# Incident 20181206023289I: Beech C-99, Medford, OR, December 6, 2018

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 6, 2018, 08:56 local time
- Place: Medford, OR
- Airport: Rogue Valley International - Medford
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: Air taxi and commuter (Part 135)
- Operator: JIKA
- Location: 42.3750° N, 122.8733° W: Placed by OpenAirDocs at ROGUE VALLEY INTL/MEDFORD (MFR), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=42.3750&lon=-122.8733&mi=10
- Aircraft: N81820, registered now (https://openairdocs.org/aircraft/N81820) (OpenAirDocs)
- Registry model: Beech C-99 (registry code 1154006, https://openairdocs.org/model/beech-c-99) (OpenAirDocs)
- Registry engine: Pratt & Whitney PT6A series (registry code 52032, https://openairdocs.org/engine/pratt-whitney-pt6a-series) (OpenAirDocs)
- Reported make and model: BEECH C-99
- Reported engine: P&W PT6A SER
- People aboard: 2
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport, flight instructor
- Pilot flight hours: 11,410 total, 956 in this make and model, 90 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20181206023289I

## Narrative

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

FLIGHT ORIGINATED FROM PORTLAND INTERNATIONAL (KPDX), AT APPROXIMATELY 0750, EN ROUTE TO ROGUE VALLEY INTERNATIONAL ? MEDFORD (KMFR), ON A REVENUE, CARGO ONLY FLIGHT.  THE PILOT IN COMMAND (PILOT NOT FLYING), A COMPANY CHECK-PILOT, WAS CONDUCTING A COMPANY FLIGHT CHECK OF A NEW PILOT (PILOT FLYING), WHO WAS IN THE LEFT SEAT DURING THE FLIGHT.

UPON APPROACH TO KMFR, THE AIRCRAFT WAS CLEARED TO LAND RUNWAY 32.  THE PILOT FLYING REQUESTED A STRAIGHT-IN APPROACH TO RUNWAY 14 INSTEAD, WHICH WAS SUBSEQUENTLY CLEARED BY ATC.  BOTH PILOTS STATED THEIR INITIAL ALTITUDE WAS TOO HIGH FOR A STRAIGHT IN APPROACH TO 14 AND DECIDED TO CONDUCT A NO-FLAP LANDING IN AN EFFORT TO RAPIDLY REDUCE ALTITUDE.  WIND WAS LIGHT AND VISIBILITY CLEAR AT KMFR.

PILOT SILENCED THE GEAR HORN ON APPROACH DUE TO THE FLAP UP SETTING AND OPERATION ABOVE GEAR DOWN SPEED.

THE PILOT FLYING, UNDER OBSERVATION OF THE PILOT IN COMMAND, CONDUCTED THE AMERIFLIGHT ABBREVIATED ABNORMAL PROCEDURES CHECK LIST, HOWEVER, BOTH PILOTS FAILED TO CONDUCT THE NORMAL BEFORE LANDING CHECK, AND DID NOT NOTICE THAT THE MLG CONTROL WAS IN THE UP POSITION AND THAT MLG POSITION INDICATOR LIGHTS WERE NOT GREEN.

ADDITIONALLY, BOTH PILOTS STATED THEY FAILED TO CONDUCT THE 1000 FOOT CALL OUT, WHICH INCLUDES FINAL APPROACH CHECK OF LANDING GEAR POSITION, SPEED AND POWER SETTINGS.

WITH THE LANDING GEAR IN THE UP POSITION AND THE GEAR HORN SILENCED, THE AIRCRAFT TOUCHED DOWN AT KMFR, SLIDING ON THE CARGO-POD, COMING TO REST ON THE RUNWAY.  THE AIRCRAFT SUSTAINED MINOR DAMAGE TO THE CARGO POD, PROPS, AND ENGINE GEAR BOXES.

A REVIEW OF AMERIFLIGHT ABBREVIATED ABNORMAL PROCEDURES CHECKLIST REVEALED THE ZERO FLAP LANDING PROCEDURES DOES NOT CONTAIN A GEAR DOWN CHECK.  BOTH PILOTS STATED THEY HAD ADEQUATE REST PRIOR TO THE FLIGHT, WITH 5-7 HOURS OF SLEEP EACH.

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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