N96PB

Embraer EMB-110P1 Fatal injury Part 135 — PROVINCETOWN BOSTON AIRLINES

Operated by PROVINCETOWN-BOSTON AIRLINES (per NTSB report)

ATA 3242

Part: PUMP — FAILED · airframe 7,202 hrs · 4,378 cycles

THE AIRCRAFT LANDED ON RUNWAY 20R AT KSNA UNDER VISUAL METEOROLOGICAL CONDITIONS. NORMAL BRAKING WAS AVAILABLE DURING THE LANDING ROLL USING THE PRIMARY HYDRAULIC BRAKING SYSTEM. THE AIRCRAFT EXITED THE RUNWAY AT TAXIWAY ECHO AND TURNED LEFT ONTO TAXIWAY ALPHA. IMMEDIATELY AFTER THE TURN ONTO TAXIWAY ALPHA, THE “PWR BRK LOW PRESS” ANNUNCIATOR ILLUMINATED, AND A COMPLETE LOSS OF PRIMARY HYDRAULIC BRAKING WAS OBSERVED. THE BACKUP BRAKING SYSTEM (PNEUMATIC NITROGEN) WAS IMMEDIATELY SELECTED AND USED TO ARREST FORWARD MOTION. TO ENSURE THE AIRCRAFT CAME TO A COMPLETE STOP AND TO PREVENT FURTHER MOVEMENT, BOTH ENGINES WERE SUBSEQUENTLY SHUT DOWN. ALL EXTERIOR LIGHTS WERE LEFT ON. KSNA GROUND CONTROL WAS ADVISED THAT THE AIRCRAFT HAD LOST PRIMARY BRAKING, WAS OPERATING ON THE BACKUP BRAKING SYSTEM ONLY, AND WOULD REQUIRE TOWING ASSISTANCE TO THE RAMP. APPROXIMATELY 10 MINUTES LATER, ACI NORTH ARRIVED, AND THE AIRCRAFT WAS SECURELY ATTACHED TO THE TUG. AFTER THE AIRCRAFT WAS ATTACHED TO THE TUG, PASSENGERS WERE ADVISED OF A BRAKING SYSTEM MALFUNCTION AND INFORMED THAT THE AIRCRAFT WOULD BE TOWED TO THE RAMP, RESULTING IN A SLIGHT DELAY TO ARRIVAL. THE AIRCRAFT WAS TOWED TO THE RAMP WITHOUT FURTHER INCIDENT. NO INJURIES OCCURRED. CREW ACTIONS EMPLOYED BACKUP PNEUMATIC BRAKING SYSTEM SHUT DOWN BOTH ENGINES TO PREVENT UNINTENDED MOVEMENT NOTIFIED GROUND CONTROL IMMEDIATELY COORDINATED TOWING ASSISTANCE BRIEFED PASSENGERS AFTER TUG ATTACHMENT

ATA 3260

Part: WARNING MESSAGE — ILLUMINATED (MLG) · airframe 6,424 hrs · 3,881 cycles

AT APPROXIMATELY 5:30PM, AS I LOWERED THE GEAR DOWN COMING INTO THE CRQ PATTERN, I NOTICED RH GREEN LANDING GEAR DOWNLOCK LIGHT DIDN’T COME ON. I BOTH CYCLED THE GEAR TWICE TO SEE IF ANYTHING WOULD CHANGE AND PUSHED IN THE GEAR LIGHT INDICATOR BOX AND STILL THE RH LIGHT WOULD NOT LIGHT UP. WE LET THE TOWER KNOW OUR SITUATION AND THEY OFFERED TO GIVE US A VISUAL INSPECTION IF WE DID A LOW FLY-BY. WE PREFORMED THE LOW FLY-BY AND THE TOWER CONFIRMED THE RH GEAR WAS DOWN FROM THEIR PERSPECTIVE. THEY OFFERED TO LET US COME BACK AROUND AND LAND BUT I DENIED THAT OPTION AND TOLD THEM WE’D WANTED TO GO OUT AND CIRCLE SOMEWHERE WHILE RUNNING THE CHECKLIST FIRST. WE STAYED ON TOWER’S FREQ AND FLEW OUT EAST NEAR THE 15 FREEWAY AND RAN THE CHECKLIST. WHILE IT MAY HAVE JUST BEEN A SIMPLE RH GEAR DOWNLOCK INDICATOR LIGHT BURNOUT, THE CHECKLIST CALLED FOR THE BLOW DOWN PROCEDURE AND OUT OF AN ABUNDANCE OF CAUTION, WE PERFORMED IT AS PRESCRIBED. WE THEN INFORMED THE TOWER -WHO HAD THE FIRETRUCKS AT THE READY ALONG THE RUNWAY- THAT WE WERE FINISHED AND RETURNED TO LAND AND TAXI IN UNEVENTFULLY. AS AN INTERESTING NOTE, I TURNED THE AVIONICS ON AGAIN ONCE WE WERE PARKED AT ATLANTIC CRQ AND CLEANING UP THE PLANE JUST TO SEE IF PERHAPS THE RH GEAR INDICATOR LIGHT STARTED WORKING AGAIN AND THIS TIME BOTH THE RH AND LH LANDING GEAR DOWNLOCK LIGHTS WOULDN’T COME ON.

ATA 2131

Part: CONTROL UNIT — FAILED (CABIN PRESSURE) · airframe 5,846 hrs · 3,539 cycles

CABIN WAS NOT PRESSURIZING DURING CLIMB, THE INDICATOR SHOWED CABIN ALTITUDE CLIMBING IN LINE WITH AIRPLANE CLIMB. CABIN ALT WARNING WENT ON AROUND 10,000 FEET.