Aviation photography by James DeCamp.

I was in Florida traveling for business (thank you Scotts Miracle-gro) and came upon this wonderful relic sitting pretty (or ugly) at the Orlando-Apopka Airport and just had to make a few snaps before moving on.

More on my eCommerce site

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum.(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Pilot behind vintage airliner saves memories of air travel's golden age LeRoy Brown, 92, had a flying career spanning almost 60 years April 12, 2013|By Stephen Hudak, Orlando Sentine The 44-passenger vintage airliner, a blue Pan Am logo tattooed on its tail, has proven to be every bit the attention-getter that LeRoy H. Brown envisioned when he parked it at Orlando-Apopka Airport about four years ago. Almost daily, someone calls to ask about the 1940s-era plane after seeing it from U.S. Highway 441, he said. Who owns that old plane? Why is it sitting out there? Can we go inside? "It's a museum piece, just like I am," said Brown, 92, whose flying career began at age 14 in the seat of a crop-duster and spanned almost 60 years. From a seat in the cockpit, the former Pan Am captain witnessed the nation's transition from propeller-driven planes to turbine-powered jets that streak across the skies. As co-founder, president and chief curator of the Apopka-based U.S. Airline Industry Museum, a pie-in-the-sky operation that, he acknowledged, needs "an angel with money" to survive, Brown brought the refurbished airliner to a spot along 441 that thousands of motorists pass every day. He estimated that the Convair 240 has cost the not-for-profit museum foundation about $60,000 to acquire, disassemble, transport and reassemble at the Apopka airport. It will never take flight again, but Brown hopes it will stand as a symbol of flying days gone by. Like Brown, the plane, which was delivered to American Airlines on Feb. 27, 1949, recalls a time when air travelers were served an in-flight meal of filet mignon in bordelaise sauce

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

 

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum.(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Pilot behind vintage airliner saves memories of air travel's golden age LeRoy Brown, 92, had a flying career spanning almost 60 years April 12, 2013|By Stephen Hudak, Orlando Sentine The 44-passenger vintage airliner, a blue Pan Am logo tattooed on its tail, has proven to be every bit the attention-getter that LeRoy H. Brown envisioned when he parked it at Orlando-Apopka Airport about four years ago. Almost daily, someone calls to ask about the 1940s-era plane after seeing it from U.S. Highway 441, he said. Who owns that old plane? Why is it sitting out there? Can we go inside? "It's a museum piece, just like I am," said Brown, 92, whose flying career began at age 14 in the seat of a crop-duster and spanned almost 60 years. From a seat in the cockpit, the former Pan Am captain witnessed the nation's transition from propeller-driven planes to turbine-powered jets that streak across the skies. As co-founder, president and chief curator of the Apopka-based U.S. Airline Industry Museum, a pie-in-the-sky operation that, he acknowledged, needs "an angel with money" to survive, Brown brought the refurbished airliner to a spot along 441 that thousands of motorists pass every day. He estimated that the Convair 240 has cost the not-for-profit museum foundation about $60,000 to acquire, disassemble, transport and reassemble at the Apopka airport. It will never take flight again, but Brown hopes it will stand as a symbol of flying days gone by. Like Brown, the plane, which was delivered to American Airlines on Feb. 27, 1949, recalls a time when air travelers were served an in-flight meal of filet mignon in bordelaise sauce in

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum.(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

 

