What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On January 8, 2016, at approximately 0900, the aircraft was repositioning from dtl to FAR. On climb-out from dtl the left engine ?fuel pressure low? Light had flickered. The left engine ?fuel pressure low? Light then came on steady and the fuel pumps were reset which extinguished the caution lights. While troubleshooting the aircraft left engine surging (level at 5000 feet), the autopilot caused a 180 degree turn with a discontinuity on the PFD?s as well as a copilot heading discontinuity. On the initial descent to FAR, the left engine ?fuel pressure low? Light came on for a second time along with a left engine ?fuel transfer pump fail?. The pilot declared an emergency at that time. The left engine continued to surge, but engine gage indications appeared normal. The pilot did not feather the engine because it was still making power, but stated that he did expect a left engine failure to occur.
On the ILS approach to runway 36 in FAR, the localizer course line did not move and the PFD?s had a heading discontinuity, which resulted in a missed approach. The second approach was successful (GPS approach); however, approximately 3/8 inch of ice had accumulated between approximately 4000 feet and 1100 feet on descent. Upon exiting IMC, the pilot noted he was at approximately 120 knots airspeed and added full flaps and reduced power to attain 100 knots ref speed. On final approach with flaps down, the last airspeed indication noticed by the pilot was 110 knots during the landing round out. At approximately 10 feet, the ?bottom fell out? And landed hard. No stall warning was heard. During rollout and taxi, the pilot knew he had landed hard and found the rudder hard to move. He did not know the left prop had encountered a prop strike and the left main gear door was damaged until he had exited the aircraft. This was the aircrafts first flight out of maintenance phase 2 and 3. The pilot sustained no injuries.
This form 8020-23 has been amended to change this incident to an accident due to spar dmage found by maintenance.
As the FAA filed it
ON JANUARY 8, 2016, AT APPROXIMATELY 0900, THE AIRCRAFT WAS REPOSITIONING FROM DTL TO FAR. ON CLIMB-OUT FROM DTL THE LEFT ENGINE ?FUEL PRESSURE LOW? LIGHT HAD FLICKERED. THE LEFT ENGINE ?FUEL PRESSURE LOW? LIGHT THEN CAME ON STEADY AND THE FUEL PUMPS WERE RESET WHICH EXTINGUISHED THE CAUTION LIGHTS. WHILE TROUBLESHOOTING THE AIRCRAFT LEFT ENGINE SURGING (LEVEL AT 5000 FEET), THE AUTOPILOT CAUSED A 180 DEGREE TURN WITH A DISCONTINUITY ON THE PFD?S AS WELL AS A COPILOT HEADING DISCONTINUITY. ON THE INITIAL DESCENT TO FAR, THE LEFT ENGINE ?FUEL PRESSURE LOW? LIGHT CAME ON FOR A SECOND TIME ALONG WITH A LEFT ENGINE ?FUEL TRANSFER PUMP FAIL?. THE PILOT DECLARED AN EMERGENCY AT THAT TIME. THE LEFT ENGINE CONTINUED TO SURGE, BUT ENGINE GAGE INDICATIONS APPEARED NORMAL. THE PILOT DID NOT FEATHER THE ENGINE BECAUSE IT WAS STILL MAKING POWER, BUT STATED THAT HE DID EXPECT A LEFT ENGINE FAILURE TO OCCUR.
ON THE ILS APPROACH TO RUNWAY 36 IN FAR, THE LOCALIZER COURSE LINE DID NOT MOVE AND THE PFD?S HAD A HEADING DISCONTINUITY, WHICH RESULTED IN A MISSED APPROACH. THE SECOND APPROACH WAS SUCCESSFUL (GPS APPROACH); HOWEVER, APPROXIMATELY 3/8 INCH OF ICE HAD ACCUMULATED BETWEEN APPROXIMATELY 4000 FEET AND 1100 FEET ON DESCENT. UPON EXITING IMC, THE PILOT NOTED HE WAS AT APPROXIMATELY 120 KNOTS AIRSPEED AND ADDED FULL FLAPS AND REDUCED POWER TO ATTAIN 100 KNOTS REF SPEED. ON FINAL APPROACH WITH FLAPS DOWN, THE LAST AIRSPEED INDICATION NOTICED BY THE PILOT WAS 110 KNOTS DURING THE LANDING ROUND OUT. AT APPROXIMATELY 10 FEET, THE ?BOTTOM FELL OUT? AND LANDED HARD. NO STALL WARNING WAS HEARD. DURING ROLLOUT AND TAXI, THE PILOT KNEW HE HAD LANDED HARD AND FOUND THE RUDDER HARD TO MOVE. HE DID NOT KNOW THE LEFT PROP HAD ENCOUNTERED A PROP STRIKE AND THE LEFT MAIN GEAR DOOR WAS DAMAGED UNTIL HE HAD EXITED THE AIRCRAFT. THIS WAS THE AIRCRAFTS FIRST FLIGHT OUT OF MAINTENANCE PHASE 2 AND 3. THE PILOT SUSTAINED NO INJURIES.
THIS FORM 8020-23 HAS BEEN AMENDED TO CHANGE THIS INCIDENT TO AN ACCIDENT DUE TO SPAR DMAGE FOUND BY MAINTENANCE.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N779CC · 1
Matched to the same aircraft by N-number and date.