# Accident 19970925028989A: Multec D16, Howell, MI, September 25, 1997 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: September 25, 1997, 11:47 local time - Place: Howell, MI - Airport: Livingston County Airport - Damage: Substantial damage - Phase of flight: Level Off Touchdown - Operating rules: General operating rules (Part 91) - Location: 42.6081° N, 83.9343° W: Placed by OpenAirDocs: center of Howell, MI, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=42.6081&lon=-83.9343&mi=10 - Aircraft: N110N, a cancelled registration (https://openairdocs.org/deregistered/N110N-1998-05-05) (OpenAirDocs) - Registry model: Universal TEMCO D-16 (registry code 9230606, https://openairdocs.org/model/universal-temco-d-16) (OpenAirDocs) - Reported make and model: MULTEC D16 - Reported engine: LYC O320A1A - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 12,498 total, 38 in this make and model, 133 in the last 90 days - NTSB investigation: [NTSB CHI97LA301](https://openairdocs.org/ntsb/CHI97LA301) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19970925028989A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ENGINE FAILED DURING TRAINING. LANDING GEAR WAS MANUALLY CRANKED DOWN. DURING LANDING STALLED, FORCED LANDING, COLL (.19) ON SEPTEMBER 25, 1997, AT 1147 EASTERN DAYLIGHT TIME (EDT), AN UNIVERSAL TEMCO D-16, N110N, OPERATED BY A CERTIFIED FLIGHT INSTRUCTOR, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE AIRPLANE'S LEFT ENGINE WAS SHUT DOWN FOR TRAINING. DURING THE RESTART ATTEMPT, THE LEFT PROPELLER WOULD NOT COME OUT OF FEATHER. EMERGENCY LANDING GEAR EXTENSION WAS PERFORMED. DURING THE SUBSEQUENT EMERGENCY LANDING, THE AIRPLANE'S NOSE GEAR COLLAPSED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT. THE INSTRUCTIONAL FLIGHT WAS BEING CONDUCTED UNDER 14 CFR PART 91. NO FLIGHT PLAN WAS ON FILE. THE FLIGHT INSTRUCTOR AND DUAL STUDENT REPORTED NO INJURIES. THE FLIGHT ORIGINATED AT NEW HUDSON, MICHIGAN, AT 1000 EDT. IN HIS WRITTEN STATEMENT, THE INSTRUCTOR PILOT SAID HE HAD SHUT DOWN AND SECURED THE AIRPLANE'S LEFT ENGINE AS PART OF A FINAL CHECKOUT FLIGHT HE WAS GIVING TO A STUDENT, PRIOR TO HER TAKING HER PRACTICAL TEST FOR A MULTI-ENGINE RATING. DURING THE RESTART ATTEMPT, THE PROPELLER WOULD NOT COME OUT OF FEATHER, AND THE ENGINE WOULD NOT START. THE INSTRU CTOR PILOT SAID THAT THEY HAD TO MANUALLY PUMP DOWN THE LANDING GEAR, BECAUSE THE HYDRAULIC PUMP FOR THE GEAR WAS POWERED BY THE LEFT ENGINE. THE THREE GREEN LIGHTS, INDICATING THAT THE AIRPLANE'S LANDING GEAR WAS DOWN AND LOCKED, DID NOT ILLUMINATE. ON THEIR APPROACH INTO LIVINGSTON COUNTY AIRPORT, HOWELL, MICHIGAN, THE INSTRUCTOR PILOT CALLED THE AIRPORT MANAGER TO VISUALLY CONFIRM THAT THE AIRPLANE'S LANDING GEAR WERE DOWN. THE MANAGER TOLD THE INSTRUCTOR PILOT THAT THE LANDING GEAR APPEARED TO BE DOWN. BY THE TIME THE INSTRUCTOR PILOT AND STUDENT RECEIVED THIS INFORMATION, THEY WERE TOO FAR DOWN THE RUNWAY TO LAND, SO THEY EXECUTED A GO-AROUND. THE INSTRUCTOR PILOT THEN TOOK CONTROL OF THE AIRPLANE AND BROUGHT IT IN FOR LANDING. DURING THE TOUCHDOWN, THE LANDING GEAR COLLAPSED. A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR EXAMINED THE WRECKAGE AT THE