N216CS

BEECH C 99 No injuries Part 135 — Alpine Aviation, Inc.

Operated by Alpine Air Inc (per NTSB report)

Beech 99C Minor injury Part 135 — Alpine Aviation, Inc.

BEECH C99 No injuries Part 135 — CAPE SMYTHE AIR SERVICES, INC.

Operated by CAPE SMYTHE AIR SERVICES, INC. (per NTSB report)

ATA 3200

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 29,845 hrs · 37,320 cycles

DEPARTED THIS MORNING AS 5042 FOR KOLF. NO RUNWAY NOTAM, SO I CONTACTED CLINT AND HE SAID 1 INCH DRY SNOW. UPON ARRIVING TO OLF FOUND 2 INCH DRY SNOW OVER ICE, POOR BRAKING ACTION. LANDED AND SHUTDOWN UNEVENTFULLY. IN THE EVENING OPERATED AS 5041. I PREFLIGHTED AND VISUALLY INSPECTED BOTH TIRES AND BRAKES, AND DID NOT WITNESS ANY ISSUES VISUALLY AT THE TIME. AFTER UNEVENTFUL LOADING AND START, FOUND LEFT MAIN LANDING GEAR BRAKE TO BE FROZEN. WAS ABLE TO TAXI WITH HIGH POWER AND IT BEGAN ROLLING. CONTINUED TAXI ACROSS RAMP AND DOWN RUNWAY 29 WITH NO OTHER INDICATIONS OF AN ISSUE. UPON ROTATING AT 96 KIAS FELT THE LEFT MAIN GEAR “GRAB” AS IF BRAKES HAD BEEN APPLIED. I ENSURED I WAS NOT ON THE BRAKE PEDAL AND CONTINUED WITH THE FLIGHT. WITHOUT KNOWING THE CONDITION AND ONLY BEING ABLE TO ASSUME IT WAS LOCKED AGAIN, I DECLARED AN EMERGENCY WITH BIL APPROACH. AT THE TIME I HAD 1200 POUNDS OF FUEL, 883 POUNDS OF CARGO AND ONLY MYSELF ON BOARD. I ADVISED THEM IT WAS A BRAKE ISSUE, AND REQUESTED THE OPTION FOR 28R TOATTEMPT A TOUCH AND GO TO UNLOCK THE STUCK BRAKE. I ALSO INFORMED FLIGHT FOLLOWING AND AMANDA OF THE ISSUE. AFTER BEING CLEARED FOR THE OPTION I DID A FIRM TOUCH AND GO TO CONFIRM THE BRAKE WAS UNLOCKED. IT GRABBED SLIGHTLY IN THE BEGINNING THEN UNLOCKED AND ROLLED UNTIL I WAS AIRBORNE AGAIN. I MADE RIGHT TRAFFIC FOR 28R AND LANDED UNEVENTFULLY. AIRPORT OPS MET ME AT POSTAL, TOOK MY NAME NUMBER AND ADDRESS AND SAID I SHOULD NOT EXPECT ANYTHING FURTHER. I CONTACTED AMANDA, MAINTENANCE, AND FLIGHT FOLLOWING.

ATA 2424

Part: NONE — NONE · airframe 29,594 hrs · 37,005 cycles

STARTED TRAINING FLIGHT, DID TRIM RUNAWAY, STEEP TURNS, CRUISE STALL, APPROACH TO LAND STALL. ON APPROACH TO LAND STALL RECOVERY, NOSE GEAR INDICATOR STAYED GREEN, BOTH MAIN INDICATORS WENT OUT BUT IN TRANSIT RED HANDLE LIGHT STAYED ON. RECYCLED GEAR AFTER 2 MINS TO SEE IF IT WOULD GO UP OR DOWN. NO CHANGE. TESTED INDICATOR WITH POWER LEVER HORN AND FLAP HORN, BOTH WENT OFF SAYING GEAR WAS NOT DOWN/LOCKED. DECIDED TO PUMP GEAR DOWN AND END LESSON EARLY TO RETURN TO LAND. WENT THROUGH EMERGENCY GEAR EXTENSION CHECKLIST, GOT 3 GREEN LIGHTS AFTER APPROX 6 PUMPS OF HANDLE SUGGESTING GEAR WAS BARELY UNLOCKED AND HAD NOT STARTED TO REALLY RETRACT AT ALL. HAD APPROACH ROLL TRUCKS AT BIL JUST IN CASE, LANDED AND TAXIED TO PARK WITHOUT INCIDENT.

ATA 3000

Part: WIRE — BROKEN (NOT REPORTED) · airframe 29,572 hrs · 36,984 cycles

AFTER DEPARTING SLC WHILE PILOT SMELLED BURNING ELECTRICAL FUMES DURING THE CLIMB TO 10,000 MSL. HE TURNED OFF THE NON-ESSENTIAL ELECTRONIC AND RAN THE EMERGENCY CHECKLIST FOR ELECTRICAL FIRES. THIS DID NOT PRODUCE ANY CHANGE SO HE CANCELLED THE FLIGHT AND RETRUNED TO KSLC IMMEDIATELY.

