# NTSB CEN13LA366: Israel Aircraft Industries 1124, N112EM, Cincinnati, OH, June 18, 2013 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 18, 2013, 11:25 local (15:25 UTC) - Place: Cincinnati, OH - Coordinates: 39.103332, -84.418609 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.1033&lon=-84.4186&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report June 2, 2014 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 87267 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN13LA366 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87267/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87267 - Page: https://openairdocs.org/ntsb/CEN13LA366 ## Probable cause Loss of control due to insufficient airspeed on takeoff and premature landing gear retraction, which resulted in the collapse of the left landing gear as the airplane impacted the runway. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: main landing gear](https://openairdocs.org/ntsb-findings/01023210): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-findings/01023210/cases.md?model=4500305), [All aircraft, 241 cases](https://openairdocs.org/ntsb-findings/01023210/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=4500305), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=4500305), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Performance/control parameters: airspeed](https://openairdocs.org/ntsb-findings/01062010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-findings/01062010/cases.md?model=4500305), [All aircraft, 1,681 cases](https://openairdocs.org/ntsb-findings/01062010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-events/090/sequence.md?model=4500305), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Takeoff: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-events/094/sequence.md?model=4500305), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Takeoff: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Israel Aircraft Industries 1125 WESTWIND ASTRA, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=4500305), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis The flight instructor and pilot were conducting initial training for a type certification. As the airplane touched down on the first landing, the flight instructor directed a touch-and-go landing. During takeoff, the airplane settled back to the runway and the right wingtip struck the runway, most likely due to insufficient airspeed. The airplane subsequently yawed left, the left main gear collapsed, and the airplane skidded to a stop on the runway. Examination and testing of the landing gear system revealed no anomalies. No damage occurred to the side or jury brace of the left main landing gear, which would be expected following a mechanical failure. Based on this lack of damage and no anomalies with the landing gear system, it is likely that the landing gear handle had been moved to the "up" position during the takeoff sequence. ## Factual narrative On June 18, 2013, about 1125 eastern daylight time, an Israel Aircraft Industries (IAI) 1124 airplane, N112EM, was substantially damaged following a landing gear collapse at Cincinnati Municipal Airport (KLUK), Cincinnati, Ohio. The flight instructor, pilot, and pilot-rated passenger did not report any injuries. The airplane was registered to and operated by E. Micah Aviation Incorporated under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed and no flight plan was filed. The local flight departed KLUK about 1045. According to the cockpit voice recorder (CVR), the pilot and flight instructor briefed an instrument landing system (ILS) approach to runway 21L at KLUK. The flight instructor requested two ILS approaches from air traffic control (ATC) and was given missed approach instructions. After contacting the KLUK control tower, the flight instructor requested and received clearance for the "option", which permits a touch-and-go, low approach, missed approach, stop-and-go, or full stop landing. The flight instructor verbally coached the student throughout the instrument approach, flare and landing. Although the student had flown more than 3,600 total flight hours, he was attempting his first landing in this airplane type and had not landed a high-performance or turbine powered airplane in several years. As the pilot was flaring the airplane to land, the CVR recorded a steady tone with the frequency of the 'trim movement' buzzer, which continued 8.5 seconds. Immediately after the airplane touched down, the flight instructor stated "no, no, no, we're not stopping". As the flight instructor was making this statement, at 1125:00, a half-second rumbling sound was recorded and the trim movement buzzer tone stopped. One second later, the student stated "okay, my bad". A half second later, at 1125:01.5, the CVR recorded a steady tone with the frequency of the gear warning horn, which continued until the end of the recording. At 1125:03, a 'thunk' sound was recorded, followed by a scraping noise. At 1125:07, the scraping noise restarted and continued for about 20 seconds. The background sound and scraping noise decreased in intensity over the 20 second period, similar to the airplane decelerating. The airplane came to a stop near the end of runway 21L with the left landing gear collapsed outward, since the IAI 1124 landing gear normally retracts outward. The airplane was hoisted up by airport personnel for recovery. While being raised, the left landing gear dropped, by gravity force alone, from a retracted position to a 'down and locked' position. No damage was observed to the left landing gear or its brace assemblies. Scrape damage consistent with runway contact was observed on the underside of the right wing, near the wingtip. Substantial damage had occurred to structural areas of the fuselage. The flight instructor stated that the airplane never lifted off the groundduring the touch-and-go sequence and thought a mechanical failure of the landing gear had occurred. The pilot was unsure of the sequence of events and stated that the flight instructor seemed to be rushing the touch-and-go sequence, as he perceived that ample runway and time existed to accelerate further prior to takeoff rotation. Neither the flight instructor nor pilot recalled moving the landing gear handle during the touch-and-go sequence. A pilot-rated passenger, who was seated aft of the pilot and flight instructor, stated that the landing was normal. When he heard the flight instructor's command to continue with a touch-and-go, he leaned back in his seat and no longer had a view into the cockpit area. The passenger