SOUTH AFRICAN CIVIL AVIATION AUTHORITY Ref 0429 SOUTH AFRICAN CIVIL AVIATION AUTHORITY

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SOUTH AFRICAN CIVIL AVIATION AUTHORITY
AIRCRAFT INCIDENT REPORT AND EXECUTIVE SUMMARY
Aircraft Registration Type of Aircraft Pilot-in-command Licence Type Pilot-in-command Flying Experience Last point of departure Next point of intended landing ZS-FBT Date of Incident 16 August 2005 Type of Operation Age 63 20 796 Time of Incident Commercial Licence Valid Hours on Type Yes 2 000 1030Z Beech Baron 58 Airline Transport Total Flying Hours

Pinda Private Game Reserve, (Kwa-Zulu Natal) Jackleberry Game Lodge, (11nm Southeast of Air Force Base Hoedspruit)

Location of the incident site with reference to easily defined geographical points (GPS readings if possible) Runway 23, Jackleberry Game Lodge, (GPS: South 24° 30. 372’ East 031° 08. 641’, elevation ±1712 feet AMSL) Meteorological Information Number of people on board Surface wind: 150°/20kts, Temperature: 17°C, Cloud cover; Overcast 1500ft 1+4 No. of people injured 0 No. of people killed 0

Synopsis
The pilot, accompanied by four passengers departed Phinda Private Game Reserve, located in northern Kwa-Zulu Natal on a domestic charter flight to Jackleberry Game Lodge, which was located approximately 11nm southeast of Air Force Base, Hoedspruit. The duration of the flight was approximately 1 hour and 25 minutes. Once overhead the Jackleberry aerodrome, the pilot followed the unmanned aerodrome procedure by flying over the aerodrome and assessing the wind, which was reported to be 170°/20 knots by ATC (air traffic control at AFB Hoedspruit). The pilot assessed the wind at the aerodrome to be from a 150° heading at 20 knots. The runway orientation at Jackleberry was 05/23 and runway 23 was elected for landing. The pilot positioned the aircraft on a right down wind for Runway 23 and proceeded with his before landing vital actions, which included selecting the landing gear down. He mentioned that it was very turbulent at the time, which was worsened by the strong prevailing wind conditions, and he had to apply aileron trim after he had selected the landing gear down. Shortly before touch down an audio warning sounded in the cockpit. He interpreted it to be the stall warning and at no time perceive it to be the landing gear unsafe audio as he had already selected the landing gear down while he was positioned on down wind. Due to the strong cross wind and turbulent conditions, he concentrated on his approach and did not perform any final vital action checks by looking back into the cockpit to assess the landing gear selection. The aircraft touched down with the first contact marking on the runway being that of the right-hand aft step, followed by the left-hand propeller striking the runway surface some 17m further on, followed by the right-hand propeller. The aircraft skidded for a distance of approximately 213m on its belly before if came to halt on the right-hand side of the runway. At the time, there were three game rangers waiting for the guests to arrive at the aerodrome. The three rangers were interviewed, with one of them watching the aircraft while it descended for landing but he could not recall seeing the landing gear being selected down prior to touch down. The threshold of Runway 23 does, however, slope down and the aircraft was out of their sight for a brief period before touch down. The next time they saw the aircraft was when it came skidding along the runway on its belly. The incident occurred during daylight conditions, and nobody was injured in the event. The last MPI inspection prior to the incident was certified on 22 October 2004, at 6 867.3 airframe hours. Since the last MPI inspection was certified a further 15.3 hours were flown.

Probable Cause
The pilot neglected to ascertain that the undercarriage was down and locked prior to landing on Runway 23, which resulted in the aircraft being landed with the undercarriage retracted.

IARC Date

Release Date

CA 12-12b

11 MAY 2005

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