N33PJ
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
No NTSB accidents or incidents on file for this aircraft.
Maintenance disclosures
WE TOOK OFF FROM 30C AT KIWA TO KSTS, WHERE OUR RT MAIN LANDING GEAR TIRE BLEW AFTER PASSING V1 AND CROSSED FROM THE CONCRETE PORTION OF THE RUNWAY TO THE ASPHALT. OUR TAKEOFF WEIGHT WAS 12,500LBS, THE WEATHER WAS VFR AND WE HAD FOUR PASSENGERS ON BOARD. ON TAKEOFF, WE FELT A THUMP IMMEDIATELY FOLLOWED BY VIBRATION AND THE PLANE YAWING TO THE RIGHT. WE BECAME AIRBORNE AS WE WERE ALREADY COMMITTED TO THE TAKEOFF THEN ADVISED THE TOWER WE HAD AN ISSUE AND NEEDED TO RETURN FOR A LOW APPROACH TO HAVE THEM VISUALLY CONFIRM OUR TIRE WAS BLOWN. WE REQUESTED A LOW APPROACH WITH THE GEAR EXTENDED, TOWER CONFIRMED OUR RT TIRE WAS GONE SO WE REQUESTED VECTORS TO BURN OFF FUEL AND WOULD ADVISE WHEN WE WERE READY TO COME BACK IN AND LAND. ONCE ESTABLISHED IN DELAY VECTORS WE ADVISED COMPANY WE HAD AN ISSUE AND SOUGHT ADDITIONAL INPUT FROM ANOTHER COMPANY PILOT AS TO ANY ADDITIONAL SUGGESTIONS FOR LANDING. I DECIDED I WANTED TO BE AS LIGHT AS POSSIBLE AND SHUT DOWN ALL ENGINES AND SYSTEMS JUST AFTER LANDING. THE 9,500 RUNWAY OF 30R (OUR INTENDED RUNWAY) WAS MORE THAN ADEQUATE FOR A NORMAL LANDING. APPROACH VECTORED US FOR A STRAIGHT IN ON 30R WHERE EMERGENCY VEHICLES WERE STANDING BY. WE TOUCHED DOWN AS LIGHTLY AS POSSIBLE SLIGHTLY LEFT OF CENTERLINE TO MAXIMIZE THE AVAILABLE 150â WIDTH OF THE RUNWAY IN CASE OF DIRECTIONAL ISSUES, ACTIVATED THE LIFT DUMP, AND APPLIED LIGHT BRAKING. NOSE WHEEL STEERING WAS EFFECTIVE FOR AIRCRAFT CONTROL.
CREW REPORTS ROLL CONTROL STIFF OR BINDING ON APPROACH. FOUND RIGHT AILERON ACTUATOR CAUSING PROBLEM. SYSTEM CHECKED FREE UNTIL HYDRAULIC PRESSURE APPLIED, THEN RESTRICTION NOTICED UPON QUICK APPLICATION OF INPUT. UNIT CURE DATE OF 4Q77, TNS/TSO UNK 15150.4 ACTT, 10479 LDGS.
THE VALVE DESCRIBED AT LEFT, WAS INSTALLED DUE TO THE UNIT INSTALLED PRIOR HAVING AN EXTERNAL LEAK. DURING INSTALLATION THE VALVE WAS ADJUSTED TO THE SPECIFICATION DESCRIBED IN THE CMP CODE (ATA CODE) ABOVE. THE AIRCRAFT WAS THEN PUT THROUGH A GEAR SWING (10) TEN TIMES WITH THE UNIT OPERATING NORMALLY. THE AIRCRAFT AND PART DESCRIBED WERE INSPECTED AND THE AIRCRAFT DISPATCHED.