What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Inspectors statement: my name is privacy data omitted. I am employed by the federal aviation administration, southwest region, dallas flight standards district office (SW-05), dallas Texas 75235. During the period of 01/13/2005 through 01/20/2005, I was assigned the responsibility of accident standby inspector for the dallas FSDO. On Sunday, at approximately, I received a call from the southwest region comm. Center that there was a gear failure incident at Pounds field, Tyler Texas. The incident involved a Beechcraft "serria", model number BE-23-B24R, registration number N23PD. I was then put in contact with the tower at Tyler Pounds field, privacy data omitted who stated that the aircraft had notified the tower on approach to Tyler, Texas that they had an indication of an unsafe condition with the nose gear and wanted verification as to if the nose gear appeared to be down. The tower personnel informed the PIC, identified as privacy data omitted that the gear was only partially extended and was still turned in the retracted position. The aircraft was dispatched to a secure area while attempts were made to extend the gear. All attempts failed and the aircraf t was brought back to Tyler Pounds field and cleared for a landing on runway 31 at 2353Z time. The aircraft touched down on the main gear for initial rollout. Upon sufficient loss of speed, the nose settled on the partly extended nose gear, which subsequently collapsed. The aircraft stopped on the runway with damage to the propeller, nose gear strut and slight damage to the lower engine cowl. There were no injuries to the PIC or his student. I granted permission to the tower to remove the aircraft to johnson aviation at Tyler Pounds field. On 01/19/2005 privacy data omitted who identified himself as the PIC, contacted me. He stated the same information as what I had received from the Tyler Pounds field tower. The pilot privacy data omitted stated that he would be submitting an NTSB form 8020-1/2. I then contacted privacy data omitted of johnson aviation and made arrangements to look at the aircraft on 01/20/2005. On 01/20/2005 I arrived at johnson aviation and began investigating N23PD for damage. It was apparent immediately that tube, Beechcraft p/n 169-820022-1, was broken at the forward rod end, (p/n 169-380082-1). It was not apparent as to if the tube assembly was broken prior to the incident or upon contact with the runway. It was then decided that we would conduct a gear retraction test to seee if the problem could be repeated. The aircraft was placed on aircraft jacks and the landing gear retracted. The gear retracted normally and appeared to extend normally with no forward air pressure placed on the nose gear assembly. It was then decided to try to simulate the problem by applying resistance to the nose gear assembly during the extension phase. Upon applying resistance by holding the nose gear rearward, it was found that the nose gear could be prevented from extending and the hydraulic pump of the power pack would not shut off after sufficient pressure was built up and the motor would continue to run. It is believed that either the hydraulic actuator for the nose gear or the power pack assembly was bypassing fluid, which will not allow sufficient pressure to extend the nose gear or shut off the pump rotor. The fluid level in the powerpack was at the full level.
As the FAA filed it
