History of the Flight
On 28 March 2006, at approximately 10:15 UTC, a Dornier 228-202K, registration CS-AYT, operated by Aerocondor, was landing at Bragança Municipal Aerodrome with two crew members and five passengers on board. During the final landing phase, the pilot flying (the commander) found that the brakes were not working and that the hydraulic pressure indicator read zero. The pilot used asymmetric engine power to control direction. The aircraft exited the paved surface and came to rest on the runway shoulder, which was soft due to recent rain. The aircraft sustained minor damage. No injuries occurred.
Aircraft and Crew Information
The aircraft was a Dornier 228-200 series, serial number 8084, manufactured in 1984. It was powered by two Garrett TPE 331-5-252D engines. The total airframe time was 7759:58 hours. The aircraft had a valid Certificate of Airworthiness. The crew consisted of two licensed pilots: the commander, aged 53, holding an ATPL, with 6670:40 total flight hours; and the co-pilot, aged 22, holding a CPL, with 396:50 total flight hours. Both were qualified on the Dornier 228.
Hydraulic System and Brake System
The hydraulic system included a reservoir, an electrically driven pump, and a pressure indicator (normal operating pressure 180-230 bar). The pump provided pressure for landing gear, brakes, and nose wheel steering. The brake system consisted of hydraulic disc brakes on the main wheels, operated by pedals or a parking brake. A hydraulic accumulator supplied pressure for the parking brake.
Meteorological and Aerodrome Information
Weather was good with clear sky and wind from northwest at 10-15 knots. Bragança Municipal Aerodrome is located at an elevation of 2241 ft, with a 1200 x 30 meter asphalt runway. Due to recent rain, the runway shoulders were soft.
Investigation Findings
Post-incident inspection by maintenance personnel found that the hydraulic pump (Power pack P/N 6.8501.0003-4 S/N 870016) had failed. The report noted that during the approach, the crew had selected landing gear down and performed a normal brake test, with no indication of hydraulic malfunction. The pilot's use of asymmetric power was in accordance with the aircraft flight manual procedures for hydraulic pressure loss. The manual states that directional control can be maintained with rudder down to 30 knots indicated airspeed, below which rudder effectiveness decreases and the aircraft tends to weathercock. The investigation considered that the crew performed emergency procedures as recommended.
Conclusions
Established facts include that the crew held valid licenses and were qualified, the aircraft was airworthy with no restrictions, the hydraulic pump failed leading to loss of hydraulic pressure, and the resulting absence of brake pressure and nose wheel steering caused the incident. No causal analysis was provided; the report listed only these facts.