS REPLACED. LEFT THRUST REVERSER HYDRAULIC VALVE CONNECTOR, STRAIN RELIEF CONNECTOR ADDED, COLD SOLDER JOINT REPAIRED ON LEFT THRUST REVERSER CONTROL VALVE. THE SCENARIO THAT FITS THE EVIDENCE IN THIS INCIDENT IS A CONDITION IN WHICH THE CAPTAIN IS COMMANDING FULL REVERSE ON THE LEFT THRUST REVERSER BUT IT IS DEVELOPING FORWARD THRUST. THIS CONDITION COULD EXIST IF POWER WAS INTERRUPTED TO THE REVERSER CONTROL VALVE CAUSING THE SYSTEM TO FAIL-SAFE TO THE SLOW POSITION. THE SAFETY FEED-BACK SYSTEM IS VERY SUBTLE AND DIFFICULT TO FEEL IN A LOW POWER SETTING. IT IS ALSO FACT THAT THIS SYSTEM ONLY TRIGGERS ONCE, MOVING THE FUEL CONTROL TO THE IDLE AND THEREBY, MOVING THE THRUST LEVER. IF THIS MOVEMENT OCCURS IN A LOW POWER REGIME, IT WILL NOT HAVE ENOUGH FORCE TO LATCH THE REVERSE LEVER TO SLOW, IN THIS INSTANCE THERE IS NOTHING TO PREVENT THE PILOT FROM PULLING THE REVERSE THRUST LEVER AGAIN, GIVING FORWARD THRUST IF THE REVERSE BUCKETS ARE NOT DEPLOYED. POWER MAY BE INTERRUPTED TO A CONTROL VALVE STOWING THE REVERSER BUCKETS EITHER BY FAILURE OF A COMPONENT, A TRIPPED CIRCUIT BREAKER, OR BY INADVERTENT DEACTIVATION OF THE ARMING SWITCH. THE FOLLOWING WILL BE STANDARD OPERATING PROCEDURES AND CHECK LISTS EFFECTIVE IMMEDIATELY FOR THE WESTWIND, N163WC. LIFT DUMP DEPLOYMENT IS NO LONGER AUTOMATIC UPON TOUCH DOWN, THE CAPTAIN WILL COMMAND DEPLOYMENT OF LIFT DUMPS BY THE CO-PILOT. DEPLOYMENT OF THRUST REVERSERS, AND BRAKING WILL COMMENCE SEQUENTIALLY RATHER THAN SIMULTANEOUSLY. A CHANGE TO THE THRUST REVERSER CHECK ON THE TAXI CHECK LIST HAS BEEN MADE.

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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