N8811A

BEECH B35 Minor injury Part 91 — operator not named in the NTSB record

ATA 7200

Part: ENGINE — SHUTDOWN (RIGHT) · airframe 6,968 hrs · 5,258 cycles

(PART 91) AFTER DEPARTING MIA, CLIMBING THROUGH FL 220 WITH MAX CONTINUOUS THRUST, THE RIGHT ENGINE ROLLED BACK AND SHUT ITSELF DOWN. CREW LEVELED OFF AT FL 250 TO ASSESS SITUATION. CREW THEN DECLARED AN EMERGENCY AND REQUESTED VECTORS TO BCT AIRPORT. CREW PERFORMED ENGINE FAILURE AND SHUTDOWN CHECKLISTS AND SUCCESSFULLY PERFORMED A STARTER ASSISTED RESTART. CREW PROCEEDED TO BCT AND LANDED UNEVENTFULLY. AIRCRAFT CURRENTLY IN MAINTENANCE FOR CORRECTIVE ACTION.

ATA 5540

Part: STOP FITTING — CRACKED (RUDDER) · airframe 6,722 hrs · 5,105 cycles

DURING WALK AROUND INSPECTION OF THE AIRCRAFT IT WAS NOTED THAT WIND GUSTS HAD BEEN SLAPPING THE RUDDER FULL TRAVEL FROM STOP TO STOP DAMAGING THE RUDDER AND OVERTRAVEL CAUSED DAMAGE TO THE STOP BLOCK AND SUPPORT BRACKET.

ATA 3220

Part: UNKNOWN — WORN (NLG) · airframe 5,825 hrs · 4,559 cycles

AT APPROXIMATELY 0815L, AIRCRAFT DEPARTED KFXE UNDER CALL SIGN "HPJ81" (HOP-A-JET), UNDER FAR PART 91 OPERATION. AFTER ROTATION AND POSITIVE RATE, THE GEAR WAS SELECTED UP. THE MAIN GEARS RETRACTED PROPERLY, BUT THE NOSE WHEEL INDICATED "UNSAFE" WITH ONE RED LIGHT. RE-CYCLED THE LANDING GEAR DOWN ONCE, AND IT INDICATED THREE SAFE LANDING GEAR (THREE GREEN), NO RED "UNSAFE" LIGHTS. AIRCRAFT WAS OVERWEIGHT FOR LANDING, PILOTS DECIDED TO PROCEED ON COURSE WITH THE GEAR DOWN. AT THIS POINT, PILOTS HAD SURMISED IT WAS A MINOR PROBLEM WITH THE ALIGNMENT OF THE NOSE WHEEL THAT COULD BE FIXED AT THE NEXT AIRPORT REACHED AFTER ATTAINING LANDING WEIGHT. PILOTS CONTINUED NORTH TO KDAB. UPON ARRIVAL AT KDAB, PILOTS DECIDED TO HAVE THE TOWER VISUALLY INSPECT AIRCRAFT LANDING GEAR FOR THE ORIENTATION OF THE NOSE WHEEL. AFTER THE FIRST PASS THEY INDICATED THE NOSE WHEEL LOOKED OFF "30 OR 40 DEGREES". PILOTS DID ANOTHER LOW APPROACH, AND (TOWER) THEN INDICATED IT APPEARED TO BE TURNED "90 DEGREES, PERPENDICULAR TO THE LONGITUDINAL AXIS". AFTER THIS, PILOTS/AIRCRAFT WENT OFFSHORE A FEW MILES AND ORBITED IN VMC CONDITIONS WHILE RUNNING VARIOUS CHECKLISTS, SPOKE WITH THE DIRECTOR OF OPERATIONS AND MAINT TECH'S, AND EXECUTED SOME TROUBLESHOOTING PROCEDURES. AFTER, PILOTS TRIED SEVERAL PROCEDURES; PILOTS EXECUTED ANOTHER LOW APPROACH AT KDAB. (TOWER) REPORTED THE ORIENTATION OF THE NOSE WHEEL HAD NOT CHANGED. PILOTS/AIRCRAFT THEN WENT OUT OVER THE WATER AGAIN AND ORBITED. PILOTS BRIEFED THE PASSENGERS FOR AN EMERGENCY LANDING AND EVACUATION (IF NECESSARY), BRIEFED THE LANDING AMONG THE CREW, DECLARED AN EMERGENCY AND TOLD KDAB OF INTENTIONS TO MAKE AN EMERGENCY LANDING WITH THE NOSE WHEEL TURNED 90 DEGREES.

ATA 3220

Part: LANDING GEAR — DAMAGED (NLG)

SUSPECT INDUCED DAMAGE TO NLG ASSY FROM USE OF "ELECTRO TUG" NLG EXPERIENCED LOSS OF NITROGEN CHARGE, SCORING DAMAGE TO CHROME PISTON, AND LOSS OF NOSE WHEEL STEERING DUE TO NLG POSITION FOLLOW UPS SHAFTS BENT. SECONDARY DAMAGE APPEARS TO HAVE OCCURRED TO CENTERING CAMS. THIS CONDITION MAY HAVE CONTRIBUTED TO AN UN-SAFE GEAR INDICATION AND SUBSEQUENT EMERGENCY LANDING DUE TO THE NOSE WHEEL BEING OFF CENTER. THIS IS NOT THE FIRST INCIDENT WHERE THE USE OF AN "ELECTRO TUG" HAS CAUSED THE RELEASE OF THE NITROGEN CHARGE, IT IS HOWEVER OUR FIRST EXPERIENCE WHERE IT APPEARS THAT DAMAGE HAS OCCURRED FROM THE USE OF AN " ELECTRO TUG". THESE TUGS USE A STRAPPING SYSTEM WHICH IS TIGHTENED TO LOCK THE NLG ONTO A SKID SYS. IT IS OUR BELIEF THAT THE OPERATOR OF THE TUG CAN EASILY OVER TIGHTEN THE STRAPPING SYS THUS INDUCING DAMAGE TO THE NLG. INVESTIGATE WITH OTHER OPERATORS, THEIR EXPERIENCE WITH "ELECRO TUGS" NEED TO BE MODIFIED OR OPERATED CORRECTLY.

ATA 2434

Part: GENERATOR — FAILED · airframe 5,115 hrs · 4,098 cycles

PILOT REPORTED VIBRATION FOLLOWED BY GENERATOR LOAD DROPPING TO 0 AND GENERATOR FAIL LIGHT COMING ON. VIBRATION CONTINUED AND WAS INCREASING IN INTENSITY. MADE A PRECAUTIONARY LANDING.