ATA 2420

Part: GENERATOR — INOPERATIVE · airframe 29,329 hrs · 36,695 cycles

LEFT BOTH STARTERS ON AFTER START UP ( FLEW A B MODEL FOR 2 WEEKS AND GOT USED TO THE NON LOCKING TOGGLE SWITCH), COUPLE MINUTES AFTER TAKE OFF I NOTICED THE GENERATOR FAIL. TOLD SLC I WAS RETURNING AND LOST POWER. MADE THE DECISION TO FLY INTO KPVU. MADE ATTEMPTS TO CALL SLC AND PVU TOWER BUT I HAD INSUFFICIENT SERVICE. WHILE DOING SO I RAN GEN INOP CHECKLIST, CHECKED BREAKERS, AND DID THE E GEAR EXTENSION. I WAS TEXTING THE FAA AND HAD PVU TOWER VERIFY MY GEAR WAS DOWN. LANDED AT PVU, TAXIED TO THE ALPINE HANGAR, AND CALLED SLC TRACON.

ATA 5220

Part: ESCAPE HATCH — UNSECURE (COCKPIT) · airframe 25,253 hrs · 31,748 cycles

PILOT FAILED TO ENSURE THAT THE PILOT HATCH WAS FULLY LATCHED PRIOR TO TAKEOFF. DURING CRUISE THE PILOT HATCH CAME OPEN IMPACTING THE UPPER FUSELAGE & THEN DEPARTED THE ACFT. ACFT CONTROL WAS NEVER COMPROMISED. ACFT LANDED WITHOUT FURTHER INCIDENT.

ATA 5521

Part: RIB — CRACKED (LT ELEVATOR) · airframe 25,022 hrs · 31,475 cycles

INSPECTION REVEALED 3 CRACKS IN THE LT ELEVATOR OTBD LE RIB. THE CRACKED RIB WAS R & R WITH A NEW RIB.

ATA 5514

Part: STRUCTURE — CRACKED (HORIZ STAB) · airframe 24,023 hrs · 30,238 cycles

A CRACK WAS DISCOVERED IN THE HORIZONTAL STABILIZER UPPER CENTER TEE EXTRUSION AT THE AFT EDGE. EXTRUSION WAS REPAIRED BY INSTALLING A FILLER AND A DOUBLER IN ACCORADANCE WITH BEECHCRAFT FIELD REPAIR FR-CO-01905.

ATA 2730

Part: SUPPORT — CRACKED (STABILIZER) · airframe 23,344 hrs · 29,397 cycles

LEFT TORQUE TUBE ASSY SUPPORT CRACKED.

ATA 2910

Part: FITTING — MISSING (HYD POWERPACK) · airframe 22,435 hrs · 28,171 cycles

LANDING GEAR FAILED TO EXTEND WHEN SELECTED. GEAR WAS PUMPED DOWN AND AIRCRAFT LANDED WITHOUT INCIDENT. INVESTIGATION REVEALED THAT THE C-CLIP ON THE HYDRAULIC POWERPACK COUPLING WAS MISSING AND ALLOWED THE COUPLING TO MIGRATE ON THE SHAFT UNTIL IT NO LONGER CONNECTED THE MOTOR TO THE PUMP.

ATA 2934

Part: CIRCUIT BOARD — BURNED (HYD SYSTEM)

PN 993641581, A PRINTED CIRCUIT BOARD ASSEMBLY INSTALLED IN A TIME DELAY ASSEMBLY. THE ASSEMBLY IS PART OF THE HYDRAULIC SYSTEM AND IS IN THE LOW LIQUID LEVEL SENSOR CIRCUIT. A CHECK OF THE ELECTRICAL SYSTEM FOUND NO DEFECTS IN THE SYSTEM. THE CAUSE OF THE MELT DOWN OF THE BOARD IS UNKNOWN.

ATA 3230

Part: POWERPACK — INOPERATIVE (MLG)

LANDING GEAR POWER PACK FAILED. INSPECTION OF THE POWER PACK REVELED MOTOR SHORTED, CAUSED BY INTERNAL LEAK IN THE POWER PACK. CREW LOWERED GEAR MANUALLY.

ATA 3233

Part: ACTUATOR — CRACKED (MLG)

HYDRAULIC FLUID FOUND IN WHEELWELL DURING POST-FLIGHT INSPECTION. LANDING GEAR RETRACTION PERFORMED, FOUND 2 INCH CRACK AROUND TOP OF ACTUATOR. ACTUATOR OVERHAULED. (X)