N118SF
Operators of this aircraft
Who operated this tail, and how firmly we know it.
No operator established for this aircraft.
Accident & incident history
Maintenance disclosures
Service Difficulty Reports filed with the FAA for this airframe. Filing is largely voluntary — the number of reports is not a measure of reliability. To verify a report, search its control number at the FAA SDRS site.
6 reports on file, 1998-04-06 – 2009-11-27.
Part: WIRE — BROKEN (DOWNLOCK SWITCH) · airframe 14,845 hrs · 16,236 cycles
ON APPROACH, NO NOSE GEAR DOWN LOCK LIGHT. PILOT CHECKED THE DOWN POSITION BY OPERATING HANDPUMP. LANDED WITHOUT INCIDENT. MECHANIC CALLED OUT, WIRE FROM THE DOWNLOCK SWITCH (PN 1CH25) WAS FOUND TO BE BROKEN. WIRE WAS REPAIRED, SYS OPS CHECK WAS OKAY. PLANE DEPARTED THE FOLLOWING DAY WITHOUT FURTHER INCIDENT.
Part: PROPELLER — POWER LOSS (LEFT) · airframe 14,402 hrs · 15,833 cycles
ON CLIMB OUT, LEFT PROPELLER RPM DROPPED FROM 2200 TO 1900 RPM. PILOT TOOK NOTE AND CALLED IN FOR RETURN. MAINTENANCE HAS NOT DETERMINED THE CAUSE AT THIS POINT, TROUBLE SHOOTING IS CURRENTLY IN PROGRESS, SUSPECTING EITHER PROP GOV OR OVERSPEED GOV.
Part: RESISTOR — BLOWN (COCKPIT) · airframe 14,159 hrs · 15,518 cycles
ON MONDAY THE 18TH OF FEBRUARY 2008, BEECH 99, N118SF, S/N U-32, SUBURBAN AIR FREIGHT POSITIONING FLIGHT, ROUTE NUMBER SUBAIR 13 OPERATING UNDER PART 91, DEPARTED OMAHA, NE EN ROUTE TO MOLINE, IL. AT APPROXIMATELY 20:30 HOURS JUST NORTH OF MUSCATINE, IA CENTER CLEARED THE FLIGHT FOR DESCENT OUT OF 9000 FT. PASSING THRU 8000 FT, THE PILOT SMELLED SMOKE AND AT THAT TIME THE PILOT NOTICED A GLOW COMING FROM INSIDE OF THE CENTER CONTROL COLUMN AND NOTICED A REFLECTION ON THE TOE OF HIS RIGHT SHOE. THE PILOT SHUT DOWN THE ELECTRICAL SYSTEMS AND PROCEEDED TO GET THE FIRE EXTINGUISHER OUT. FIRE EXTINGUISHER WAS NOT USED, AS THE GLOW AND THE SMOKE STOPPED. DECLARED AN EMERGENCY AND CONTINUED TO MOLINE, LANDED WITHOUT FURTHER PROBLEMS.
Part: SKIN — CRACKED (HORIZ STABILIZER)
DURING A ROUTINE INSPECTION, CRACKS WERE DISCOVERED IN THE TOP SKIN AND RIB AT STA 76 OF THE LEFT HORIZONTAL STABILIZER. THE CRACK RAN FOR SEVERAL INCHES FORWARD AND AFT OF THE FORWARD J-CHANNEL. SI NR 0131-130, HAD BEEN PREVIOUSLY CW. SUBMITTER STATED POSSIBLE CAUSE AS VIBRATION DUE TO SLIP STREAM.
Part: SKIN — CRACKED (HORIZ STABILIZER)
DURING A ROUTINE INSPECTION, CRACKS WERE DISCOVERED IN THE TOP SKIN OF THE LEFT HORIZONTAL STABILIZER BEGINNING UNDER THE DE-ICE BOOT TRAVELING AFT ALONG THE ROW OF RIVETS AT STA 87 TO THE FORWRD J-CHANNEL. SI NR 0131-130 HAD BEEN PREVIOUSLY C/W. SUBMITTER SUGGESTED POSSIBLE CAUSE AS VIBRATION DUE TO SLIP STREAM.
Part: CAM — BENT (RT OTBD MLG DOOR)
PIC REPORTED THE INABILITY TO EXTEND THE LANDING GEAR ELECTRICALLY, WITH A LOUD BANG NOTED IMMEDIATELY UPON EXTENSION. THE LANDING GEAR WAS EXTENDED MANUALLY, AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. SUBSEQUENT INVESTIGATION DISCLOSED A TRIPPED LANDING GEAR CIRCUIT BREAKER, AND A BENT RT OUTBOARD MLG DOOR ACTUATING CAM. THE GEAR DOOR ROLLER ASSY STRUCK THE UNDERSIDE OF THE LANDING GEAR ACTUATING CAM CAUSING THE GEAR TO BIND IN THE WHEEL WELL. INVESTIGATION FAILED TO DETERMINE A CAUSE. THE CAM ASSY MAY HAVE BEEN MIS-RIGGED, OR FAILED TO SNAP OVERCENTER DUE TO WEAK RETURN SPRINGS.