(-23) INSPECTORS STATEMENT: MY NAME IS ^PRIVACY DATA OM^. I AM EMPLOYED BY THE FEDERAL AVIATION ADMINISTRATION, SOUTHWEST REGION, DALLAS FLIGHT STANDARDS DISTRICT OFFICE (SW-05), DALLAS TEXAS 75235. DURING THE PERIOD OF 01/13/2005 THROUGH 01/20/2005, I WAS ASSIGNED THE RESPONSIBILITY OF ACCIDENT STANDBY INSPECTOR FOR THE DALLAS FSDO. ON SUNDAY, AT APPROXIMATELY, I RECEIVED A CALL FROM THE SOUTHWEST REGION COMM. CENTER THAT THERE WAS A GEAR FAILURE INCIDENT AT POUNDS FIELD, TYLER TEXAS. THE INCIDENT INVOLVED A BEECHCRAFT "SERRIA", MODEL NUMBER BE-23-B24R, REGISTRATION NUMBER N23PD. I WAS THEN PUT IN CONTACT WITH THE TOWER AT TYLER POUNDS FIELD, ^PRIVACY DATA OMI^ WHO STATED THAT THE AIRCRAFT HAD NOTIFIED THE TOWER ON APPROACH TO TYLER, TEXAS THAT THEY HAD AN INDICATION OF AN UNSAFE CONDITION WITH THE NOSE GEAR AND WANTED VERIFICATION AS TO IF THE NOSE GEAR APPEARED TO BE DOWN. THE TOWER PERSONNEL INFORMED THE PIC, IDENTIFIED AS ^PRIVACY DATA OMITTED^ THAT THE GEAR WAS ONLY PARTIALLY EXTENDED AND WAS STILL TURNED IN THE RETRACTED POSITION. THE AIRCRAFT WAS DISPATCHED TO A SECURE AREA WHILE ATTEMPTS WERE MADE TO EXTEND THE GEAR. ALL ATTEMPTS FAILED AND THE AIRCRAF T WAS BROUGHT BACK TO TYLER POUNDS FIELD AND CLEARED FOR A LANDING ON RUNWAY 31 AT 2353Z TIME. THE AIRCRAFT TOUCHED DOWN ON THE MAIN GEAR FOR INITIAL ROLLOUT. UPON SUFFICIENT LOSS OF SPEED, THE NOSE SETTLED ON THE PARTLY EXTENDED NOSE GEAR, WHICH SUBSEQUENTLY COLLAPSED. THE AIRCRAFT STOPPED ON THE RUNWAY WITH DAMAGE TO THE PROPELLER, NOSE GEAR STRUT AND SLIGHT DAMAGE TO THE LOWER ENGINE COWL. THERE WERE NO INJURIES TO THE PIC OR HIS STUDENT. I GRANTED PERMISSION TO THE TOWER TO REMOVE THE AIRCRAFT TO JOHNSON AVIATION AT TYLER POUNDS FIELD. ON 01/19/2005 ^PRIVACY DATA OMITT^ WHO IDENTIFIED HIMSELF AS THE PIC, CONTACTED ME. HE STATED THE SAME INFORMATION AS WHAT I HAD RECEIVED FROM THE TYLER POUNDS FIELD TOWER. THE PILOT ^PRIVACY DAT^ STATED THAT HE WOULD BE SUBMITTING AN NTSB FORM 8020-1/2. I THEN CONTACTED ^PRIVACY DATA OMIT^ OF JOHNSON AVIATION AND MADE ARRANGEMENTS TO LOOK AT THE AIRCRAFT ON 01/20/2005. ON 01/20/2005 I ARRIVED AT JOHNSON AVIATION AND BEGAN INVESTIGATING N23PD FOR DAMAGE. IT WAS APPARENT IMMEDIATELY THAT TUBE, BEECHCRAFT P/N 169-820022-1, WAS BROKEN AT THE FORWARD ROD END, (P/N 169-380082-1). IT WAS NOT APPARENT AS TO IF THE TUBE ASSEMBLY WAS BROKEN PRIOR TO THE INCIDENT OR UPON CONTACT WITH THE RUNWAY. IT WAS THEN DECIDED THAT WE WOULD CONDUCT A GEAR RETRACTION TEST TO SEEE IF THE PROBLEM COULD BE REPEATED. THE AIRCRAFT WAS PLACED ON AIRCRAFT JACKS AND THE LANDING GEAR RETRACTED. THE GEAR RETRACTED NORMALLY AND APPEARED TO EXTEND NORMALLY WITH NO FORWARD AIR PRESSURE PLACED ON THE NOSE GEAR ASSEMBLY. IT WAS THEN DECIDED TO TRY TO SIMULATE THE PROBLEM BY APPLYING RESISTANCE TO THE NOSE GEAR ASSEMBLY DURING THE EXTENSION PHASE. UPON APPLYING RESISTANCE BY HOLDING THE NOSE GEAR REARWARD, IT WAS FOUND THAT THE NOSE GEAR COULD BE PREVENTED FROM EXTENDING AND THE HYDRAULIC PUMP OF THE POWER PACK WOULD NOT SHUT OFF AFTER SUFFICIENT PRESSURE WAS BUILT UP AND THE MOTOR WOULD CONTINUE TO RUN. IT IS BELIEVED THAT EITHER THE HYDRAULIC ACTUATOR FOR THE NOSE GEAR OR THE POWER PACK ASSEMBLY WAS BYPASSING FLUID, WHICH WILL NOT ALLOW SUFFICIENT PRESSURE TO EXTEND THE NOSE GEAR OR SHUT OFF THE PUMP ROTOR. THE FLUID LEVEL IN THE POWERPACK WAS AT THE FULL LEVEL.
Other reports on N23PD · 5
Matched to the same aircraft by N-number and date.