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum.(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Pilot behind vintage airliner saves memories of air travel's golden age LeRoy Brown, 92, had a flying career spanning almost 60 years April 12, 2013|By Stephen Hudak, Orlando Sentine The 44-passenger vintage airliner, a blue Pan Am logo tattooed on its tail, has proven to be every bit the attention-getter that LeRoy H. Brown envisioned when he parked it at Orlando-Apopka Airport about four years ago. Almost daily, someone calls to ask about the 1940s-era plane after seeing it from U.S. Highway 441, he said. Who owns that old plane? Why is it sitting out there? Can we go inside? "It's a museum piece, just like I am," said Brown, 92, whose flying career began at age 14 in the seat of a crop-duster and spanned almost 60 years. From a seat in the cockpit, the former Pan Am captain witnessed the nation's transition from propeller-driven planes to turbine-powered jets that streak across the skies. As co-founder, president and chief curator of the Apopka-based U.S. Airline Industry Museum, a pie-in-the-sky operation that, he acknowledged, needs "an angel with money" to survive, Brown brought the refurbished airliner to a spot along 441 that thousands of motorists pass every day. He estimated that the Convair 240 has cost the not-for-profit museum foundation about $60,000 to acquire, disassemble, transport and reassemble at the Apopka airport. It will never take flight again, but Brown hopes it will stand as a symbol of flying days gone by. Like Brown, the plane, which was delivered to American Airlines on Feb. 27, 1949, recalls a time when air travelers were served an in-flight meal of filet mignon in bordelaise sauce in

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

 

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum.(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Pilot behind vintage airliner saves memories of air travel's golden age LeRoy Brown, 92, had a flying career spanning almost 60 years April 12, 2013|By Stephen Hudak, Orlando Sentine The 44-passenger vintage airliner, a blue Pan Am logo tattooed on its tail, has proven to be every bit the attention-getter that LeRoy H. Brown envisioned when he parked it at Orlando-Apopka Airport about four years ago. Almost daily, someone calls to ask about the 1940s-era plane after seeing it from U.S. Highway 441, he said. Who owns that old plane? Why is it sitting out there? Can we go inside? "It's a museum piece, just like I am," said Brown, 92, whose flying career began at age 14 in the seat of a crop-duster and spanned almost 60 years. From a seat in the cockpit, the former Pan Am captain witnessed the nation's transition from propeller-driven planes to turbine-powered jets that streak across the skies. As co-founder, president and chief curator of the Apopka-based U.S. Airline Industry Museum, a pie-in-the-sky operation that, he acknowledged, needs "an angel with money" to survive, Brown brought the refurbished airliner to a spot along 441 that thousands of motorists pass every day. He estimated that the Convair 240 has cost the not-for-profit museum foundation about $60,000 to acquire, disassemble, transport and reassemble at the Apopka airport. It will never take flight again, but Brown hopes it will stand as a symbol of flying days gone by. Like Brown, the plane, which was delivered to American Airlines on Feb. 27, 1949, recalls a time when air travelers were served an in-flight meal of filet mignon in bordelaise sauce in

A Pan Am Convair 240 photographed Tuesday May 17, 2016 at the Orlando-Apopka Airport (X04). Pan American World Airways (Pan Am) Convair CV-240-0 N1022C (cn 147) This aircraft flew for American, Mohawk and Trans Florida Airlines and was to be displayed at the US Airline Industry Museum. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

Link to original article here

Pilot behind vintage airliner saves memories of air travel’s golden age
LeRoy Brown, 92, had a flying career spanning almost 60 years

April 12, 2013 | By Stephen Hudak, Orlando Sentinel

The 44-passenger vintage airliner, a blue Pan Am logo tattooed on its tail, has proven to be every bit the attention-getter that LeRoy H. Brown envisioned when he parked it at Orlando-Apopka Airport about four years ago.

Almost daily, someone calls to ask about the 1940s-era plane after seeing it from U.S. Highway 441, he said. Who owns that old plane? Why is it sitting out there? Can we go inside?

“It’s a museum piece, just like I am,” said Brown, 92, whose flying career began at age 14 in the seat of a crop-duster and spanned almost 60 years. From a seat in the cockpit, the former Pan Am captain witnessed the nation’s transition from propeller-driven planes to turbine-powered jets that streak across the skies.

As co-founder, president and chief curator of the Apopka-based U.S. Airline Industry Museum, a pie-in-the-sky operation that, he acknowledged, needs “an angel with money” to survive, Brown brought the refurbished airliner to a spot along 441 that thousands of motorists pass every day.

