N410GV
Registered owner: AVION CAPITAL CORP, AK (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| GRANT AVIATION INC (ENHA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
PILOT OBSERVED THE PILOT DOOR POST GETTING HOT. MECHANICS REPLACED THE BLEED AIR PRESSURE REGULATOR AND PROBLEM WAS RESOLVED.
PILOT NOTED "I OBSERVED A RUNAWAY ENGINE CONDITION, MY TORQUE AND NG GUAGES CLIMBED TO REDLINE WITH MY POWER LEVER IN IDLE POSITION. I DECIDED TO CLIMB TO 9500 FT AND CONTINUE TOWARDS KING SALMON ALASKA. MY ITT GUAGE SLOWLY CLIMBED TO A MAXIMUM OF 900C. ONCE OVER THE KING SALMON AIRPORT ,I ATTEMPTED TO DESCEND WITH MY POWER AT FULL INDICATION. I WAS ABLE TO DESCEND TO AROUND 5-6000 FEET. I MOVED THE CONDITION LEVER TO CUTOFF AND MADE A LANDING ON RUNWAY 12 WITH OUT ENGINE POWER.
PILOT REPORTED: I WAS ENROUTE TO BET FROM AKN. I WAS IN SOME ICING AND TRYING TO FIND AN ALTITUDE THAT WAS GOING TO WORK. I HAD A BLOCK 8,000-12,000. I WAS AT 12,000 WHEN I NOTICED THAT MY AIRSPEED WAS DECAYING FASTER THAN SEEMED NORMAL. I LOOKED OUT TO THE WING TO SEE IF I HAD STARTED BUILDING MORE ICE THAN I HAD EXPECTED. I HAD NOT AND WHILE I WAS LOOKING OUTSIDE MY LOW AIRSPEED AWARENESS WARNING WENT OFF. I LOOKED DOWN TO SEE MY AIRSPEED AROUND 100. I LOOKED OVER AT MY BACKUP INSTRUMENTS AND THE COPILOT SIDE SEEMED NORMAL AROUND 130.AT THIS TIME THE AIRPLANE ANNOUNCED LOW SPEED AND PITCHED OVER. I ALREADY HAD MY HAND ON THE YOKE AND I RIGHTED THE AIRPLANE AND HELD DOWN THE AUTOPILOT DISCONNECT SWITCH UNTIL IT SAID ESP OFF. I ASKED ATC FOR A TURN BACK TO AKN AND INFORMED THEM OF AN INSTRUMENT MALFUNCTION. AS I PASSED INTO LOWER MVAS I TRIED TO GET DOWN BELOW THE ICE. TWO MORE TIMES DURING THE FLIGHT BACK, THE AUTOPILOT REENGAGED WITH THE ESP OFF AND TRIED TO PITCH ME OVER. AROUND 2000FTON THE APPROACH I GOT THE PILOT SIDE AIRSPEED BACK AND LANDED UNEVENTFULLY.
AFTER TAKEOFF, AT APPROXIMATELY 200FT, THE G600 AUTOPILOT ENVELOPE STALL PROTECTION (ESP) SYSTEM ENGAGED AND NOSED THE AIRCRAFT INTO A DESCENT. THE PILOT PUSHED THE AUTOPILOT DISCONNECT SWITCH WHICH BRIEFLY DISCONNECTED THE AUTOPILOT SYSTEM. THE PILOT REPORTED THIS PHENOMENON OCCURRED 2-3 TIMES BEFORE TURNING OFF THE AVIONICS MASTER SWITCH. UPON INSPECTION BY MAINTENANCE IT WAS DISCOVERED THE STALL WARNING CIRCUIT BREAKER WAS POPPED WHICH CAUSED THE AUTOPILOT ESP SYSTEM TO ENGAGE. THIS WAS VERIFIED BY THE AVIONICS VENDOR WHO PREVIOUSLY INSTALLED THE SYSTEM. FOR BEST PRACTICES THE CIRCUIT BREAKER WAS REPLACED AND A CHECK FLIGHT FOUND NO FURTHER ISSUES.
DURING SCHEDULED INSPECTION FLOOR SECTION FROM FUSELAGE STA 122.00 TO 159.00 WAS FOUND TO BE DAMAGED BEYOND ALLOWABLE LIMITS. IN ORDER TO REMEDY THIS CONDITION A SPLICE FROM NEW FLOOR SECTION WAS INSTALLED.
DURING SCHEDULED INSPECTION, A CRACK WAS FOUND ON RT LONGERON AT RBL 8.00 WAS FOUND TO BE AND NEEDED TO BE REPLACED. IN ORDER TO REMEDY THIS CONDITION A SPLICE WAS DESIGNED PER DER APPROVAL ON 8110-3 DATED 28 MARCH 2017.
DURING SCHEDULED INSPECTION THE NOSE LANDING GEAR ATTACH FITTING WAS FOUND TO BE CRACKED. IN ORDER TO REMEDY THIS CONDITION THE ATTACH FITTING HAD TO BE REPLACED.
RIGHT BRAKE WAS NOTED BY FLIGHT CREW AS BEING INOPERATIVE. MX DETERMINED THAT THE RT HAND BRAKE ASSEMBLY BROKE A GUIDE PIN, CAUSING IT TO CONTACT THE RT HAND TIRE ASSEMBLY. REPLACED THE DEFECTIVE BRAKE ASSEMBLY & DAMAGED TIRE ASSEMBLY IN ORDER TO FERRY THE ACFT WHERE THE TORQUE PLATE, WHICH WAS ALSO DAMAGED, COULD BE REPLACED.
FORWARD FUEL LINE COMING FROM THE WING AS IT ENTERS RESERVOIR TANK COMPARTMENT. THERE ARE THREE AN3 BOLTS RETAINING A SEAL IN THE SIDE WALL OF COMPARTMENT. FORWARD BOLT CHAFING LINE, BOLT TURNED OUT TO BE AN3-4A, PARTS MANUAL CALLS FOR AN3-3A. BOTH SIDES OF AIRCRAFT REVEALED THE SAME DISCREPANCY. AIRCRAFT TOTAL TIME 396.5. HOURS.