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19990121011319I

Incident · Minor damage
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FAA incident report · Beech S35 · Portland, OR · January 21, 1999

FAA Aviation Safety Information Portal

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Date
January 21, 1999 · 13:05 local
Place
Portland, OR
Airport
Portland International
Phase of flight
Fcd/Prec Ldg From Cruise
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N8902U
Reported as
Beech S35
People aboard
1
Fatal injuries
0
Pilot’s flight hours
5,000 total3,000 in this make and model3 in the last 90 days
N8902URegistered now · Beech S35S/N D-7902 · Built 1965Airframe modelBeech S35Engine modelContinental IO-520 seriesReciprocating

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.

On January 21,1999, at about 2:00 pm, the hillsboro FSDO was notified by the seattle FAA regional operations center that N8902U was involved in an aircraft incident at the Portland International Airport (pdx), Portland, Oregon. That day at about 3:15PM inspector john r.clark arrived at flightcraft-pdx. Inspector clark met and interviewed the pilot -in-command of N8902U, ernest philip wakehouse. Mr. Wakehouse told inspector clark that at about 12:45PM, January 21,1999, he departed pdx to perform a maintenance test flight. Flightcraft had just completed an annual inspection. During the take-off phase fo flight he jselected the landing gear control handle to the "gear up" position. After flying approximately 2 miles he noticed his airspeed was slow. He then verified that the landing gear handle was in the "up" position. He noticed no change in airspeed. Mr. Wakehouse said he turned back to the airport. After selecting the landing gear "down" position he requested that the tower look at his landing gear to verify it was down. After clearance by the tower. Mr. Wakehouse landed on runway 28R. At touch down the landing gear collapsed. The aircraft stopped on runway 28R. Mr. Wakehouse addeed that he verified that the landing gear circuit breakers were "in".inspector clark asked him if the landing gear indicator lights were indicating the gear was down and locked. Mr. Wakehouse said, "I'm not sure if the green light was on, but I think it was". Mr. Wakehouse also added that he used the emergency landing gear extension system to make sure the "gear" was down and locked. After inspecting the aircraft inspector clark found that the propeller was severly bent and all landing gear doors were demaged. Furthurmore, he found minor wing skin damage on the bottom side of the right wing, aft of the outboard leading edge. All damage found was minor. Inspector clark found the landing gear handle in the "down" position and the landing gear motor circuit breaker was in the disengaged position. The landing gear indicator light circuit breaker was found in the engaged position. Inspector clark tested the landing gear indicator lights and they tested normally. Insoector clark took photographs of the aircraft. Further investigation did not reveal improper maintenance.

As the FAA filed it

ON JANUARY 21,1999, AT ABOUT 2:00 PM, THE HILLSBORO FSDO WAS NOTIFIED BY THE SEATTLE FAA REGIONAL OPERATIONS CENTER THAT N8902U WAS INVOLVED IN AN AIRCRAFT INCIDENT AT THE PORTLAND INTERNATIONAL AIRPORT (PDX), PORTLAND, OREGON. THAT DAY AT ABOUT 3:15PM INSPECTOR JOHN R.CLARK ARRIVED AT FLIGHTCRAFT-PDX. INSPECTOR CLARK MET AND INTERVIEWED THE PILOT -IN-COMMAND OF N8902U, ERNEST PHILIP WAKEHOUSE. MR. WAKEHOUSE TOLD INSPECTOR CLARK THAT AT ABOUT 12:45PM, JANUARY 21,1999, HE DEPARTED PDX TO PERFORM A MAINTENANCE TEST FLIGHT. FLIGHTCRAFT HAD JUST COMPLETED AN ANNUAL INSPECTION. DURING THE TAKE-OFF PHASE FO FLIGHT HE JSELECTED THE LANDING GEAR CONTROL HANDLE TO THE "GEAR UP" POSITION. AFTER FLYING APPROXIMATELY 2 MILES HE NOTICED HIS AIRSPEED WAS SLOW. HE THEN VERIFIED THAT THE LANDING GEAR HANDLE WAS IN THE "UP" POSITION. HE NOTICED NO CHANGE IN AIRSPEED. MR. WAKEHOUSE SAID HE TURNED BACK TO THE AIRPORT. AFTER SELECTING THE LANDING GEAR "DOWN" POSITION HE REQUESTED THAT THE TOWER LOOK AT HIS LANDING GEAR TO VERIFY IT WAS DOWN. AFTER CLEARANCE BY THE TOWER. MR. WAKEHOUSE LANDED ON RUNWAY 28R. AT TOUCH DOWN THE LANDING GEAR COLLAPSED. THE AIRCRAFT STOPPED ON RUNWAY 28R. MR. WAKEHOUSE ADDEED THAT HE VERIFIED THAT THE LANDING GEAR CIRCUIT BREAKERS WERE "IN".INSPECTOR CLARK ASKED HIM IF THE LANDING GEAR INDICATOR LIGHTS WERE INDICATING THE GEAR WAS DOWN AND LOCKED. MR. WAKEHOUSE SAID, "I'M NOT SURE IF THE GREEN LIGHT WAS ON, BUT I THINK IT WAS". MR. WAKEHOUSE ALSO ADDED THAT HE USED THE EMERGENCY LANDING GEAR EXTENSION SYSTEM TO MAKE SURE THE "GEAR" WAS DOWN AND LOCKED. AFTER INSPECTING THE AIRCRAFT INSPECTOR CLARK FOUND THAT THE PROPELLER WAS SEVERLY BENT AND ALL LANDING GEAR DOORS WERE DEMAGED.FURTHURMORE, HE FOUND MINOR WING SKIN DAMAGE ON THE BOTTOM SIDE OF THE RIGHT WING, AFT OF THE OUTBOARD LEADING EDGE. ALL DAMAGE FOUND WAS MINOR. INSPECTOR CLARK FOUND THE LANDING GEAR HANDLE IN THE "DOWN" POSITION AND THE LANDING GEAR MOTOR CIRCUIT BREAKER WAS IN THE DISENGAGED POSITION. THE LANDING GEAR INDICATOR LIGHT CIRCUIT BREAKER WAS FOUND IN THE ENGAGED POSITION. INSPECTOR CLARK TESTED THE LANDING GEAR INDICATOR LIGHTS AND THEY TESTED NORMALLY. INSOECTOR CLARK TOOK PHOTOGRAPHS OF THE AIRCRAFT. FURTHER INVESTIGATION DID NOT REVEAL IMPROPER MAINTENANCE.