Event MIA00LA109

Factual narrative

On March 16, 2000, about 1612 eastern standard time, a Cessna 402C, N251RS, registered to Tropical Transport Services, Inc., and operated by Air Sunshine, Inc., as flight 726, a Title 14 CFR Part 135 scheduled domestic passenger flight from Fort Lauderdale, Florida, to Sarasota, Florida, ran off the runway and collapsed the landing gear during takeoff from Fort Lauderdale. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was filed. The aircraft received substantial damage and the airline transport-rated pilot and nine passengers were not injured. The flight was originating at the time of the accident. The pilot stated that during takeoff roll at between 85-90 knots, he heard a "pop" sound from the right side of the aircraft. The aircraft started skidding to the right side of the runway. He reduced engine power and tried to control the aircraft. The aircraft kept skidding and went off the runway into the grass area. The aircraft then came to a halt. The passengers stated the aircraft had reached takeoff speed and the nose of the aircraft was raised when they heard a "pop" sound and the aircraft started to veer to the right. The pilot at first attempted to continue the takeoff, but then aborted the takeoff. The aircraft veered off the right side of the runway, spun around, and came to rest. Examination of runway 9 Right by an FAA inspector showed that the aircraft was proceeding with a normal takeoff until about 1,600 feet down the runway when the right main tire began to separate the recapped tread. About 150 feet later the right main tire blew. Approximately 100 feet after that, the right main tire stopped turning and began to drag the aircraft to the right. The aircraft departed the runway to the south side. Once in the sod area, the aircraft continued to spin around until it was facing nearly west. The landing gear collapsed and separated and the aircraft impacted the airport fence with the left wing, where the aircraft came to rest. The remains of the right main tire and tube were taken by an FAA inspector to Specialty Tires of America, Indiana, Pennsylvania, the tire manufacturer. A report prepared by the Manager, Tire Engineering, Specialty Tires, stated the tire was a 6.50-10 McCreary Air Hawk 10PR, Tubetype, serial number CY8A B3M8502. The tire had been recapped and the recapper identification marks were "AERO WBS 11-99 R-1. The tire had extensive surface damage due to friction from contact with a hard surface. There were no signs of carcass failure or defects in the carcass. The tube showed no signs of manufacturing defects. Seven pieces of tread were received along with the tire. These pieces were detached from the tire at two different interfaces. In all but one of the pieces, the separations occurred between the recap tread and the tire casing. The remaining piece of tread separated between the original tread and the nylon carcass. Further inspection of the tire showed additional separations between the recap tread remaining on the tire and the tire casing. The Manager, Tire Engineering concluded, that the recap came loose from the tire casing and the tire stopped rotating. The rotation may have been stopped by the recap hanging up in the landing gear. The resulting skid quickly wore through the tire carcass causing rapid air loss and all the damage which is present on the tire. Aircraft records show the right main landing gear tire, serial number CY8A B3M8502 was repaired and inspected on November 17, 1999, by Aero Wheel and Brake Service Corporation, Montebello, California. The tire was installed on N251RS on February 15, 2000, 45.2 flight hours before the accident. Broward County Aviation Department records show runway 9 Right at Fort Lauderdale-Hollywood International Airport was inspected and swept for foreign objects and debris on the morning of March 16, 2000. During takeoff, at between 85-90 knots the right main landing gear tire failed. The aircraft veered to the right and the pilot was unable to regain control. The aircraft departed the right side of the runway, spun around, collapsed the landing gear, and collided with the airport fence, where it came to rest. Examination of the right main landing gear tire showed the recap had separated from the tire and the tire had stopped rotating, causing friction damage and rapid air loss. The tire had been recapped on November 17, 1999, and installed on the aircraft on February 15, 2000. The tire had accumulated 45.2 flight hours from the time of installation until the accident. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12