ACCIDENT SITE. BOTH WINGS WERE BENT DOWN OUTBOARD OF THE ENGINES APPROXIMATELY MID-WAY BETWEEN THE ENGINE NACELLES AND THE WING TIP TANKS, ALLOWING THE TIP TANKS TO REST ON THE GROUND. THE FLAPS WERE FOUND PARTIALLY EXTENDED. BOTH MAIN LANDING GEAR STRUTS WERE BROKEN AFT. THE FUSELAGE AFT OF THE WINGS SHOWED SKIN WRI INKLING. THE NOSE WHEEL WAS FOUND PARTIALLY RETRACTED IN THE WHEEL WELL. THE RIGHT PROPELLER SHOWED CHORDWISE SCRATCHES, TORSIONAL BENDING, AND TIP CURLING. THE LEFT PROPELLER WAS FOUND IN THE FEATHERED POSITION. FLIGHT CONTROL CONTINUITY WAS CONFIRMED. EXAMINATION OF THE ENGINES, PROPELLERS, ENGINE CONTROLS, AND PROPELLER CONTROLS REVEALED NO ANOMALIES. EXAMINATION OF THE AIRPLANE'S NORMAL LANDING GEAR EXTENSION SYSTEM REVEALED NO ANOMALIES. EXAMINATION OF THE EMERGENCY LANDING GEAR EXTENSION SYSTEM REVEALED THAT WHENEVER FLAPS ARE SELECTED DURING THE HAND PUMPING PROCESS, HYDRAULIC PRESSURE TO THE EMERGENCY LANDING GEAR SYSTEM IS INTERRUPTED, LEAVING THE GEAR IN AN INTERMEDIATE POSITION. HYDRAULIC PRESSURE IS RESTORED ONCE FLAP EXTENSION/RETRACTION IS COMPLETE. THE LANDING GEAR EMERGENCY EXTENSION PROCEDURE IN THE ORIGINAL PILOT OPERATING HANDBOOK FOR THE AIRPLANE, MADE NO REFERENCE CAUTIONING PILOTS TO NOT EXTEND FLAPS WHEN USING THE LANDING GEAR EMERGENCY EXTENSION PROCEDURE. (.4)THE INSTRUCTOR PILOT HAD SHUT DOWN AND SECURED THE AIRPLANE'S LEFT ENGINE AS PART OF A FINAL CHECKOUT FLIGHT HE WAS GIVING TO A STUDENT,PRIOR TO HER TAKING HER PRACTICAL TEST FOR A MULTI-ENGIN E RATING. DURING THE RESTART ATTEMPT,THE PROPELLER DID NOT COME OUT OF FEATHER, AND THE ENGINE WOULD NOT START. THE INSTUCTOR PILOT HAD TO MANUALLY EXTEND THE LANDING GEAR, BECAUSE THE HYDRAULIC PUMP FOR THE GEAR WAS ON THE LEFT ENGINE. THEY DID NOT GET THE THREE GREEN LIGHTS, INDICATING THAT THE AIRPLANE'S GEAR WAS DOWN AND LOCKED. THE PILOT PERFORMED A FLY-BY DURING WHICH HE WAS INFORMED THE THE GEAR APPEARED TO BE DOWN. BY THE TIME THE INSTRUCTOR PILOT AND STUDENT RECEIVED THIS INFORMATION, THEY WERE TOO FAR DOWN THE RUNWAY TO LAND, SO THEY EXECUTED A GO-AROUND. THE INSTURCTOR PILOT THEN TOOK CONTROL OF THE AIRPLANE AND BROUTHT IT IN FOR LANDING. DURING THE TOUCHDOWN, THE LANDING GEAR COLLAPSED. EXAMINATION OF THE EMERGENCY LANDING GEAR EXTENSION SYSTEM REVEALED THAT WHENEVER FLAPS ARE SELECTED DURING THE HAND PUMPING PROCESS, HYDRAULIC PRESSURE TO THE EMERGENCY LANDING GEAR SYSTEM IS INTERRUPTED, LEAVING THE GEAR IN AN INTERMEDIATE POSITION. HYDRAULIC PRESSURE IS RESTORED ONCE FLAP EXTENSION/RETRACTION IS COMPLETE. (-23) DURING INSTRUCTION, SHUT DOWN LEFT ENGINE. COULD NOT RESTART. PERFORMED EMERGENCY GEAR EXTENSION VERIFIED WITH GROUND OBSERVER. DID NOT GET N OSE DOWN RIGHT. UPON TOUCH DOWN NOSE GEAR COLLAPSED. ## 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 CHI97LA301](https://openairdocs.org/ntsb/CHI97LA301), Sep 25, 1997: Universal D-16 (N110N), Howell, MI, substantial damage. Probable cause: the emergency landing gear extension system being impeded by flap extension. Factors contributing to this accident are the instructor pilot's intentional feathering of the airplane's left propeller,… 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.