What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
A daily report received from the FAA southern region operations center indicating that on March 19, 2011, at 12:55 eastern standard time (EST), hyannis air service (dba. Cape air) flight KAP130 declared an emergency due to left main landing gear would not extend. Aircraft landed at Luis Munoz Marin airport international airport (sju) runway 10 and went into grass area on side of runway. Five persons were on board, including pilot, and none were injured. In accordance with cape air safety report id 1158, dated March 21, 2011, aircraft took off sju runway 10 at approximately 11:25 EST enroute to antonio rivera rodriguez airport (vqs). On final to vqs the landing gear (lg) down lights did not illuminate when lg handle selected down. Both hydraulic flow lights came on steady with lg handle selected down. Pilot did a go around over vqs and requested assistance from sju approach to hold and perform checklists to analyze the problem. Pilot went north of the fajardo, PR lighthouse to perform the required checklist. After blowing the lg down, only the right main and nose lg indicated down. The pilot attempted to get the left main lg to fall and lock down by gravity, but the left lg failed to extend. The pilot briefed all passengers on what to expect and how to evacuate the airplane once landed. Pilot followed checklist and landed on sju runway 10.an onsite examination of the aircraft was conducted. During the examination it was found that the left main lg actuator line was disconnected. A closer examination of the line revealed that the nipple and nut was still attached and tightened to the fitting, but the line was disconnected and separated around an inch from the fitting. A review of the aircraft records was conducted and found that the disconnected line was fabricated and installed previous the incident flight. The line was removed and was examined closer. It was found that the flare at the line end that became disconnected was too small. Also it was found that the fabricated line was around an inch shorter that the previous line. An eir was initiated by the primary maintenance inspector (pmi).
As the FAA filed it
A DAILY REPORT RECEIVED FROM THE FAA SOUTHERN REGION OPERATIONS CENTER INDICATING THAT ON MARCH 19, 2011, AT 12:55 EASTERN STANDARD TIME (EST), HYANNIS AIR SERVICE (DBA. CAPE AIR) FLIGHT KAP130 DECLARED AN EMERGENCY DUE TO LEFT MAIN LANDING GEAR WOULD NOT EXTEND. AIRCRAFT LANDED AT LUIS MUNOZ MARIN AIRPORT INTERNATIONAL AIRPORT (SJU) RUNWAY 10 AND WENT INTO GRASS AREA ON SIDE OF RUNWAY. FIVE PERSONS WERE ON BOARD, INCLUDING PILOT, AND NONE WERE INJURED. IN ACCORDANCE WITH CAPE AIR SAFETY REPORT ID 1158, DATED MARCH 21, 2011, AIRCRAFT TOOK OFF SJU RUNWAY 10 AT APPROXIMATELY 11:25 EST ENROUTE TO ANTONIO RIVERA RODRIGUEZ AIRPORT (VQS). ON FINAL TO VQS THE LANDING GEAR (LG) DOWN LIGHTS DID NOT ILLUMINATE WHEN LG HANDLE SELECTED DOWN. BOTH HYDRAULIC FLOW LIGHTS CAME ON STEADY WITH LG HANDLE SELECTED DOWN. PILOT DID A GO AROUND OVER VQS AND REQUESTED ASSISTANCE FROM SJU APPROACH TO HOLD AND PERFORM CHECKLISTS TO ANALYZE THE PROBLEM. PILOT WENT NORTH OF THE FAJARDO, PR LIGHTHOUSE TO PERFORM THE REQUIRED CHECKLIST. AFTER BLOWING THE LG DOWN, ONLY THE RIGHT MAIN AND NOSE LG INDICATED DOWN. THE PILOT ATTEMPTED TO GET THE LEFT MAIN LG TO FALL AND LOCK DOWN BY GRAVITY, BUT THE LEFT LG FAILED TO EXTEND. THE PILOT BRIEFED ALL PASSENGERS ON WHAT TO EXPECT AND HOW TO EVACUATE THE AIRPLANE ONCE LANDED. PILOT FOLLOWED CHECKLIST AND LANDED ON SJU RUNWAY 10.AN ONSITE EXAMINATION OF THE AIRCRAFT WAS CONDUCTED. DURING THE EXAMINATION IT WAS FOUND THAT THE LEFT MAIN LG ACTUATOR LINE WAS DISCONNECTED. A CLOSER EXAMINATION OF THE LINE REVEALED THAT THE NIPPLE AND NUT WAS STILL ATTACHED AND TIGHTENED TO THE FITTING, BUT THE LINE WAS DISCONNECTED AND SEPARATED AROUND AN INCH FROM THE FITTING. A REVIEW OF THE AIRCRAFT RECORDS WAS CONDUCTED AND FOUND THAT THE DISCONNECTED LINE WAS FABRICATED AND INSTALLED PREVIOUS THE INCIDENT FLIGHT. THE LINE WAS REMOVED AND WAS EXAMINED CLOSER. IT WAS FOUND THAT THE FLARE AT THE LINE END THAT BECAME DISCONNECTED WAS TOO SMALL. ALSO IT WAS FOUND THAT THE FABRICATED LINE WAS AROUND AN INCH SHORTER THAT THE PREVIOUS LINE. AN EIR WAS INITIATED BY THE PRIMARY MAINTENANCE INSPECTOR (PMI).
Other reports on N769EA · 2
Matched to the same aircraft by N-number and date.