N117BH

ATA 7600

THE CREW WAS CONDUCTING A MAINTENANCE ACCEPTANCE FLIGHT ON AIRCRAFT FOR THE REPLACEMENT OF LEFT AND RIGHT PROPELLERS. THE NTS SHUTDOWN PROCEDURE WAS BEING PERFORMED IN-FLIGHT AS REQUIRED ON THE RT ENG. DURING THE NTS SHUTDOWN, THE RT PROPELLER DID NOT FULLY FEATHER & COPILOT PULLED FURTHER BACK ON THE EMERGENCY SHUTDOWN HANDLE TO FULLY ACTUATE THE FEATHERING VALVE. THIS CAUSED THE RT ENG SHUTDOWN LINKAGE TO BIND. THE COPILOT TRIED TO RETURN EMERGENCY SHUTDOWN HANDLE TO NORMAL POSITION & WOULD NOT MOVE. CREW MADE DECISION TO LEAVE ENG & PROP (FULLY FEATHERED AT THIS TIME) SHUTDOWN & RETURN TO KSHR ON LT ENG FOR A SINGLE ENGINE LANDING. MX INSPECTED RT ENG SHUTDOWN LINKAGE AND DISCOVERED BINDING HAD OCCURRED AT THE TELEFLEX CABLE JUST PRIOR TO THE EMERGENCY SHUTOFF VALVE. IT WAS ALSO DISCOVERED THAT THE FEATHERING VALVE DID NOT FULLY ACTUATE DUE TO RIGGING. THE TELEFLEX CABLE WAS TAKEN APART, CLEANED, REASSEMBLED AND EMERGENCY SHUTDOWN RIGGING WAS PERFORMED WITH NO FURTHER DISCREPANCIES NOTED.

ATA 7532

AIRCRAFT DEPARTED KSHR AT 1840Z FOR A MAINTENANCE FLIGHT. DURING CLIMB OUT THE PILOT ASKED THE COPILOT TO MOVE THE TEMPERATURE CONTROL HANDLE FOR HEAT. THE COPILOT OPENED THE HEAT VALVE WITH THE TEMPERATURE CONTROL HANDLE AND EXPERIENCED A SLIGHT "POP". THE HEAT REMAINED IN THE OPEN POSITION FOR A BRIEF TIME UNTIL THE CREW HAD SMOKE IN THE CABIN AND COCKPIT. THE COPILOT ATTEMPTED TO SECURE THE TEMPERATURE CONTROL HANDLE, BUT COULD NOT RETURN THE HANDLE TO THE OFF POSITION DUE TO BINDING. THE CREW IMMEDIATELY RETURNED TO KSH WHERE THE AIRCRAFT WAS INSPECTED FOR THE CAUSE OF THE BINDING AND SMOKE. DURING THE INVESTIGATION IT WAS NOTED THE RIGHT ENGINE BLEED VALVE LINKAGE WAS SLIGHTLY MISADJUSTED CAUSING THE VALVE LEVER AND LINKAGE TO BIND IN AN OVER-CENTER POSITION RESULTING IN THE BLEED VALVES STAYING OPEN. THIS RESULTED IN DAMAGE TO THE INTERIOR INSULATION BLANKETS INSTALLED NEXT TO THE HEATING DUCT AND THIS IS BELIEVED TO BE THE SOURCE OF THE SMOKE. THE LINKAGE WAS ADJUSTED AND AIRCRAFT HEATING SYSTEM WAS OPERATED DURING A GROUND RUN WITH NO FURTHER ADVERSE EFFECTS.

ATA 2200

ELECTRIC PITCH TRIM MALFUNCTION WITH AUTO-PILOT DISENGAGED. ELEVATOR TRIM RUN AWAY IN THE UP DIRECTION. PILOT WAS ABLE TO OVERRIDE PITCH WITH YOKE AND DISABLED MALFUNCTION BY PULLING AUTOPILOT 115VAC CIRCUIT BREAKER. AIRCRAFT RETURNED TO FT. WAINWRIGHT WITH NO FURTHER ISSUES. SYSTEM WAS INSPECTED AND AUTOPILOT COMPUTER RESEATED IN RACK. SYSTEM OP-CHECKS PERFORMED AND EVALUATION FLIGHT WAS CONDUCTED WITH NO FURTHER ISSUES.

ATA 5311

DURING ROUTINE INSPECTION, ON FRAME 6 UNDER THE FLOORBOARDS AT APPROXIMATELY BL 700(LT), THE FRAME ANGLE WAS FOUND CORRODED WITH A SUBSEQUENT CRACK IN THE SUPPORTING ANGLE UNDERNEATH IT.

ATA 3240

AFTER START UP AND ATTEMPTING TO TAXI THE LT AND RT BRAKES WOULD NOT RELEASE PROPERLY AFTER HAVING THE PARKING BRAKE SET. BOTH BRAKE ASSEMBLIES (PN 5006484-3) WERE SENT OUT FOR OVERHAUL. THE BACKING PLATE (PN 5006180) FOR BRAKE ASSY SN APR84-161 WAS FOUND CRACKED AND REQUIRED REPLACEMENT. THE TIME ON THE COMPONENT IS UNKOWN.

ATA 6114

THE ACFT WAS PERFORMING A TEST FLIGHT FOR A NTS AND FLIGHT IDLE FF DECENT CHECK AFTER THE INSTALLATION OF A O/H LT ENG AND A REPAIRED LT PROPELLER. WHILE PERFORMING THE FLIGHT IDLE FUEL FLOW FOR SINK RATE THE ACFT BEGAN TO VIBRATE BADLY. IT WAS QUICKLY IDENTIFIED AS THE LT ENGINE AS BEING THE PROBLEM. THE FLIGHT CREW PERFORMED A STOP AND FEATHER SHUTDOWN OF THE LT ENGINE. THE ENGINE SHUTDOWN PROPERLY BUT ONLY 2 OPPOSITE BLADES WENT TO FEATHER, BUT THE OTHER 2 BLADES DID NOT, 1 WAS IN REVERSE AND THE OTHER WAS FLAT. AFTER LANDING IT WAS DISCOVERED THAT THE 2 BLADES IN QUESTION HAD THE PINS THAT LINKED THE BLADE CUFF TO THE DOME WERE MISSING ON THE BLADES THAT WERE REMOVED DURING THE REPAIR AT THE PROPELLER SHOP. THE PROPELLER HAD NO OTHER DAMAGE AND WAS SENT OUT FOR REPAIR AND TESTING. THE LT ENGINE WAS REMOVED DUE TO THE TORQUE INDICATING SYS INTERNAL TO THE ENGINE BEING DAMAGED DUE TO THE VIBRATION AND SENT OUT FOR REPAIR.

ATA 8300

DURING ROUTINE INSPECTION, CRACK IN ACCESSORY GEARBOX WAS NOTED. CRACK WAS LOCATED AT RT SIDE ENGINE MOUNT PAD. UPON ENGINE REMOVAL, CRACK WAS FOUND TO BE ALMOST COMPLETELY THROUGH ENGINE MOUNT PAD AREA.

ATA 6111

CRACK DISCOVERED DURING ROUTINE 100 HOUR INSPECTION. DETECTED VISUALLY. REASON FOR CRACK NOT KNOWN. CLAMP ASSEMBLY REPLACED WITH FACTORY NEW UNIT.