He estimated that the Convair 240 has cost the not-for-profit museum foundation about $60,000 to acquire, disassemble, transport and reassemble at the Apopka airport. It will never take flight again, but Brown hopes it will stand as a symbol of flying days gone by.

Like Brown, the plane, which was delivered to American Airlines on Feb. 27, 1949, recalls a time when air travelers were served an in-flight meal of filet mignon in bordelaise sauce instead of a Coke and a bag of peanuts.

“We’re trying to save some of this stuff,” Brown explained, gesturing to personal photos and flight menus, pilot wings, and other aviation memorabilia in a small display case at the airport. “We’re trying to keep the past alive.”

Despite the Pan American World Airways logo painted on its tail, the airplane was never part of Pan Am’s fleet, though it did log thousands of hours in the sky for other carriers. It ferried passengers for American Airlines from 1949 until 1959 and later for Mohawk Airlines. The buckles of the plane’s seat belts still bear Mohawk’s insignia.

Brown found the airliner in 2007 in Daytona Beach, where it had been grounded for more than a decade.

The plane is not open routinely for tours. But on occasions such as last weekend’s “Pigs & Planes” barbecue at the Apopka airport, Brown snaps into his Pan Am uniform — which still fits him neatly 32 years after his last commercial flight — and sits in its cockpit, answering questions. He speaks precisely, as if addressing passengers and, without notes, recites dates, aircraft specifications and details of events from decades ago.

“He spans the full breadth of Florida aviation history,” said Leo Murphy, a retired U.S. Navy commander and a professor at Embry-Riddle Aeronautical University who helped Brown pen a new biography, “From Cropduster to Airline Captain.”

Murphy said Brown began flying in Florida when planes traveled no faster than a car on today’s interstates and closed his professional career as a pilot of an airliner carrying 300 passengers from Miami to San Francisco at 600 mph.

“It’s an amazing life worth every honor he’s received,” Murphy said.

Brown, who has owned and flown dozens of planes, from experimental models to a pair of B17 bombers, received the “Wright Brothers Master Pilot Award” last year from the Federal Aviation Administration, recognizing at least 50 years of flight without an accident or violation.

He never got formal flight training, instead learning on the fly in the 1930s from crop-dusting pilots.

Although he once scoffed at the prospect of becoming an airline captain because “it was nothing but a glorified bus driver,” Brown flew planes for nearly 30 years for National Airlines and Pan Am, retiring in 1981 when he reached age 60 — then the mandatory retirement age for commercial pilots.

He estimated that he logged more than 35,000 hours as an airline captain, crop-duster and recreational pilot. Brown often commuted to work by air, piloting a small plane from Central Florida to National Airlines’ Miami base. In his spare time, he flew crop-dusters over bean fields, Dr. Phillips’ citrus groves and Apopka potato farms.

Born in New York, where a great-uncle entertained county-fair crowds by parachuting from a hot-air balloon, he was first smitten with flight when he saw a U.S. Navy dirigible pass over his grandmother’s house. His romance with flight grew deeper after his family moved to Florida.

At 14, he picked beans — for 7 cents a box — to save up $2 for a ticket to ride with a barnstorming pilot in Fort Lauderdale, his first airplane ride. He said he nagged crop-dusters until they let him go up with them and dispense the bug-killing powder.

“If my mother had known, she’d have killed us all,” he said.

Brown claimed that, over the years, he ingested so much DDT, a now-banned insecticide, that “when a mosquito bites me now, it dies.”

He met his wife of 56 years, Wanda, while he was a captain for National and she was working in the airline’s New York radio room. Until his last flight in 1993, they frequently traveled to see friends and family in open-cockpit bi-planes.

Flying low let them enjoy blossoming orange groves, barbecue and other smells from below. He said he once put the plane down in Georgia next to a rural restaurant, drawn by the smoky scent of chicken and ribs on the grill.

“He’s a pilot’s pilot. He’s been there, done that,” said Bill Bradshaw, 64, an Air Force veteran and Connecticut-based pilot who helped restore and reassemble the Convair 240.

