Quick reaction prevents a runway excursion

[pelmet]

"C-GIQF, a Swearingen SA226-TC aircraft operated by Perimeter Aviation, was landing at Thompson, MB (CYTH), from Winnipeg/James Armstrong Richardson Intl, MB (CYWG). During touchdown, the pilot moved the power levers between flight idle and reverse while the nose wheel was still in the air. The aircraft pulled to the right with full left rudder input, and the pilot moved the left power lever further into reverse. The aircraft pulled further to the right; the pilot advanced the right power lever to regain directional control.

The operator’s maintenance replaced the left propeller governor. After a successful test flight, the aircraft was returned to service. This aircraft also had a brief runway side excursion in St. Theresa Point, MB (CYST) on 1 July 2016 (TSB occurrence A16C0067)."


It is allowed to move the power levers aft of idle with the nosegear not on the ground?

[ahramin]

"It is allowed to move the power levers aft of idle with the nosegear, isn't it?

What about with the nose gear ?

Seriously though, the first thing you do when having difficulty maintaining directional control is cancel reverse, not try more. This should be covered in training on any aircraft with reverse.

[Jimmybuffet]

Even if the nosegear was on the ground it wouldn't make a difference as it wouldn't be engaged anyways. So if more left reverse was applied and it yawed harder right, is there more to this incident on the maintenance side?

[oldtimer]

It is a well known fact that the engine control linkage in the SA226TC Metro 11 is the poorest design of any TPE 331 powered airplane. They made major improvements in the SA227 Metro 111 and 23.
Also, because of a history of uncommanded nose wheel steering in the Metro 11 that usually happens when nose wheel steering is engaged by the left power lever engage button, many operators caution crews to engege nose wheel steering on paved runways only at slow taxi speeds. M7 says the safest position for nose wheel steering is in the caster mode, usually armed by the arming valve but not engaged by the power lever button.

[pelmet]

It is a well known fact that the engine control linkage in the SA226TC Metro 11 is the poorest design of any TPE 331 powered airplane. They made major improvements in the SA227 Metro 111 and 23.
Also, because of a history of uncommanded nose wheel steering in the Metro 11 that usually happens when nose wheel steering is engaged by the left power lever engage button, many operators caution crews to engege nose wheel steering on paved runways only at slow taxi speeds. M7 says the safest position for nose wheel steering is in the caster mode, usually armed by the arming valve but not engaged by the power lever button.

Interesting statement. These guys did it at a bit higher airspeed although I think it is a more modern version of the aircraft type....

N211RH, a Fairchild SA227-AC aircraft operated by McNeely Charter Services, was conducting flight MDS211 from Laredo Intl, TX (KLRD) to Windsor, ON (CYQG). During the landing roll out on Runway 25 at CYQG at a ground speed of approximately 40 knots, the flight crew selected the nose wheel steering switch to on; the aircraft immediately veered to the left, exited the runway and came to a stop on the grass. There were no injuries to the two crew members or any reported damage to the aircraft. The aircraft was towed from the infield and subsequently taxied under its own power to the local FBO.

[pelmet]

It is a well known fact that the engine control linkage in the SA226TC Metro 11 is the poorest design of any TPE 331 powered airplane. They made major improvements in the SA227 Metro 111 and 23.
Also, because of a history of uncommanded nose wheel steering in the Metro 11 that usually happens when nose wheel steering is engaged by the left power lever engage button, many operators caution crews to engege nose wheel steering on paved runways only at slow taxi speeds. M7 says the safest position for nose wheel steering is in the caster mode, usually armed by the arming valve but not engaged by the power lever button.

Tricky little machine isn't it....

C-FGEW, a Swearingen SA226-TC Metro II aircraft operated by Sunwest Aviation, was conducting local training flight CNK216 from Camrose, AB (CEQ3). The training flight was being conducted with the pilot flying (PF) seated in the right seat and the training pilot, pilot not flying (PNF), seated in the left seat. During the takeoff roll on Runway 32 while accelerating through 40 KIAS, the PF’s finger slipped off the nose wheel steering button on the power lever. While trying to press the button again, the PF didn’t notice the aircraft veering to the left. The PNF was not immediately aware of the deviation as they were both setting power. The PNF alerted the PF of the deviation and while the aircraft was accelerating through 60 KIAS, the PF rejected the takeoff. At that time, the aircraft was half way between the runway centerline and the runway edge. The PF was unable to regain directional control using nose wheel steering. The PNF took over and attempted to regain control by using differential power and braking. The left main wheels caught the snow, the aircraft departed the runway at an approximate 45° angle and came to rest approximately 150 feet from the runway edge. There were no injuries and the aircraft did not sustain any damage.

[pelmet]

Happened again......

"C-FIOC, a Fairchild SA227-AC aircraft operated by Skycare Air Ambulance, was operating a flight
from Kenora (CYQK), ON to Cat Lake (CYAC), ON with a crew of 2 and 2 passengers on board.
After the nose wheel touched down during the landing roll on Runway 29 at CYAC, the crew
experienced difficulty in maintaining directional control of the aircraft and it veered off the right side
of the runway. The crew and passengers exited the aircraft without any injuries. There was no
damage to the aircraft or runway lights. Subsequently, the crew was able to taxi the aircraft back to
the apron.
The operator's maintenance personnel inspected the aircraft and found the nose wheel steering
amplifier had failed. The steering amplifier was replaced and the aircraft was returned to service."

Any suggestions on what to do in such a situation or are you just along for the ride?

[boeingboy]

Any suggestions on what to do in such a situation or are you just along for the ride?

No - not along for the ride. Turn off the NWS and use differential brakes an power. The nosewheels will free caster. I remember there are two failure modes...if the amber light is blinking or steady. Can't remember if there was a different procedure or not. Don't think there was.

[digits_]

Any suggestions on what to do in such a situation or are you just along for the ride?

No - not along for the ride. Turn off the NWS and use differential brakes an power. The nosewheels will free caster. I remember there are two failure modes...if the amber light is blinking or steady. Can't remember if there was a different procedure or not. Don't think there was.

There was a difference. One failure mode required you kept the NSW armed, because it indicated the failure was related to the valve that kept the whole system energized. The other failure required you shut it off, I believe that was in case of an electrical issue, where the hydraulic valve was still working properly.

[boeingboy]

Thanks....it's been a while

[Maynard]

On a III, Amber NWS fail light means its uncommanded hyd pressure, leave the NWS on.
Green Nose Steering flashing means disagreement between pedals and nose gear (3 degrees i think). Disengage and revert to castor.
You can spend a day looking up cadors involving metros going sideways on landing.