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20180420014849I

Incident · Minor damage
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FAA incident report · Mcdonnell Douglas MD-88 · Savannah, GA · April 20, 2018

FAA Aviation Safety Information Portal

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Date
April 20, 2018 · 16:35 local
Place
Savannah, GA
Airport
Savannah Hilton Head Internati
Phase of flight
Landing: Approach
Operating rules
Air carrier (Part 121)
Operator
WX0A
Damage
Minor damage
Aircraft
N412NV
Reported as
Mcdonnell Douglas MD-88
Reported engine
Pratt & Whitney JT8D-219
People aboard
136
Fatal injuries
0
Other injuries
0
N412NVRegistration cancelled Mar 20, 2019 · Mcdonnell Douglas MD-88S/N 49759 · Built 1989Airframe modelMcdonnell Douglas MD-88Engine modelPratt & Whitney JT8D-219Turbo-fan

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry 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.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Pf=CA, pm=fo. Auto pilot was disconnected at approximately 1000'. Winds were calm. The captain was only making minor corrections with the ailerons. As he moved the controls more, it felt like the yoke was hitting the first officer's knees. He asked the fo if he was, and the fo stated no. as they were approaching about 200', a little more aileron was required. This is when the captain realized that the aileron had jammed. It would only move about 2-5 degrees. With very little wind, the captain was still comfortable with making a safe, smooth landing on the centerline. He considered a go-around, but felt landing now was safest since he was centered to the runway. After landing, at taxi speed, both pilots pulled down yoke really firmly and the control finally let loose. The captain let the yoke go back to neutral where it then stuck again. They did the same procedure to dislodge the aileron again and got it unstuck. This time the yoke was stiff and did not return to neutral. After getting to the gate the crew did a windshear test with the autopilot on as this indicates a turn to left and right. The autopilot would not stay on. The captain contacted dispatch and moc to discuss. He then made a maintenance log ent

As the FAA filed it

PF=CA, PM=FO. AUTO PILOT WAS DISCONNECTED AT APPROXIMATELY 1000'. WINDS WERE CALM. THE CAPTAIN WAS ONLY MAKING MINOR CORRECTIONS WITH THE AILERONS. AS HE MOVED THE CONTROLS MORE, IT FELT LIKE THE YOKE WAS HITTING THE FIRST OFFICER'S KNEES. HE ASKED THE FO IF HE WAS, AND THE FO STATED NO. AS THEY WERE APPROACHING ABOUT 200', A LITTLE MORE AILERON WAS REQUIRED. THIS IS WHEN THE CAPTAIN REALIZED THAT THE AILERON HAD JAMMED. IT WOULD ONLY MOVE ABOUT 2-5 DEGREES. WITH VERY LITTLE WIND, THE CAPTAIN WAS STILL COMFORTABLE WITH MAKING A SAFE, SMOOTH LANDING ON THE CENTERLINE. HE CONSIDERED A GO-AROUND, BUT FELT LANDING NOW WAS SAFEST SINCE HE WAS CENTERED TO THE RUNWAY. AFTER LANDING, AT TAXI SPEED, BOTH PILOTS PULLED DOWN YOKE REALLY FIRMLY AND THE CONTROL FINALLY LET LOOSE. THE CAPTAIN LET THE YOKE GO BACK TO NEUTRAL WHERE IT THEN STUCK AGAIN. THEY DID THE SAME PROCEDURE TO DISLODGE THE AILERON AGAIN AND GOT IT UNSTUCK. THIS TIME THE YOKE WAS STIFF AND DID NOT RETURN TO NEUTRAL. AFTER GETTING TO THE GATE THE CREW DID A WINDSHEAR TEST WITH THE AUTOPILOT ON AS THIS INDICATES A TURN TO LEFT AND RIGHT. THE AUTOPILOT WOULD NOT STAY ON. THE CAPTAIN CONTACTED DISPATCH AND MOC TO DISCUSS. HE THEN MADE A MAINTENANCE LOG ENT