FT. LAUDERDALE, FL, USA
N63PB
CESSNA 402C
THE FIRST OFFICER FLYING FROM THE LEFT SEAT LANDED SLIGHTLY LEFT OF CENTERLINE ON THE RUNWAY. THE CHECK AIRMAN NOTICED THEY WOULD BE UNABLE TO TURN OFF AT THE DESIGNATED TAXIWAY, AND INSTRUCTED THE FIRST OFFICER TO SLOW DOWN AND CONTINUE THE ROLL OUT TO THE NEXT TAXIWAY. THE FIRST OFFICER STATED HIS BRAKES WERE NOT OPERATING PROPERLY, AND THE AIRPLANE STARTED TO DRIFT TO THE LEFT. THE CHECK AIRMAN STATED, 'I HAVE THE CONTROLS,' BUT WAS UNABLE TO UTILIZE HIS BRAKES DUE TO THE FIRST OFFICER APPLYING BRAKES OVERRIDING THE CHECK AIRMAN'S BRAKES. THE AIRLANE DEPARTED THE RUNWAY 200 FEET FROM THE END OF THE RUNWAY, AND COLLIDED WITH A TAXIWAY LIGHT AND SIGN. EXAMINATION OF THE BRAKE SYSTEM BY THE CHIEF MAINTENANCE INSPECTOR FOR THE AIRLINE, REVEALED THE RETURN SPRING IN THE RIGHT MASTER CYLINDER WAS BROKEN, AND THE LOCK-O-SEAL WAS LEAKING.
On September 26, 1994, about 1030 eastern daylight time, a Cessna 402C, N63PB, operated by Airways International, as a 14 CFR Part 135 scheduled domestic/international passenger flight, veered to the left on landing rollout at the Fort Lauderdale Hollywood International, and collided with a runway light and sign about 200 feet before the end of the runway. The airplane sustained minor damage. Visual meteorological conditions prevailed and an instrument flight plan was filed. The airline transport-rated first officer, airline transport-rated check airman, and five passengers were not injured. The flight originated from Freeport, Bahamas, about 50 minutes before the incident. The check airman stated the first officer landed the airplane slightly left of centerline on runway 9 right. He noticed they would not be able to exit the runway at the D-4 taxiway, and instructed the first officer to slow the airplane down. The first officer informed him that the brakes were not working properly. He informed the first officer to extend his landing rollout to the next turn off. The airplane rolled past the D-4 taxiway, and started to drift to the left side of the runway. He informed the first officer two times, "I have the aircraft controls, and tried to utilize my right brake to keep the airplane on the runway. Both of my brakes seemed inoperative, which was a result of Cpt. Schauder having his feet on the brakes and my having only a mechanical linkage to his brakes, it made mine inoperative....With my brakes inoperative the aircraft continued off the runway." The first officer stated he relinquished the controls as requested, and did not continue to pump the brakes. Examination of the brake system by the chief maintenance inspector for Airways International Inc., revealed the return spring in the right master cylinder was broken, and the lock-o- seal was leaking, causing the master cylinder to leak or experience a loss in effective braking. In addition, the pilot applying brakes from the left side has full control. The right side brakes can not override the left side brakes if the left side brakes are applied. The Director of Operations for Airways International Inc., stated in a letter to the NTSB dated October 11, 1994, that the Pilot/Operator Aircraft Accident Report submitted to the NTSB listed the first officer as the pilot-in-command. This information was entered in error due to misinterpretation of the Code of Federal Regulations Part 135.244, and he requested that the report be corrected to show the check airman as the pilot-in-command.
The first officer's failure to maintain directional control on landing roll out due to improper use of brakes, resulting in the airplane veering off the runway, and subsequent on-ground collision with a runway light and sign. Contributing to the incident was the failure of the return spring in the right master brake cylinder, and the failure of the first officer to relinquish the flight controls when requested by the pilot-in- command.
Source: NTSB Aviation Accident Database
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