But Brown said he worries about the museum pieces — the Convair and an estimated $300,000 in other memorabilia that sits in a hangar, boxed and catalogued.

“It’s old history now,” he said. “But I don’t give up easily. I want to give back something to the industry that has meant so much to me and our nation.”

Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio.

Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Students from the Ohio State University College of Engineering Aviation Studies Program photographed October 9, 2015 in Columbus, Ohio. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

Going flying today with the OSU Center for Aviation Studies program. Behind the scenes images photographed Sunday November 24, 2013. iPhone photos, please excuse the quality 🙂

Going flying today with the OSU Center for Aviation Studies program. Behind the scenes images photographed Sunday November 24, 2013. iPhone photos, please excuse the quality :-) (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport.

A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio A turbine from the Mt. Vernon Rolls-Royce Energy Systems, Inc. plant is loaded onto an Antonov An-124 Ruslan en route to the Ukraine photographed April 29, 2009 at the Rickenbacker International Airport. The Antonov An-124 Ruslan (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union. The An-124 is the world's highest gross weight production cargo aeroplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. Rolls-Royce Energy Systems, Inc.serves many customers in a wide range of markets. Manufacturing centers produce engine components, whole engine assembly and test facilities in the U.S. Engineering, design and manufacturing of gas turbine and diesel powered engines. Marine propulsion systems for commercial and naval customers. Delivering a wide-ranging capability across the nuclear cycle, from concept design to through-life support and life-extension. Rickenbacker International Airport (IATA: LCK, ICAO: KLCK, FAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates Port Columbus International Airport and Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus and a growing number of passenger charter carriers use the airport as well. The United States Air Force maintains a presence in the form of the Ohio Air Natio

 

The Antonov An-124 Ruslan (Russian: Антонов Ан-124 “Руслан”) (NATO reporting name: Condor) is a strategic airlift jet aircraft. It was designed in the 1980s by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union (USSR). Until the Boeing 747-8F, the An-124 was, for thirty years, the world’s heaviest gross weightproduction cargo airplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). The An-124 remains the largest military transport aircraft in the world. The lead designer of the An-124 (and the An-225) was Viktor Tolmachev, who continues to serve as Technical Director of Volga-Dnepr.

During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. In August 2014, it was reported that Antonov An-124 production was stopped due to the ongoing political tensions between Russia and Ukraine. The various operators of the An-124 are in discussions with respect to the continuing airworthiness certification of the individual An-124 planes. The original designer of the An-124 is responsible for managing the certification process for its own products, but Russian/Ukrainian conflicts are making this process difficult to manage. Military operators are able to self-certify the airworthiness of their own aircraft, but Russian civil operators must find a credible outside authority for certification if Ukraine is unable to participate in the process.

 

Rickenbacker International Airport (IATA: LCKICAO: KLCKFAA LID: LCK) is a civil-military public airport 10 miles (16 km) south of downtown Columbus, near Lockbourne in southern Franklin County, Ohio, United States. The south end of the airport extends into Pickaway County. The base was named for flying ace and Columbus native Eddie Rickenbacker. It is managed by the Columbus Regional Airport Authority, which also operates John Glenn Columbus International Airportand Bolton Field. Rickenbacker International is primarily a cargo airport for the city of Columbus, although since 2012 it has served an increasing number of passenger flights as well as charter carriers.

The United States Air Force maintains a presence in the form of the Ohio Air National Guard‘s 121st Air Refueling Wing, Rickenbacker International is also home of the Ohio Army National Guard’s Army Aviation Support Facility No. 2 and the headquarters for the Ohio Military Reserve, one of the state defense forces of Ohio.

