Gulfstream International Flight 9416
Beech 1900C · Incident: nose gear collapsed during landing
From Grand Bahama International Airport (MYGF) to Miami International Airport (MIA)
Event
- NTSB case
- MIA00IA266
- Event typeAccident: someone killed or seriously injured, or the aircraft substantially damaged (NTSB definition). Incident: an occurrence that affected or could have affected safety, short of that. Glossary
- Incident
- InvestigationHow far the investigation had got when the record was published: preliminary, ongoing, final or completed. Unknown where the source does not say. Glossary
- Completed
- API-reported fatalities
- 0 · all aircraft and ground
- Ground fatalities
- 0
- OperationWhat kind of flying it was, grouped by the rules it flew under: airline (US Part 121), air taxi and commuter (Part 135), general aviation (Part 91 and similar), military or government. Glossary
- Airline
- WeatherVisual meteorological conditions (VMC): good enough to fly by looking outside. Instrument conditions (IMC): cloud or low visibility, flying by instruments. Glossary
- Visual Meteorological Cond
Beech 1900C
- Aircraft type
- Beechcraft 1900
- Category
- Airplane
- RegistrationThe aircraft's tail number, such as N12345 or G-ABCD. Registrations are reissued, so the same one years apart can be a different aircraft. Glossary
- N194GA
- Operator
- Gulfstream International
- Onboard fatalities
- Unknown
- Route
- From Grand Bahama International Airport (MYGF), FreeportTo Miami International Airport (MIA)
- Aircraft age
- Not recorded
- Flight rulesThe regulations the flight operated under: in the US, Part 91 (general aviation), Part 121 (airlines), Part 135 (air taxi and commuter) and others; for flights abroad, the NTSB's coarser commercial or non-commercial code. Glossary
- Part 121: Air Carrier
- Phase of flightThe stage of the flight when things started to go wrong: standing, taxi, takeoff, initial climb, en route, maneuvering, approach or landing. Glossary
- Landing · landing roll
- First occurrenceThe single coded event the NTSB judges best describes what happened (records from 2008 on). Older records name the first occurrence in the sequence instead. Glossary
- Nose gear collapsed
- DamageDestroyed: beyond practical repair. Substantial: damage that affects the structure, performance or handling and normally needs major repair. Minor: less than that. Glossary
- Minor
Cause areas
- Hydraulic system, actuator › Clearance
- Hydraulic system, actuator › Pressure too low
- Hydraulic system, actuator › Undetermined
Approximate · Coordinates as recorded by the NTSB; no uncertainty radius is established.
NTSB narrative
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.
Probable cause
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.
Verbatim NTSB analysis and probable cause from the NTSB dataset
Sources
NTSB record MIA00IA266
- Event ID
- 20001212X22032
- Case number
- MIA00IA266
- Dataset
- historical-pre2008
- Source SHA-256
- 89e2df6d848e7ab3b42e7d7c7a03ff403303057a26ca04c95b3ea67201c3ce74
Source notes (4)
- Unreviewed is an editorial label, not an investigation status. API-sourced is not report-checked or human-reviewed. Explicit event totals are used without summing aircraft injury tables; onboard allocation is withheld. Unknown values remain unknown. The operation category is mapped from the NTSB-reported FAR part and has not been reviewed.
- Filled from the NTSB case API where the bulk record had no value: investigation status. Values present in the bulk record are kept.
- The date is the local date, which is the same as the UTC date the NTSB stores.
- API snapshot SHA-256: 1e9875634a18415942440a6fc0da2720b2e204c1787e10b1ff284a3449a061db; retrieved 2026-09-18T16:25:19.667Z.