# NTSB FTW96IA080: Beech 1900C, N39019, Denver, CO, December 25, 1995 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: December 25, 1995, 14:19 local (21:19 UTC) - Place: Denver, CO - Coordinates: 39.789855, -104.959442 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.7899&lon=-104.9594&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 21 uninjured - Status: Completed, report June 6, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 19669 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW96IA080 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19669/pdf - Page: https://openairdocs.org/ntsb/FTW96IA080 ## Probable cause failure by the outside contractor to perform adequate maintenance, and failure by the operator to perform an adequate inspection. ## Analysis During landing flare, the elevator jammed. The pilot continued the landing using elevator trim to adjust nose attitude. Investigation revealed that an elevator counterweight bolt had backed out and jammed the elevators. The aircraft was on its first trip after being painted by an outside contractor and undergoing a return-to-service inspection by the operator. ## Factual narrative On December 25, 1995, at 1419 mountain standard time, a Beech 1900C, N39019, owned by Beech Acceptance Corporation and operating as Continental Express Flight 2116 from Grand Island, Nebraska, to Denver, Colorado, with an en route stop at McCook, Nebraska, had the elevator jam during landing flare at Denver International Airport. There were no injuries to the 19 passengers or 2 crewmembers and no damage to the aircraft. The flight was operating under Title 14 CFR Part 135 when the incident occurred and a company VFR flight plan was filed. The flight departed McCook, Nebraska, at 1510. The aircraft was on the second leg of its first flight after being painted and undergoing RII inspection. N39019 was picked up from Jet Center, in Hondo, Texas, at night, and flown to the company maintenance facility at Grand Island where the inspection was conducted prior to return to service. According to the pilot, during the landing flare, the elevator jammed, limiting travel to about three inches. The pilot continued the landing using the elevator trim. Inspection revealed that an elevator counter balance weight cover plate bolt had backed out limiting the travel of the elevators. According to the personnel at Jet Center in Hondo, Texas, they were assigned to scuff/sand the existing paint, apply a new top coat, and to balance according to the service manual. They were furnished with Beechcraft Maintenance Manual sections 55-20 and 55-00. According to Jet Center, no one remembers removing any counter weight, but they did add weight to the rudder. There was no record of work on the elevator counter balance weights. It was also stated that the aircraft was never reweighed. Of the material reviewed by the NTSB, sections 27-30-00 and 55-0-00 of the Beechcraft Maintenance Manual, only section 27-30-00 states to rebalance the elevator after painting or other work. Jet Center was furnished with the instructions on procedures to rebalance the elevators after painting. Though the section of the manual that requires rebalancing the elevator after painting (and other maintenance) was not furnished to Jet Center, the instructions to rebalance were included in the contract. However, the contract only stated to paint and rebalance. No description of what to rebalance was indicated. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, landing - flare/touchdown - flight control,elevator attachment - loose part/bolt/nut/clamp/etc (cause) - maintenance - inadequate, other maintenance personnel (cause) - maintenance,inspection - inadequate, company maintenance personnel (cause) - flight control,elevator - jammed ## Aircraft - Registration: N39019 (not matched to a registry record) - Reported make and model: Beech 1900C - Category: Airplane - Serial number: UC-39 - Airframe hours: 15906 - Engines: P&W PT6-A65B 715 horsepower turbo prop - Damage: No damage - Flight: Part 135 - Operator: G. P. Express, doing business as Continental Express - Registered owner: Beech Acceptance Corportation - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, December 15, 1995, 7 hours before - Departed: MCK, MCCOOK, NE - Destination: DIA - Flight plan: Company VFR - Airport: DEN, Denver International, runway 16, 12,000 × 150 ft, concrete ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; flight instructor, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 6,500 total, 2,500 in this make and model, 6,000 as pilot in command, 225 in the last 90 days, 7 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 48 °F, dew point 14 °F - Altimeter: 30.00 inHg - Observed at: DIA, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 19951225046489I](https://openairdocs.org/incident/19951225046489I), Dec 25, 1995: Beech 1900C, Denver, CO. Narrative: on December 25, 1995, a Beech 1900C, N39019, operating as Continental express, had the elevator jam during landing flare at Denver International… 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.