The Thunderbirds Aerobatic Team perform Friday afternoon September 28, 2007 during the 2007 Gathering of Mustangs & Legends air-show going on at Rickenbacker ANGB all this weekend.The Thunderbirds Aerobatic Team perform Friday afternoon September 28, 2007 during the 2007 gathering of Mustangs & Legends air-show going on at Rickenbacker ANGB all this weekend. (© James D. DeCamp 614-367-6366)

A formation of P-51 Mustangs flies next to my B-25 Mitchell bomber for a photo op over the skies of Pickaway county late Friday afternoon September 28, 2007 during the 2007 gathering of Mustangs & Legends air-show going on at Rickenbacker ANGB all this weekend.

A formation of P-51 Mustangs flies next to my B-25 Mitchell bomber for a photo op over the skies of Pickaway county late Friday afternoon September 28, 2007 during the 2007 gathering of Mustangs & Legends air-show going on at Rickenbacker ANGB all this weekend. (© James D. DeCamp 614-367-6366)

(© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

An Employer Support of Guard and Reserve (ESGR) familiarization mission of the 121st Air Refueling Wing (ARW) of the Ohio National Guard Thursday morning April 19, 2007 at Rickenbacker Air National Guard Base (RANGB). The KC-135R air refueling flight took off from RANGB and flew along the Smokey Mountains, refueling an Air Force C-17 cargo plane flying out of Charleston for training of both the Cargo plane crew and that of the air refuelers. Cpt. James Bigelow, left, and Major Darrell Scott, right, in the cockpit and Boom Operator Marq ‘Q’ Thompson on the boom.

An Employer Support of Guard and Reserve (ESGR) familiarization mission of the 121st Air Refueling Wing (ARW) of the Ohio National Guard Thursday morning April 19, 2007 at Rickenbacker Air National Guard Base (RANGB). The KC-135R air refueling flight took off from RANGB and flew along the Smokey Mountains, refueling an Air Force C-17 cargo plane flying out of Charleston for training of both the Cargo plane crew and that of the air refuelers. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Cpt. James Bigelow, left, and Major Darrell Scott, right, at the controls of their KC-135R over the skies of Alabama during an Employer Support of Guard and Reserve (ESGR) familiarization mission of the 121st Air Refueling Wing (ARW) of the Ohio National Guard Thursday morning April 19, 2007 at Rickenbacker Air National Guard Base (RANGB). The KC-135R air refueling flight took off from RANGB and flew along the Smokey Mountains, refueling an Air Force C-17 cargo plane flying out of Charleston for training of both the Cargo plane crew and that of the air refuelers. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) Boom Operator Marq 'Q' Thompson makes final adjustments to his controls as a C-17 nuzzles up for a drink during an Employer Support of Guard and Reserve (ESGR) familiarization mission of the 121st Air Refueling Wing (ARW) of the Ohio National Guard Thursday morning April 19, 2007 in the skies over Alabama. The KC-135R air refueling flight took off from Rickenbacker Air National Guard Base (RANGB) and flew along the Smokey Mountains, refueling an Air Force C-17 cargo plane flying out of Charleston for training of both the Cargo plane crew and that of the air refuelers. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366)

America West Flight 2811 from Newark, New Jersey, an Airbus A320 (tail number N628NW), makes it’s final approach to Port Columbus Airport Tuesday afternoon, February 16, 1999 with it’s front nose gear turned 90° the wrong way. The nose gear which should have been turned along the center line of the plane was instead turned perpendicular to the direction of travel. Although Columbus Fire Department and many of the surrounding fire departments responded to the scene with squads, medics and engine companies, the plane landed safely, and its passengers evacuated the plane via it emergency slide chutes. No one was reported injured in the incident although the plane closed one of Port Columbus’s runway’s for several hours until FAA investigators could examine the plane.

