Beech 1900D Had History Of Maintenance Problems
A Colgan Air Beech 1900D that
crashed into Nantucket Sound just minutes after take-off last year
had a history of maintenance problems. That word from the NTSB and
pilots familiar with the aircraft.
The aircraft went down in the water August 26, 2003, after
departing Barnstable Airport in Hyannis (MA) on its first flight
out of the shop. It was the fourth time N240CJ had been written up
because of elevator trim problems.
"The elevator trim was very difficult to move," Jason Kinzer,
another former Colgan pilot, said of the doomed aircraft in an
interview with the Cape Cod Times. "You could tell something wasn't
right. It had been written up on a number of occasions with
elevator trim issues."
The elevator trim is certainly suspect, given a transcript of
the cockpit voice recorder during the aircraft's fatal flight. On
board were pilots Scott Knabe, 39, of Cincinnati (OH) and Steven
Dean, 38, of Euless (TX). Both were killed in the accident.
- Time: 14:27:28.4
Pilot Scott Knabe: Hey (an unnamed person) uh (unnamed person) told
me keep my radios on ... uh just per normal or per uh, I mean ...
uh. I mean does he want us to communicate the whole way or what's
going on?
- 14:27:40
Maintenance employee: (Unnamed person) might call ya and turn you
back cause they did find a problem but I don't know for sure, he
doesn't know either.
- 14:27:46.8
Knabe: OK, tell ya what, I'll be monitoring ARINC, I'll check in
with Providence OPS also and LaGuardia OPS on the way and uh
Bradley OPS. That's not a problem. So I'll keep checkin'' in with
company tell them.
- 14:28:21
Co-Pilot Steven Dean: They might turn us back, huh?
- 14:28:31
Knabe: Hey - it's Scott - I got (unnamed person's) message about
just keeping in touch with you guys as we're heading to Albany on
this ferry flight in case they wanna turn us back, so I'm gonna,
I'm gonna check in with uh, uh, obviously I'm gonna ... check in as
(long) as I can here, then I'll check in with Providence ... check
in uh with Bradley, and Hartford on and on OK? (appears to be a
cellular telephone conversation so other half of the conversation
not recorded)
- 14:28:56
Knabe: Well uh we got so many stations along the route that's not a
problem. I'll just have to call down on the phone and just uh say
ninety-four forty-seven or ninety-four forty-six continue to Albany
or you know, go back. All right, see ya, ... bye. (appears to be a
cellular telephone conversation)
- 14:32:28
Dean: Speeds are gonna be one four, one oh four, one fourteen, one
fourteen.
- 14:32:32
Knabe: Four fourteen fourteen, fourteen me I guess uh ... or do you
want the one with the rig problems coming back?
- 1432:37
Dean: Oh uhhh I prefer not to fly something if its broken ... and
I'd rather you do it because you're the pilot in command.
- 1432:47
Knabe: All right.
- 1432:48
Dean: And a broken airplane I wouldn't wanna ... screw it up.
- 1432:57
Knabe: Well it'll be a standard Colgan if it gets spooky on the
runway abort it.
- 14:33:00
Dean: Yeah.
- 14:33:03
Dean: It's up to you it really doesn't matter to me.
- 14:33:05
Knabe: I'll drive up.
- 14:33:06
Dean: OK.
- 14:33:11
Knabe: Like I said, as long as its ... up on the prop governor none
of these airplanes get spooky, I don't think.
- 1433:16
Dean: You know. Just a matter of take it easy, go slow.
- 14:33:21
Knabe: Pretty much.
- 14:38:35
Knabe: And ... set the power.
- 14:38:35.6
Dean: Power's set.
- 4:38:37.3
Dean: Eighty knots.
- 14:38:40.4
Dean: V1 ... rotate.
- 14:38:46.3
Knabe: We got a hot trim, Steve.
- 14:38:48
Knabe: Kill the trim, kill the trim, kill the trim.
