N299AM

ATA 3230

TOOK OFF FROM KLBL, DEPARTED ON RUNWAY 17 AND HEADED TO KDDC. NO MORE USABLE RUNWAY. THEN PUT THE GEAR UP AND TURNED LEFT TO GET ON THE COURSE AND SET FLAPS TO 0. THEN MADE A SECOND LEFT TO GET TO DDC. DURING CLIMBING, ENGAGED THE AUTOPILOT. ABOUT 1 MIN LATER, THE VERTICAL STAB TRIM STARTED TO RUN AWAY, GIVING ME THE ORBITAL TONE. HIT THE TRIM INTERRUPTER SWITCH & DISENGAGED AUTOPILOT, BEGAN TO SCAN THE SYSTEM EVERYTHING WAS OKAY NO FUSES WERE POPPED, PUT THE TRIM INTERRUPTER SWITCH BACK TO NORMAL OPERATION & WAS ABLE TO TRIM THE AIRPLANE BACK INTO SAFE CONDITIONS. REENGAGED THE AUTOPILOT & STARTED SCAN, NOTICE FLAP INDICATION SAID 15 BUT FLAP LEVER WAS AT ZERO. HAD CREW VISUALLY CHECK & THEY STATED FLAPS WERE DOWN AT 15. TURNED BACK TOWARDS LBL & STARTED BACK TO BASE. AT 5 MILES OUT, DROPPED THE LANDING GEAR, & THE RIGHT LANDING GEAR LIGHT STAYED RED. RECYCLED THE LANDING GEAR THREE TIMES & HAD THE SAME RESULTS. STARTED THE MANUAL GEAR PROCEDURE IN ACCORDANCE WITH THE ERG MANUAL. WHEN PUMPED THE GEAR DOWN THERE WAS NO MOVEMENT. HAD THE CREW COME TO READ THE ERG WORD FOR WORD FOR THE SECOND ATTEMPT. THE PUMP LEVER WAS STILL STUCK. REALIZED IF THE GEAR PUMP LEVER IS STUCK THE GEAR IS ALL THE WAY DOWN BUT DID NOT HAVE A LOCKED INDICATION ON MY RIGHT GEAR THE LIGHT WAS STILL RED. CALLED THE OFF-DUTY PILOT TO CHECK AND SEE IF HE COULD VISUALLY SEE LANDING GEAR WAS DOWN. DID A LOW PASS OVER THE AIRPORT & THE OFF-DUTY PILOT AND A TAXING AIRPLANE BOTH CONFIRMED THAT THE LANDING GEAR WAS DOWN. TURNED LEFT TO ENTER DOWNWIND FOR RUNWAY 35. WENT TO MAKE A 180 FROM DOWNWIND TO FINAL, MADE A SLIGHT RIGHT TURN WHICH THEN GAVE ME A LOCKED-IN GREEN LIGHT INDICATION ON THE RIGHT GEAR. THEN PROCEEDED TO LAND AT NORMAL. AIRCRAFT IS OOS AT THIS TIME,

ATA 2197

AIR CONDITIONING WIRING TO PRESSURE SWITCH FOR THE COMPRESSOR MOTOR WERE CHAFED THROUGH, AND SHORTING TO THE MOTOR MOUNT. REPAIRED THE WIRING IAW AC43-13 AND PILATUS PC-12/45 WIRING DIAGRAM AND FUNCTION CHECKED PER PILATUS PC-12 AMM, WIRES WERE SECURED SO NOT TO CHAFF. WITH DOORS CLOSED AND RAN AIR CONDITIONING SYSTEM AND TURNED ON ALL THE AVIONICS AND EQUIPMENT IN THE AIRCRAFT TO CHECK FOR ANY INDICATION OF ELECTRICAL BURNING SMELLS FOR AROUND TWENTY MINUTES, BUT NONE WERE NOTED.

