# Incident 20020903022659I: Beech 95C55, Spokane, WA, September 3, 2002

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: September 3, 2002, 16:46 local time
- Place: Spokane, WA
- Airport: Spokane International
- Damage: Minor damage
- Phase of flight: Takeoff Ground Roll
- Operating rules: General operating rules (Part 91)
- Location: 47.6190° N, 117.5352° W: Placed by OpenAirDocs at SPOKANE INTL (GEG), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=47.6190&lon=-117.5352&mi=10
- Aircraft: CFVQR (not matched to a registry record)
- Reported make and model: BEECH 95C55
- People aboard: 1
- Fatal injuries: 0
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20020903022659I

## Narrative

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

(-23) INSPECTORS STATEMENT: PILOT IN COMMAND BRIDGET DANIELS AND HER HUSBAND BOB GIBSON WERE ON AN OTHERWISE NORMAL TAKEOFF WITH SLIGHT WING GUSTS AUGUST 3, 2002 WHEN THEY HEARD LOUD NOISES BELOW THEM AND THEN A VIBRATION, AFTER ROTATION. THEY RADIOED THE TOWER, DID A FLYBY TO ENSURE THE GEAR WAS DOWN, AND LANDED WITHOUT INCIDENT. THE FAA WAS NOTIFIED AND AN INVESTIGATION WAS INITIATED. EXAMINATION OF THE AIRCRAFT REVEALED THAT THE LEFT PROPELLER HAD STUCK THE GROUND, 4-5 INCHES OF EACH BLADE WERE BENT FORWARD (1 BLADE) OR BACK (2 BLADES) AT ABOUT 90 DEGREES. HALF THE BLADE THICKNESS HAD BEEN SCRAPED AWAY ON ALL THREE BLADES. THE LEFT INBOARD GEAR DOOR WAS BENT AND SEVERAL INCHES SCRAPED OFF. THE RIGHT INBOARD GEAR DOOR WAS SCRAPED ALONG ITS EDGE ONLY. NO OTHER DAMAGE WAS SEEN TO THE AIRCRAFT, A BEECH 95-C55 BARON, C-FVQR, S/N TE-386. AN INTERVIEW WITH THE PILOT IN COMMAND AND HER HUSBAND BOB GIBSON WHO IS ALSO FULLY QUALIFIED FOR THIS AIRCRAFT REVEALED THEY DID THE COCKPIT RESOURCE MANAGEMENT TOGETHER ON THIS FLIGHT. ^PRIVACY DATA OMITTED^ BRIDGET REMEMBERS LOOKING AT THE GREEN LIGHT, WHICH WAS ON. I A                                                                                SKED BOB ABOUT HIS VERIFICATION THAT THE GEAR HANDLE WAS DOWN AND HE SAID FLIGHT SAFETY TAUGHT HIM TO GRAB THE SWITCH TO MAKE SURE IT IS SEATED IN THE DOWN POSITION. HE INDICATED THAT HE DID THIS CHECK JUST PRIOR TO TAXIING OUT TO THE RUNWAY. WHILE LOOKING AT THE AIRCRAFT I PHYSICALLY CHECKED THE LOCATION OF THE GEAR SWITCH. ON THE GROUND IT IS HIDDEN BEHIND THE DUAL CONTROL YOKE INSTALLED IN THIS BARON. THE CONTROL YOKE IS A STC'D SQUARE TUBE AFFAIR AND COMPLETELY HIDES THE GEAR SWITCH. IT IS DIFFICULT TO CHECK/MOVE IF THE CONTROL YOKE ASSEMBLY IS NOT PULLED AFT SEVERAL INCHES. IT IS POSSIBLE THAT HE ACCIDENTALLY MOVED THE SWITCH. IF HE DID, THE GEAR COULD BEGIN MOVING WHEN THE SQUAT SWITCH ACTIVATED AS THE AIRCRAFT BEGAN TO FLY. THE AIRCRAFT WAS JACKED AND THE GEAR SYSTEM CHECKED FOR PROPER OPERATION. NO FAULTS WERE FOUND WITH THE MECHANICAL OR ELECTRICAL PARTS OF THE SYSTEM. THE AIRCRAFT IS AN OTHERWISE CLEAN WELL MAINTAINED WELL-EQUPPED MACHINE. INTERVIEW WITH THE PILOTS INDICATED THEY BOTH FLY THE AIRCRAFT ENOUGH TO KEEP CURRENT. THE AIRCRAFT IS USED AS PERSONAL TRANSPORTATION AND A BUSINESS TOOL. FLIGHT SAFETY TRAINING IN THE US HAD BEEN USED IN THEIR TRANSITION TO THIS AIRCRAFT.

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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