OpenAirDocs.org

19991210035899I

Incident · Minor damage
Open the Markdown

FAA incident report · Beech 95B55 · Lafayette, GA · December 10, 1999

FAA Aviation Safety Information Portal

© OpenStreetMap
Date
December 10, 1999 · 15:00 local
Place
Lafayette, GA
Airport
Barwick Lafayette Airport
Phase of flight
Level Off Touchdown
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N208Q
Reported as
Beech 95B55
People aboard
1
Fatal injuries
0
Pilot’s flight hours
1,800 total325 in this make and model250 in the last 90 days
N208QRegistered now · Beech 95-B55 (T42A)S/N TC-898 · Built 1965Airframe modelBeech 95-B55 (T42A)Engine modelContinental I0-470 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.

(-23) Pilot landed gear up. Pilot stated that he put the gear handle in the down position, heard the gear motor operate, and checked the gear down green light. The pilot also stated that he verified the gear position on base and short final as he always does. However, the gear were not down and the aircraft landed gear up. James e. stanfield, a member of the recovery crew (see attached statement) indicated that once they raised the aircraft with airbags, they lowered the gear with the manual extension crank, and visually check that the gear were down and locked. When Mr. Stanfield entered the cockpit, he did not that the gear handle was in the down position, but did not check the circuit breaker. Subsequent operational checks by lyndon k. wilson, lyndon's aircraft service (see attached statement) revealed that the gear operated normally and the gear warning systems also functioned normally. All findings and subsequent tests support the fact that the aircraft's landing gear was in the up position at landing touch down and that the warning systems were operational.

As the FAA filed it

(-23) PILOT LANDED GEAR UP. PILOT STATED THAT HE PUT THE GEAR HANDLE IN THE DOWN POSITION, HEARD THE GEAR MOTOR OPERATE, AND CHECKED THE GEAR DOWN GREEN LIGHT. THE PILOT ALSO STATED THAT HE VERIFIED THE GEAR POSITION ON BASE AND SHORT FINAL AS HE ALWAYS DOES. HOWEVER, THE GEAR WERE NOT DOWN AND THE AIRCRAFT LANDED GEAR UP. JAMES E. STANFIELD, A MEMBER OF THE RECOVERY CREW (SEE ATTACHED STATEMENT) INDICATED THAT ONCE THEY RAISED THE AIRCRAFT WITH AIRBAGS, THEY LOWERED THE GEAR WITH THE MANUAL EXTENSION CRANK, AND VISUALLY CHECK THAT THE GEAR WERE DOWN AND LOCKED. WHEN MR. STANFIELD ENTERED THE COCKPIT, HE DID NOT THAT THE GEAR HANDLE WAS IN THE DOWN POSITION, BUT DID NOT CHECK THE CIRCUIT BREAKER. SUBSEQUENT OPERATIONAL CHECKS BY LYNDON K. WILSON, LYNDON'S AIRCRAFT SERVICE (SEE ATTACHED STATEMENT) REVEALED THAT THE GEAR OPERATED NORMALLY AND THE GEAR WARNING SYSTEMS ALSO FUNCTIONED NORMALLY. ALL FINDINGS AND SUBSEQUENT TESTS SUPPORT THE FACT THAT THE AIRCRAFT'S LANDING GEAR WAS IN THE UP POSITION AT LANDING TOUCH DOWN AND THAT THE WARNING SYSTEMS WERE OPERATIONAL.