# Incident 20161017020379I: Cessna 208, Fort Lauderdale, FL, October 17, 2016

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 17, 2016, 09:27 local time
- Place: Fort Lauderdale, FL
- Airport: Hollywood Fort Lauderdale Inte
- Damage: Minor damage
- Phase of flight: Takeoff: Climb Out
- Operating rules: Air taxi and commuter (Part 135)
- Operator: HYIA
- Location: 26.1223° N, 80.1434° W: Placed by OpenAirDocs: center of Fort Lauderdale, FL, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=26.1223&lon=-80.1434&mi=10
- Aircraft: N188SF (not matched to a registry record)
- Reported make and model: CESSNA 208
- Reported engine: P&W CANADA PT6A-114A
- People aboard: 3
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 20,000 total, 300 in this make and model, 300 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20161017020379I

## Narrative

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

PILOT STATEMENT

I TOOK OFF OF RUNWAY 10L AT KFLL AND WE WERE INTENDING TO FLY TO BIMINI. WHEN I RETRACTED THE LANDING GEAR THERE WAS A LOUD METALLIC BANG SOUND AND WE OBSERVED THAT THE BLUE RIGHT MAIN LANDING LIGHT INDICATOR DID NOT ILLUMINATE. WE ATTEMPTED TO RECYCLE THE GEAR AND OBSERVED THAT NEITHER THE GREEN OR THE BLUE RIGHT MAIN LANDING GEAR LIGHT WOULD ILLUMINATE. WE THEN NOTIFIED THE TOWER AT FLL THAT WE HAD AN INDICATION PROBLEM AND WOULD BE ORBITING JUST OFF THE COST AND JUST SOUTH OF THE FIELD TO SEE IF WE COULD RESOLVE THE PROBLEM. THE TOWER AGREED AND WE PROCEEDED TO RUN THE EMERGENCY CHECKLISTS WE WERE UNABLE TO EITHER PUMP THE GEAR UP OR DOWN AND GET A SAFE GEAR INDICATION. AFTER A CONVERSATION WITH MAINTENANCE IN HYANNIS WE DECIDED IT BEST TO DECLARE AN EMERGENCY AND RETURN TO FLL. I DECLARED AN EMERGENCY AND REQUESTED 10L THAT WOULD PUT THE AIRCRAFT CLOSE TO OUR HANGERS ON THE FIELD. THE CO-PILOT AND I DISCUSSED OUR OPINIONS AS TO WHAT TYPE OF LANDING WE WOULD DO AND CAME UP WITH AN AGREEMENT AS TO WHAT WOULD BE THE SAFEST WAY TO LAND THE AIRCRAFT. I MADE THE FINAL DECISION AS TO HOW WE WOULD LAND THAT WE WERE BOTH SATISFIED WITH AND THAT I COULD EXECUTE SAFELY. WE ONCE AGAIN PREFORMED THE GEAR UP EMERGENCY CHECKLIST AS WE NOW HAD DECIDED TO LAND ON THE FLOAT SKIDS WITH THE GEAR UP, BECAUSE WE DID NOT KNOW THE POSITION OF THE RIGHT MAIN GEAR. I SPOKE TO THE PASSENGER PERSONALLY THIS TIME AS SHE HAD ALREADY BEEN BRIEFED BY THE CO-PILOT AND WE COMMENCED THE APPROACH TO LAND. THE LANDING WAS COMPLETED IN ACCORDANCE WITH THE SPECIFIED LANDING ON A HARD SURFACE ON THE FLOATS AS RECOMMENDED BY WIPLINE THE FLOAT MANUFACTURER. THE LANDING WENT WELL AND I EXECUTED THE SHUTDOWN CHECKLIST AS THE CO-PILOT EXECUTED EMERGENCY EVACUATION PROCEDURE WITH THE PASSENGER AS SPECIFIED IN THE QRH.

AFTER INVESTIGATION THE ABOVE STATEMENT WAS DEEMED ACCURATE.

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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