 

An America West Airbus A320 (tail number N628NW ) makes it's final approach to Port Columbus Airport Tuesday afternoon with it's front nose gear turned 90¡ the wrong way. The nose gear which should have been turned along the center line of the plane was instead turned perpendicular to the direction of travel. Although Columbus Fire Department and many of the surrounding fire departments responded to the scene with squads, medics and engine companies, the plane landed safely, and its passengers evacuated the plane via it emergency slide chutes. No one was reported injured in the incident although the plane closed one of Port Columbus's runway's for several hours until FAA investigators could examine the plane. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) [Photographed with Canon EOS D2000 cameras in RAW mode with L series lenses.]An America West Airbus A320 (tail number N628NW ) makes it's final approach to Port Columbus Airport Tuesday afternoon with it's front nose gear turned 90¡ the wrong way. The nose gear which should have been turned along the center line of the plane was instead turned perpendicular to the direction of travel. Although Columbus Fire Department and many of the surrounding fire departments responded to the scene with squads, medics and engine companies, the plane landed safely, and its passengers evacuated the plane via it emergency slide chutes. No one was reported injured in the incident although the plane closed one of Port Columbus's runway's for several hours until FAA investigators could examine the plane. (© James D. DeCamp | http://www.JamesDeCamp.com | 614-367-6366) [Photographed with Canon EOS D2000 cameras in RAW mode with L series lenses.]

[Photographed with Canon EOS D2000 cameras in RAW mode with L series lenses.]

The plane suffered minor damage during the landing at Port Columbus International Airport (CMH), Columbus, Ohio, with the nose wheels rotated 90 degrees. When the flight crew lowered the landing gear it received a (Landing Gear Control and Interface Unit) fault that after a visual fly-by resulted in nose wheels rotated 90 degrees from the straight direction foreseen for landing.

The pilot performed a normal touchdown which was followed by an emergency evacuation from the over-wing exits. None of the 31 people on board were injured.

The NTSB investigation revealed that “the external ‘O’ rings in the steering control valve had extruded and by-passed pressurized hydraulic fluid to rotate the nose wheels. This event had occurred before, and the manufacturer had issued a service bulletin. The operator had not complied with the service bulletin, nor were they required to comply with it.”

From the NTSB’s brief narrative statement of facts, conditions and circumstances pertinent to the accident/incident: 

On February 16, 1999, at 1602 Eastern Standard Time, an Airbus A-320-231, N628AW, operated by America West Airlines as flight 2811, received minor damage when it landed at Port Columbus International Airport (CMH), Columbus, Ohio, with the nose wheels rotated 90 degrees. There were no injuries to the 2 certificated pilots, 3 flight attendants and 26 passengers. Visual meteorological conditions prevailed for the scheduled passenger flight which had departed from Newark (EWR), New Jersey, about 1404. Flight 2811 was operated on an instrument flight rules flight plan conducted under 14 CFR Part 121.

According to statements from the flight crew, flight 2811 was uneventful until the landing gear was lowered prior to landing at CMH. After the landing gear was extended to the down-and-locked position, the flight crew received indications of dual landing gear control and interface unit (LGCIU) faults.

The flight crew entered into a holding pattern and attempted to troubleshoot the faults; however, they were unable to determine the source of the problem. The flight crew then prepared for a landing at CMH, with nose-wheel steering and thrust reversers inoperative due to the faults. During the final approach, at the flight crew’s request, the control tower performed a visual check of the landing gear, which revealed that the nose-wheels were rotated about 90 degrees.

The flight crew then initiated a missed approach and declared an emergency. The cabin crew was notified of an impending emergency landing, and the cabin and passengers were prepared for the landing. The captain initiated the approach, and described the touchdown as soft. The airplane stopped on the 10,250-foot-long runway with about 2,500 feet of runway remaining. Damage was limited to the nose landing gear tires and rims.

The captain reported that after landing, he noticed smoke was drifting up on the right side of the airplane. He said he attempted to contact the control tower and confirm if a fire was present, but was unable due to frequency congestion. He then initiated an emergency evacuation using the left and right side over-wing exits.

A review of the air/ground communications, as recorded by the Columbus Air Traffic Control Tower, did not reveal a congested frequency when the emergency evacuation was initiated.

According to Airbus, nose wheel steering was hydraulically actuated through either the cockpit tiller and/or the rudder pedals.

