# Incident 20140103000039I: Beech B200, Anchorage, AK, January 3, 2014

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: January 3, 2014, 08:56 local time
- Place: Anchorage, AK
- Airport: Ted Stevens
- Damage: No damage
- Phase of flight: Cruise/Level Flight
- Operating rules: Air taxi and commuter (Part 135)
- Operator: ENHA
- Location: 61.2181° N, 149.9003° W: Placed by OpenAirDocs: center of Anchorage, AK, within about 23 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=61.2181&lon=-149.9003&mi=10
- Aircraft: N24GN, registered now (https://openairdocs.org/aircraft/N24GN) (OpenAirDocs)
- Registry model: Beech B200 (registry code 1152922, https://openairdocs.org/model/beech-b200) (OpenAirDocs)
- Registry engine: Amateur-built UNKNOWN ENG (registry code 99999, https://openairdocs.org/engine/amateur-built-unknown-eng) (OpenAirDocs)
- Reported make and model: BEECH B200
- Reported engine: P&W PT6 SERIES
- People aboard: 5
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport, flight instructor
- Pilot flight hours: 13,834 total, 6,144 in this make and model, 53 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20140103000039I

## Narrative

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

>>PILOT STATEMENT<<

AFTER REACHING A CRUISE ALTITUDE OF 4000 ON AN IFR FLIGHT THE AUTOPILOT BEGAN TO MALFUNCTION. THE FIRST THING I OBSERVED WAS THE COMMAND BARS ON THE FLIGHT DIRECTOR GOING OUT OF VIEW AND ALTITUDE STARTING TO GRADUALLY DESCEND. AT THIS POINT I ATTEMPTED TO CORRECT THE ALTITUDE. THE ELECTRIC TRIM STARTED TO RUN NOSE DOWN AND THE AIRCRAFT STARTED A DESCENT. I ATTEMPTED TO DISCONNECT THE AUTOPILOT AND ELECTRIC TRIM WITH THE CONTROL SWITCHES AND THE RED DISCONNECT SWITCH. NONE OF THIS HAD ANY EFFECT AND THE AIRCRAFT KEPT TRIMMING NOSE DOWN AS I TRIED TO PULL BACK ON THE YOKE TO CORRECT THE ALTITUDE. WITH THE TURBULENCE AND CONDITIONS I WAS UNABLE TO REACH THE AUTOPILOT CIRCUIT BREAKER AND ELECTRIC TRIM CIRCUIT BREAKERS. AT THIS POINT I WAS UNABLE TO STOP THE DESCENT, BUT COULD SLOW IT WITH BACK PRESSURE ON THE YOKE. AT APPROXIMATELY 2500 FEET I REGAINED OUTSIDE VISUAL REFERENCES AND CONTINUED TRYING PROCEDURES TO DISCONNECT THE ELECTRIC TRIM. WHEN ALL OF THE PROCEDURES HAD FAILED I ELECTED TO SHUT OFF THE AVIONICS MASTER SWITCH AT APPROXIMATELY 1000 FEET THIS BROUGHT ME DOWN TO AN ALTITUDE OF APPROXIMATELY 500 FEET ON THE DESCENT RECOVERY. SHUTTING OFF THE AVIONICS MASTER SWITCH DISCONNECTED THE TRIM AND I WAS ABLE TO

MANUALLY RE-TRIM THE AIRCRAFT TO A POSITIVE ATTITUDE AND CONTACT APPROACH CONTROL. I HAD HEARD APPROACH CONTROL TRYING TO CONTACT ME, BUT DUE TO THE NATURE OF THE SITUATION AND IN THE INTEREST OF SAFETY I CHOSE TO CONTROL THE AIRCRAFT FIRST.

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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