ATA 3418

AUTO PILOT DISCONNECTED PASSING ABOUT 11K FEET CLIMBING TO 15K FT. CLEAR SKIES AND NO TURBULENCE. ATTEMPTED RECONNECT AND IMMEDIATELY THE AUTO PILOT DISCONNECTED AGAIN. OBSERVED CONTROL WHEEL SHAKING INDICATED AIRSPEED ABOUT 150 KNOTS AND AOA INDICATOR PASSING FULL SCALE DEFLECTIONS BOTH UP AND DOWN. MAINTAINED CONTROL OF THE AC PULLED THE STICK PUSHER CIRCUIT BREAKER, DECLARED AN EMERGENCY AND LANDED KNYL WITH THE STICK SHAKER MOVING UNTIL THE MAINS TOUCHED DOWN. TROUBLESHOT SYSTEM BY LOOKING OVER AND TESTING WIRING FROM LEFT AOA PROBE TO THE WING ROOT AND THAT WAS THE PILOT HAD MENTIONED TO US THAT THE AOA INDICATION IN THE SYSTEM KEEP MOVING FROM SLOW TO FAST LEFT AOA IS THE ONE THAT GIVES THAT INPUT TO THE SYSTEM, THE WIRES WERE TESTED AND OHM CHECKED GOOD. AFTER TALKING WITH REPRESENTATIVE WE DECIDED TO REMOVE AND REPLACE THE LT AOA AND RT AOA PROBE ALSO PERFORMED FUNCTIONAL CHECK OF THE AOA SYSTEM IAW CURRENT AMM.

ATA 6122

ON DEPARTURE PROPELLER RPM WAS VERY LOW. 1635 VS 1700 GOOD TORQUE, PLANE ACCELERATED RPM STARTED TO INCREASE AND YELLOW LIGHT WENT OUT BUT STILL LOW. MOVING TOO FAST TO ABORT AND UNSURE THE REVERSE WOULD EFFECTIVE, ELECTED TO TAKE IT IN FLIGHT AND HANDLE AS AN INFLIGHT PROBLEM. NOTIFIED TOWER THAT I NEEDED TO RETURN TO THE AIRPORT FOR A PRE-CAUTIONARY LANDING. ACCELERATED TO 150 KNOTS RPM GOT UP TO 1685 WHICH IS MARGINALLY WITHIN LIMITS. IN THE FLARE THE SHAKER PUSHER SYSTEM ACTIVATED AT 100 KNOTS AND TWO FEET WHICH PLANTED THE LANDING PRETTY FIRMLY. MY MAIN REASON FOR ABORTING IS THE DRAMATIC CHANGE IN THE ENGINE BEHAVIOR, IT HAS ALWAYS TURNED 1700 TO 1701 SOLID AND WHILE 1685 MAYBE WITHIN LIMITS SOMETHING HAD CHANGED AND I WANTED TO INVESTIGATE THE ISSUE BEFORE I PROCEEDED. AT THIS TIME THE PILOT CALLED THE MECHANIC AND WE STARTED TROUBLESHOOTING SYSTEM AND PERFORMING RIGGING CHECKS, DETERMINED THAT DURING ENGINE RUNS FOR TEST NR 4 PROPELLER MAX RPM, WE COULD NOT GET THE PROPELLER GOVERNOR TO COME INTO LIMITS OUTLINED IN THE TEST. USED THE AMM CHAPTER 12A71000000A903FA FOR THE TEST. AFTER TESTING WE HAVE COME TO THE DETERMINATION THAT THE PROPELLER GOVERNOR IS HAVING INTERMITTENTLY ISSUES.

ATA 2752

FLAP SYSTEM MALFUNCTION. FLAPS FROZE AT APPROXIMATELY 15 DEGREES, WHILE BEING RETRACTED IMMEDIATELY FOLLOWING TAKEOFF. DEFECTIVE FLAP ACTUATOR. FAULTY FLAP ACTUATOR REMOVED AND REPLACED.