A post-incident visual inspection of the nose landing gear assembly revealed no anomalies. The steering control module was replaced, and a subsequent functional check of the nose-wheel steering was successful.

The steering control module was a sealed unit, opened only during overhaul, with no specified overhaul time, and had accumulated 3,860 hours since last overhauled on March 3, 1998. It was shipped to Messier-Bugatti, the manufacturer, and examined under the supervision of the French Bureau Enquetes Accidents (BEA). The examination revealed that the external hydraulic O-ring seals on the steering control module’s selector valve were extruded (distorted out of the seal’s groove). A small offset was found in the steering control valve.

Airbus further reported that while the offset would have been measurable, it would not have been noticeable under normal operations. Additionally, during landing gear extension, the brake and steering control unit (BSCU) would have been energized and hydraulic pressure would have been directed toward the steering servo valve. The BSCU would have then commanded a small rotation of the nose wheel to check for proper movement. Any disagreement between the commanded position and actual position of the nose wheel would have deactivated the nose wheel steering. However, if hydraulic pressure had bypassed the steering control valve, there would have been continued pressurization to the servo valve, and because of the servo valve’s inherent offset, in-flight rotation of the nose wheels.

Procedures existed for removal of hydraulic pressure from the steering control module. However, once the nose-wheel strut had deflected 90 degrees, the centering cam would have been rotated to a flat area, and would have been incapable of overriding the 3,000 PSI hydraulic system, and returning the nose wheels to a centered position.

Documents from Airbus indicated there have been three similar incidents in which A320 airplanes landed with the nose wheels rotated about 90 degrees. Examination of the steering control modules on two of the airplanes revealed extrusion of the selector valve’s external seals similar to that found on N628AW. Airbus had attributed the extrusion failures to the lack of a backup seal or the effects of aging on the seals. As a result of these incidents, Airbus issued Service Bulletin (SB) A320-32-1197 on October 8, 1998, to recommend replacement of the external seals on the steering control module’s selector valve on A320 and A321 airplanes within 18 months of the SB’s issuance.

At the time of the incident, neither the French Direction General de l’Aviation Civile (DGAC), or the Federal Aviation Administration (FAA), had adopted the service bulletin as an airworthiness directive. The operator was not required to comply with the service bulletin, and had not complied with it.

On March 24, 1999, the DGAC issued Airworthiness Directive (AD) 1999-124-129(B) to require compliance with the SB. On December 17, 1999, the FAA issued AD 99-23-09 which was based upon the French AD, with a 12 month time of compliance for modification of the nose wheel steering control valve.

America West Airlines was a U.S. airline headquartered in Tempe, Arizona. Their main hub was at Sky Harbor Airport in Phoenix, Arizona, with a secondary hub at Las Vegas McCarran International Airport in Las Vegas, Nevada. The airline became part of the US Airways Group after it acquired the larger airline in 2005 and adopted the US Airways brand name. America West was the second largest low-cost carrier in the U.S. after Southwest Airlines and served approximately 100 destinations in the US, Canada, and Mexico. Service to Europe was provided through codeshare partners. In March 2005, the airline operated a fleet of 132 aircraft, with a single maintenance base at Sky Harbor Airport in Phoenix. Regional jet and/or turboprop feeder flights were operated on a code sharing basis by Mesa Airlines and Chautauqua Airlines as America West Express.

Beginning in January 2006, all America West flights were branded as US Airways, along with most signage at airports and other printed material, though many flights were described as “operated by America West.” Apart from two heritage aircraft, the only remaining America West branding on aircraft can be found on some seat covers and bulkheads. The merged airline used America West’s “CACTUS” callsign and ICAO code “AWE”, but retained the US Airways name. As part of a merger between American Airlines and US Airways in February 2013, which led to American becoming the world’s largest airline, the call sign and ICAO code name was later retired on April 8, 2015 when the FAA granted a single operating certificate for both US Airways and American Airlines. The US Airways brand continued until October 17, 2015, when American Airlines retired the name.