- 14:38:50.6
Knabe: Roll back, Steve, roll back, roll back, roll back, roll back
-
- 14:38:53
Dean: I got it.
- 14:38:54
Knabe: - (pull) back.
- 14:38:54
Dean: Hold on - hold on.
- 14:38:55
Knabe: She's heavy, buddy.
- 14:38:56
Knabe: Roll it back ... roll my trim, Steve.
- 14:39:00
Knabe: Do the electric trim disconnect ... hold -
- 14:39:02
Knabe: All right, Steve.
- 14:39:04
Knabe: Hold back, Steve.
- 14:39:04.7
Knabe: Go on the controls with me, Steve.
- 14:39:06
Dean: I got it.
- 14:39:07
Knabe: All right.
- 14:39:11
Knabe: All right.
- 14:39:13
Knabe: All right.
- 14:39:14
Knabe: Put our gear up.
- 14:39:14.8
Sound similar to landing gear motor noise, duration 5.5
seconds
- 14:39:16
Knabe: All right.
- 14:39:18
Knabe: Gimme flaps up.
- 14:39:19
Dean: Flaps are up.
- 14:29:20
Knabe: Flaps are up.
- 14:39:21.7
Knabe: Ninety four forty six requestin' uh ... emergency back sir,
we got a ... runaway trim.
- 14:39:28
Control Tower: Colgan ninety ... six roger, right or left downwind
your choice, and report midfield.
- 14:39:33
Dean: You want your power back?
- 14:39:33.9
Knabe: Pull the power back. Pull the power back.
- 14:39:36
Dean: Slowly.
- 14:39:36.4
Sound similar to decrease in engine or propeller speed.
- 14:39:40
Knabe: All right, we're gonna need both of us on this Steve.
- 14: 39:48
Dean: (could) I pull the breaker?
- 14:39:49
Sound similar to altitude alerter
- 14:39:49
Knabe: Pull the breaker, Steve.
- 14:39:51
Knabe: Pull the breaker.
- 14:39:53
Knabe: I got it if you've got the trim, baby.
- 14:39:54
Dean: Where is it?
- 14:39:56
Knabe: Find it ...
- 14:39:58
Knabe: Look left of the silver thing, Steve. Look left of the
silver thing.
- 14:40:02
Knabe: Left of the silver thing?
- 14:40:03
Knabe: Left of the silver thing, Steve.
- 14:40:05
Knabe: Don't let go of the st ... control Steve, just stay with
me.
- 14:40:17
Knabe: You pull back for all you're worth, baby.
- 14:40:28
Knabe: Just keep (pulling/holding) back for all you're worth.
- 14:40:31.0
Knabe: ... Ninety-four forty-six is requesting three three
six.
- 14:40:34
Knabe: Steve, back.
- 14:40:35
Dean: Ahhh.
- 14:40:35
Control Tower: ... four forty-six sir, roger
- 14:40:36
Knabe: Back.
- 14:40:37
Control Tower: -Runway three three-
- 14:40:37
Knabe: Ahhh.
- 14:40:38
Control Tower: -uh ... cleared to land.
- 14:40:39
Ground Proximity Warning System: Terrain, terrain. ... pull
up.
- 14:40:42
Knabe: Steve, keep ...
- 14:40:42
Dean: I'm pullin'.
- 14:40:44
Dean: Expletive.
- 14:40:45
Knabe: Steve, hold on.
- 14:40:46
Dean: Uhh.
- 14:40:46
Knabe: Oh no.
- 14:40:47
Knabe: Sound similar to scream.
GPWS: (siren sounding) pull up pull-
- 14:40:47.4
End of recording.
NTSB Preliminary Report
On August 26, 2003, at 1540 eastern daylight time, a Beech
1900D, N240CJ, operated by Colgan Air Inc. as flight 9446 (d.b.a.
