Beech 1900C incident near Miami, Florida, September 16, 2000
On September 16, 2000 at about 11:25 pm local time, a Beech 1900C, registered N194GA, suffered minor damage in an incident near Miami, Florida (Miami International airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 12 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The excessive clearance between the shuttle valve and the shuttle bore in the end cap of the left main landing gear actuator for undetermined reasons either during overhaul or manufacturing resulting in failure to build hydraulic pressure using the emergency hand pump. A finding in the investigation was the failure of the airplane manufacturer to identify procedures in the maintenance manual that would detect the above listed condition during check of the emergency hand pump.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 16, 2000 · about 11:25 pm local time
- Place
- Miami, Florida · Miami International · map
- Type
- Incident
- Injuries
- No one was hurt; 12 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 1900C · all 1900Cs on the register
- Registration
- N194GA · registry record · serial UB-8
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, both main gears remained down and locked; the nose gear was in-transit. Attempts to lock the nose gear were unsuccessful; the nose gear collapsed during the landing roll. The emergency hand pump was unable to build pressure in secondary system due to leakage past the shuttle valve and the shuttle bore in the end cap of the left gear actuator; excessive clearance was noted. The shuttle valve or bore were not worn or damaged. During manufacturing, the shuttle bore and shuttle valve are honed and lapped to fit and kept as matching parts; clearance limits are not specified. Functional testing detects excessive clearance. Overhaul procedures do not require honing of the shuttle bore. The power pack motor was inoperative with a "load" applied. The left actuator was overhauled August 1998; during overhaul the shuttle and end cap were not replaced. The overhauled actuator was installed February 2000. Emergency extension and rigging checks required by the airline job card and maintenance manual respectively were not performed following actuator installation. Emergency extension check was accomplished last approximately 4 months earlier; the maintenance manual does not indicate application of force to the tires during extension check using the emergency hand pump. The airplane had accumulated approximately 1,475 hours and 1,746 cycles since actuator installation and 18,302 hours and 23,315 cycles since power pack assembly installation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,235 hours in all; 1,614 in this make and model; 243 in the last 90 days; 74 in the last 30 days; 1,238 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 31,387 hours
- Last inspection: continuous airworthiness programme, August 26, 2000; 139 hours since
- Maximum gross weight: 16,600 lb
- Seats: 21
- Landing gear: retractable
- Engine: P&W PT6A-65B (turboprop); 0 hours total
- Operator: Gulfstream International
The flight
- Departed from: MYGF Freeport OF at 9:25 pm
- Destination: MIA
- Flight plan: IFR
- Runway 9R, 13,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 130° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 18,000 ft; not recorded
- Temperature: 183°F (84°C), dew point 167°F (75°C)
- Altimeter: 29.00 inHg
- Observation at 10:56 pm from MIA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 10 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.