N3116N

ATA 2120

ON JANUARY 7TH, 2020, DAKOTA 1023 DEPARTED THIEF RIVER FALLS (KTVF) AIRPORT ON SCHEDULE AT 14:57 AND BEGAN A CLIMB TO 17,000 FT MSL. AT 500 FT AGL, BLEED AIR WAS TURNED ON AND AIR CONDITIONING RHEOSTAT WAS SET TO APPROXIMATELY 75% HOT WITH THE TEMPERATURE CONTROLLER IN THE “AUTO” POSITION. AT 15:03, THE AIRCRAFT HAD REACHED 13,700 FT MSL WHEN THE PILOT LOOKED AT THE RIGHT COCKPIT SIDE WINDOW AND NOTICED LIGHT SMOKE. BRIEFLY INVESTIGATING FOR A POSSIBLE CAUSE, THE PILOT LOOKED TO THE JUMP SEAT AREA BY THE MAIN CABIN DOOR AND NOTED SMOKE IN THIS SECTION OF THE AIRCRAFT AS WELL. THE SMOKE WAS HAZY, NOT THICK AND DID NOT HAVE A DISTINCT ODOR. THE PILOT BEGAN AN EMERGENCY DESCENT AND REQUESTED IMMEDIATE VECTORS FROM AIR TRAFFIC CONTROL (ATC) BACK TO KTVF. WHILE DOING SO, THE BLEED AIR WAS TURNED TO THE OFF POSITION, CABIN PRESSURE DUMPED UPON REACHING 10,000 FT MSL AND FRESH AIR FAN PLACED IN THE OVERRIDE POSITION. THE SMOKE CLEARED AS A RESULT OF THESE MEASURES AND NO FURTHER SMOKE WAS NOTED. WHILE TAKING THESE ACTIONS, THE PILOT STATED THE NATURE OF THE SITUATION TO ATC AND DECLARED AN EMERGENCY AS A PRECAUTIONARY MEASURE. THE PILOT PROCEEDED TO MAKE AN UNEVENTFUL LANDING. MAINTENANCE WAS CALLED OUT AND A THOROUGH INSPECTION WAS CONDUCTED IN THE CABIN AND COCKPIT AREA WITH NO EVIDENCE OF SMOKE OR OVERHEATING NOTED. WITH NO INDICATIONS PRESENT, EXTENSIVE GROUND RUNS WERE CONDUCTED WITH THE CABIN TEMP CONTROLS PLACED TO MAXIMUM HEAT WITH NO ADVERSE RESULTS. WITH NO DEFINITIVE RESULTS, IT IS SUSPECTED THE CABIN MAY HAVE HAD CONDENSATION ACCUMULATING WHICH RESEMBLED A FOG OR HAZY CONDITION.

ATA 3240

ON COMPLETION OF THE TAXI AND WHILE HOLDING SHORT OF THE RUNWAY, THE PILOT WAS INFORMED BY ANOTHER AIRCRAFT THAT THE LEFT MAIN GEAR HAD A BRAKE FIRE. SHUTDOWN THE AIRCRAFT. THE LEFT BRAKES HAD A SMALL FIRE AND THE BRAKE DISC WAS GLOWING RED HOT. EXTINGUISHED THE FIRE. MAINTENANACE INSPECTED THE MAIN WHEEL FOR FREEDOM OF MOVEMENT AND FOUND IT FREE. THE BRAKE WAS REMOVED. NO ABNORMALITIES COULD BE FOUND AND THE DISC WAS FREE OF ANY SIGNIFICANT DRAG.

ATA 7321

WHILE ON DESCENT DURING APPROACH, PILOT NOTICED AN UNCOMMANDED CHANGE IN PWR ON NR 2 ENG. ATTEMPTED TO ADVANCE PWR LEVER WITH NO INCREASE IN PWR NOTED. CONTINUED HIS DESCENT WHEN HE NOTICED AN UNCOMMANDED PWR INCREASE ON THE NR 2 ENG. THEN MADE DECISION TO SHUTDOWN AND SECURE ENG. CONTINUED APPROACH AND MADE AN UNEVENTFUL LANDING. AFTER SEVERAL ATTEMPTS BY MX, THE DISCREPANCY COULD NOT BE DUPLICATED. TEST FLIGHT WAS PERFORMED AND PROBLEM WAS CONFIRMED. AFTER SEVERAL FUNCTIONAL CHECKS,FCU WAS THE SUSPECTED PROBLEM. UPON REMOVAL OF P2T2 SENSOR AND P3 REFERENCE LINE, CORROSION WAS NOTED AT BELLOPHRAGM CHAMBER INLET. COVER WAS REMOVED AND CORROSION NOTED WITHIN BELLOPHRAGM CHAMBER. FCU WAS REPLACED WITH AN OVERHAULED UNIT. NO SOURCE COULD BE DETERMINED AS TO THE CAUSE OF THE CORROSION BUILD UP.

ATA 2613

WHILE ON CLIMB OUT, THE PILOT NOTICED THAT THE RT WING OVERHEAT LIGHT ILLUMINATED. FOLLOWING PROCEDURE, THE LT GENERATOR WAS SHUTDOWN, BLEED AIR TURNED OFF AND THE LANDING GEAR EXTENDED. AFTER APPROXIMATELY ONE MINUTE THE LIGHT EXTINGUISHED. THE FLIGHT CONTINUED WITHOUT ANY PROBLEMS. UPON INVESTIGATION, NO EVIDENCE OF FIRE OR OVERHEATING COULD FOUND IN THE WING AND GEAR WELL AREAS. IT IS SUSPECTED THAT DUE TO HIGH WINDS DURING THE PILOT’S BACK TAXI TO THE ACTIVE RUNWAY, HE MAY HAVE HAD TO APPLY CONSTANT BRAKE PRESSURE TO KEEP HIS TAXI SPEED LOW. THIS WOULD HAVE CAUSED EXCESSIVE HEATING OF THE BRAKE ASSEMBLY AND ONCE THE GEAR WAS RETRACTED, CAUSED THE WING OVERHEAT LIGHT TO COME ON. IT WAS ALSO REPORTED THAT THE CABIN HEAT WAS SELECTED TO THE FULL HOT POSITION, WHICH MAY HAVE ALSO BEEN A FACTOR.