US Airways Express), was substantially damaged when it impacted
water near Yarmouth (MA). The certificated airline transport pilot
and certificated commercial pilot were fatally injured. Visual
meteorological conditions prevailed for the flight that departed
Barnstable Municipal Airport (HYA), Hyannis, Massachusetts;
destined for Albany International Airport (ALB), Albany, New York.
An instrument flight rules flight plan was filed for the
repositioning flight conducted under 14 CFR Part 91.
According to data from Federal Aviation Administration (FAA) air
traffic control (ATC), the flight departed runway 24 at Hyannis
about 1538. Shortly after takeoff, the flightcrew declared an
emergency and reported a "runaway trim." The airplane flew in a
left turn and reached an altitude of approximately 1,100 feet. The
flightcrew subsequently requested to land on runway 33, and ATC
cleared the flight to land on any runway. No further transmissions
were received from the flightcrew.
Witnesses observed the airplane in a left turn, with a nose-up
attitude. The airplane then pitched nose-down, and impacted the
water at an approximate 30-degree angle.
According to the preliminary data from the flight data recorder
(FDR), the airplane began the flight at a pitch trim control
position of approximately 2 degrees negative (nose down). Shortly
after takeoff, the pitch trim control moved to approximately 3
degrees negative, where it remained for a period of about 10
seconds. The pitch trim control then moved to an approximate 7
degree negative position, where it remained for the duration of the
flight. The data also revealed that after takeoff, the airspeed
continued to increase to approximately 250 knots.
The accident flight was the first flight after maintenance had
been performed on the airplane; which included replacement of both
elevator trim actuators and the forward elevator trim cable.
The investigative team arrived near the accident scene on August
26 and 27, 2003. The airplane came to rest in approximately 18 feet
of water, about 100 yards from the Yarmouth shore. The majority of
the wreckage, including both engines, was recovered on August 28.
The team examined wreckage, operational records, maintenance
records, and FDR data on-scene from August 27 through August
31.
The left engine exhibited impact and salt-water immersion
damage. The engine was recovered stripped of the cowling, right
engine mount, and right exhaust stub. The shroud and guide vane
inner and outer drums were circumferentially scored at the second
stage power turbine. The first stage compressor blades were bent
forward and opposite the direction of rotation, and the shroud
exhibited circumferential scoring.
The right engine exhibited impact and salt-water immersion
damage. The engine was recovered with some portions of the cowling
attached. The shroud and guide vane inner and outer drums were
circumferentially scored at the second stage power turbine. The
first stage compressor blades were bent forward and opposite the
direction of rotation, and the shroud exhibited circumferential
scoring.
Portions of both wings, the cockpit, and fuselage were
recovered, and exhibited impact damage. The empennage was recovered
partially intact. Approximately 8 feet of the right elevator was
found. The inboard portion of the right elevator remained attached
to the horizontal stabilizer at two hinge points. About 5 feet of
the left elevator was recovered, and attached at the inboard hinge.
Both elevator balance weights were recovered. An approximate 7-foot
section of left horizontal stabilizer was found intact, and an
approximate 5-foot-section of right stabilizer spar was visible.
The rudder was attached to the vertical stabilizer.
The right and left elevator trim tabs were found attached to the
elevator. The right and left elevator trim actuators were also
recovered. The electric elevator trim servo was found attached to
the base of the horizontal stabilizer. The left and right trim
cables remained wrapped around their respective drums. Elevator
trim continuity was confirmed from the elevator trim tabs to the
cargo door area. Due to fragmentation forward of the cargo door
area, trim cable continuity could not be confirmed from the
elevator to the cockpit pedestal. However, the cockpit pedestal
with elevator trim drum and manual trim wheel was recovered.
The cockpit pedestal, elevator electric trim system, elevator
trim actuators, and both control yokes were retained for further
examination.
A Fairchild A-100A cockpit voice recorder (CVR) was recovered on
August 27, and was transported to the Safety Board's Vehicle
Recorders Laboratory in Washington (DC).