N950AA
Registered owner: ALPINE AVIATION INC, UT (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| ALPINE AVIATION, INC. (TIMA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
DURING CLIMB PILOT NOTICED BLUE SMOKE THAT SMELLED ELECTRICAL. HE CALLED IN FOR EMERGENCY LANDING, OPEDED HIS WINDOWS AND VENTS AND RETURNED BACK TO BIL FOR TROUBLE SHOOTING ON THE AIRCRAFT. MX FOUND WIRE FOR NOSE BAG DOOR WARNING SHORTED AND DEACTIVATED CABIN HEATER CIRCUIT LIMITING RESISTER. WIRES WERE REPAIRED AND AIRCRAFT WAS RETURNED TO SERVICE.
PILOT SELECTED WINDSHIELD HEAT AND SMOKE EMITTED FROM BEHIND RIGHT PANEL. PILOT SELECTED WINSHIELD HEAT TO OFF FOR REMAINDER OF FLIGHT. MAINTENANCE INSPECTED WINDSHIELD HEAT SYSTEM AND FOUND LOOSE CONNECTION AT CO-PILOT GROUND TERMINAL FOR WINDSHIELD HEAT. TERMINAL WAS REPAIRED AND SYSTEM CHECKED COMPLIED WITH.
DURING AD 92-15-13 INSPECTION 1 INCH CRACK WAS LOCATED IN THE LT ANGLE AT FS 207.
DURING CRUISE FLIGHT, THE RIGHT ENGINE DEVELOPED TORQUE FLUCTUATIONS. PILOT NOTED FLUCTUATING OIL PRESSURE READINGS AND AS OIL PRESSURE DROPPED TO ZERO. SHUTDOWN THE RIGHT ENGINE. PILOT MADE AN UNSCHEDULED LANDING. SUBSEQUENT INSPECTION REVEALED SIGNIFICANT OIL LOSS WITH OIL EXITING THE ENGINE AIR INLET AREA AND METAL WAS FOUND IN THE OIL FILTER.
SHORTLY AFTER TAKEOFF, THE BAGGAGE DOOR ANNUNCIATOR ILLUMINATED NECESSITATING A RETURN FOR LANDING TO VERIFY DOORS WERE SECURE. IT WAS DETERMINED THAT THE RT NOSE BAGGAGE DOOR ANNUNCIATOR SWITCH WAS OUT OF ADJUSTMENT.
DURING APPROACH FOR LANDING, THE RT ENG OIL PRESS BEGAN FLUCTUATING. OIL PRESS DROPPED TO 40 PSI WITH THROTTLE AT IDLE & THE OIL PRESS ANNUNCIATOR ILLUMINATED. RT ENG WAS SHUTDOWN AT 1.5 MILES ON FINAL. ACFT LANDED UNEVENTFULLY. SUBSEQUENT INSPECTION REVEALED A 90 DEGREE FITTING ON THE OIL COOLER HOSE HAD BEEN RUBBING AGAINST THE STARTER & GEN COOLING DUCT CAUSING A LEAK IN THE FITTING, RESULTING IN ENG OIL LOSS IN FLIGHT.
CRACKED FUEL LINE FROM FCU TO STARTER CONTROL UNIT.
DURING CRUISE, PILOT HEARD A CLUNK AND THE -GEAR IN TRANSIT- LIGHT CAME ON. RETURNED TO AIRPORT, PERFORMED FLY-BY WHICH CONFIRMED NOSE GEAR HANGING OUT BUT NOT FULLY EXTENDED. NOSE GEAR COLLAPSED ON LANDING. INVESTIGATION REVEALED THAT THE ACTUATOR SHAFT HAD SHEARED JUST ABOVE THE CLEVIS BOLT CONNECTING TO THE DRAG BRACE.
WHILE INSPECTING THE HORIZONTAL STABILIZER, THE LT SHEAR PLATE WAS FOUND TO HAVE A CRACK RUNNING ACROSS IT. THE ELEVATOR CONTROL HORN IS ATTACHED TO THE SHEAR PLATE WHICH IS ATTACHED TO THE HORIZONTAL STABILATOR. THE CRACK MUST HAVE DEVELOPED UNDER NORMAL CIRCUMSTANCES. DO NOT HAVE AN IDEA FOR THE PROBABLE CAUSE OR RECOMMENDATION FOR PREVENTING RECURRENCE. THE AGE AND AMOUNT OF FLIGHT HOURS MAY HAVE BEEN A CONTRIBUTING FACTOR.
FITTING FOUND TO BE CRACKED DURING STRUCTURAL INSPECTION. (CNTRL NR 82)
CRACK FOUND IN RIGHT WING ATTACH FITTING. (BATH TUB FITTING) LOCATION CENTER SECTION UPPER FORWARD ATTACH FITTING. RECURRING INSPECTION INTERVAL (STANDARD SPAR WITH STAP) 500 HOURS OR 1 YEARS WHICHEVER OCCURS FIRST. (CONTROL NUMBER 005)
DURING AN UNRELATED REPAIR, IT WAS DISCOVERED THAT THE LEFT HORIZONTAL TIP RIB WAS CRACKED. RIB WAS REPAIRED AND ADOUBLER WAS INSTALLED. CRACKS WERE STOP DRILLED AS NECESSARY. DUE TO VIBARATION, THE LEFT REGION OF THE HORIZONTAL STABILIZER ON MOST OF THESE AIRCRAFT, SUSTAIN SIMILAR SIGNS OF FATIGUE THROUGH CRACKING OR RIVITS LOOSENING. PROP BALANCING AND FLIGHT CONTROL BALANCE CHECKS WILL NOW BE PERFORMED ON A MORE FREQUENT BASIS.
ROUTINE INSPECTION REVEALED HORIZONTAL STABILIZER LOOSE AT PIVOT SUPPORTS. REPLACED BOTH LEFT AND RIGHT PIVOT SUPPORT BRACKETS AND BEARINGS AND HARDWARE. PROBLEM DETERMINED TO BE DUE TO NORMAL WEAR AND POSSIBLE LACK OF LUBRICATION. (X)
ROUTINE CHECK OF SURFACE DEICERS REVEALED WATER SPRAYING FROM HOLES IN THE TAIL SURFACE DEICERS. REPLACED BOTH SURFACE DEICERS. OPS CHECK OF OTHER BOOTS REVEALED NO WATER AND PROPER OPERATION.
AIRCRAFT WAS TAXIING WHEN THE LEFT GEAR FOLDED UP. THE AIRCRAFT WAS JACKED UP BY MAINTENANCE PERSONNEL AND THEY FOUND THE DOWNLOCK SPRING GUIDE ROD BROKEN IN TWO. THE SPRING GUIDE ATTACHES BETWEEN THE DOWNLOCK HOOK (PN 50-810338-1) AND THE MLG ACTUATOR (PN 99-810057-651). SEE BEECHCRAFT B-99 PARTS MANUAL, FIGURE 201, ITEMS 8, 31, AND 33 FOR BREAKDOWN. THIS ALLOWED THE OVERCENTER LOCK (PN 50-810338-1) TO WORK FREE AND THE GEAR TO FOLD. DAMAGE WAS TO THE LEFT ENGINE (PROP STRIKE) AND LEFT WING TIP. AIRCRAFT IS CURRENTLY AOG FOR REPAIRS. TSO CYCLES, 440.