observed the airplane become airborne for one or two seconds. While airborne, the airplane banked to the right and the right wing tip contacted the runway. The airplane subsequently yawed left and the left landing gear collapsed as the airplane contacted the runway. The passenger did not notice if the landing gear selector handle was moved during the touch-and-go sequence. A maintenance worker located at the departure end of the runway observed the airplane land normally, followed by a bank to the right and strike of the right wingtip. He then noticed the airplane yaw to the left and the left landing gear collapsed. Federal Aviation Administration (FAA) personnel examined and tested the landing gear. The landing gear hydraulically retracted 'outward' into the strut and wheel well, under the wing. The gear was locked in the 'up' position by means of a lock assembly located in each wheel well. In the 'down' position, the gear was locked and braced by side and jury brace assemblies. The airplane was placed on jacks and the landing gear was cycled several times, with no anomalies noted. No damage was observed to the landing gear or brace assemblies. The FAA conducted a second test of the landing gear to examine adjustment criteria called out in the IAI 1124 maintenance manual. The landing gear was again cycled several times, with no anomalies noted. The clearance was checked between the piston plunger end of the landing gear unlock cylinder and unlock tang on back of the upper jury brace. This measurement was correct, which ensured that the piston travel was correct. A review of manufacturer records and NTSB accident data did not reveal any similar landing gear incidents or accidents for IAI 1124 aircraft. The manufacturer stated that jury and/or side brace damage would be evident if the landing gear was down and locked during a collapse sequence. ## Aircraft - Registration: [N112EM](https://openairdocs.org/aircraft/N112EM), registered now, S/N 023, built 1988 (OpenAirDocs) - Reported make and model: ISRAEL AIRCRAFT INDUSTRIES 1124 - Registry model: [Israel Aircraft Industries 1125 WESTWIND ASTRA](https://openairdocs.org/model/israel-aircraft-industries-1125-westwind-astra) (registry code 4500305) (OpenAirDocs) - Registry engine: [Garrett TFE731-3](https://openairdocs.org/engine/garrett-tfe731-3) (registry code 29092, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 336 - Airframe hours: 7522 - Engines: GARRETT TFE 731 SER 3500 horsepower turbo fan; GARRETT TFE 731 SER 3500 horsepower turbo fan - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: E Micah Aviation Inc - Registered owner: E Micah Aviation Inc - Airworthiness certificate: Standard, Transport - Last inspection: AAIP, October 11, 2011 - Departed: KLUK, Cincinnati, OH - Destination: KLUK, Cincinnati, OH - Airport: KLUK, Cincinnati Municipal Airport, runway 21L, 6,101 × 150 ft, asphalt - Equipment: Stall warning system, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 69; injuries: none; flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review June 9, 2013; seat: right; restraint: 4-point; flight hours: 20,000 total, 3,000 in this make and model, 20,000 as pilot in command, 90 in the last 90 days, 30 in the last 30 days, 0 in the last 24 hours - Pilot; age 49; injuries: none; airline transport, flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review February 20, 2013; seat: left; restraint: 4-point; flight hours: 3,621 total, 0 in this make and model, 1,388 as pilot in command, 7 in the last 90 days, 7 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 6,500 ft broken - Temperature: 72 °F, dew point 66 °F - Altimeter: 29.93 inHg - Observed at: KLUK ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130618011329A](https://openairdocs.org/incident/20130618011329A), Jun 18, 2013: Israel Aircraft Industries 1124, Cincinnati, OH, Substantial damage. The instructor and student reported that the student was performing ILS instructional practice approaches to kluk rwy 21L. Approximately 10 seconds after… ## Docket (12 files) The files NTSB released with the investigation on April 9, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87267. 11.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Pilot (item 1, .PDF, 777 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411063&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Pilot-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 - Flight Instructor (item 2, .PDF, 126 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411064&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%20-%20Flight%20Instructor-Redacted.PDF - Interview with Pilot (item 3, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411065&FileExtension=.PDF&FileName=Interview%20with%20Pilot-Master.PDF - Interview with Flight Instructor (item 4, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411066&FileExtension=.PDF&FileName=Interview%20with%20Flight%20Instructor-Master.PDF - Interview with Pilot-Rated Passenger (item 5, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411067&FileExtension=.PDF&FileName=Interview%20with%20Pilot-Rated%20Passenger-Master.PDF - Interview with Airport Maintenance Worker (item 6, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411068&FileExtension=.PDF&FileName=Interview%20with%20Airport%20Maintenance%20Worker-Master.PDF - Landing Gear Description and Operation - IAI 1124 Maintenance Manual (item 7, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411069&FileExtension=.PDF&FileName=Landing%20Gear%20Description%20and%20Operation%20-%20IAI%201124%20Maintenance%20Manual-Master.PDF - FAA Landing Gear Examination and Testing (item 8, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411070&FileExtension=.PDF&FileName=FAA%20Landing%20Gear%20Examination%20and%20Testing-Redacted.PDF - Landing Gear History From IAI (item 9, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411071&FileExtension=.PDF&FileName=Landing%20Gear%20History%20From%20IAI-Redacted.PDF - Cockpit Voice Recorder (CVR) Report (item 10, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411074&FileExtension=.PDF&FileName=Cockpit%20Voice%20Recorder%20(CVR)%20Report-Master.PDF - Photo 1. Airplane with left landing gear colapsed (item 11, .PDF, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411072&FileExtension=.PDF&FileName=Photo%201.%20Airplane%20with%20left%20landing%20gear%20colapsed-Master.PDF - Photo 2. Right wing tip (item 12, .PDF, 5.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40411073&FileExtension=.PDF&FileName=Photo%202.%20Right%20wing%20tip-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.