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).

FMI: www.ntsb.gov