N959MA

ATA 7603

DURING CLIMBOUT, AT 8,000 FEET MSL, THERE WAS NO THROTTLE RESPONSE FOR APPROXIMATELY THE LAST 20% OF THROTTLE LEVER TRAVEL. THE THROTTLE OPERATED NORMALLY THROUGH APPROXIMATELY THE FIRST 80% OF TRAVEL BUT TORQUE, TEMP, AND NG% WOULD NOT RESPOND TO ANY THROTTLE LEVEL MOVEMENT PAST APPROXIMATELY THE FIRST 80% OF TRAVEL. ALSO IT IS IMPORTANT TO NOTE YOU COULD NOT HEAR OR FEEL A RESPONSE IN APPROXIMATELY THAT LAST 20% OF THROTTLE LEVER TRAVEL.

ATA 2820

AFTER TAKEOFF OUT KLBF, DURING THE CLIMB OUT, THE CAWS PANEL FUEL PRESSURE LIGHT ILLUMINATED. I RAN THROUGH THE QRH CHECKLIST FOR THAT ANNUNCIATOR WHICH EXTINGUISHED THE ANNUNCIATOR AND THEN IMMEDIATELY ASKED ATC FOR A RETURN TO KLBF. A THEN SAFE AND UNEVENTFUL RETURN TO KLBF WAS ACCOMPLISHED. THE QRH CHECKLIST FOR THIS ITEM STATES THAT THIS ANNUNCIATOR INDICATES LESS THAN 2 PSI OF FUEL SYSTEM PRESSURE AND THAT A POSSIBLE CAUSE FOR THIS IS A FUEL FILTER BLOCKED WITH ICE CRYSTALS. THE FUEL WAS SUMPED DURING PREFLIGHT AND POSTFLIGHT AND THERE WAS NO WATER OR SEDIMENT IN EITHER SAMPLE. DURING THE POSTFLIGHT INSPECTION OF THE AIRCRAFT IT WAS NOTED THAT THE FUEL FILTER WAS NOT BYPASSED AS PER THE BYPASS VALVE INDICATOR ON THE FUEL FILTER. THIS IS EVIDENCE THAT THE FUEL FILTER WAS NOT BLOCKED. I ALWAYS HAVE EVERY FBO ADD PRIST WHEN REFUELING. I ALWAYS MONITOR THE REFUELING PROCESS TO ENSURE THAT THE PROPER FUEL TYPE IS BEING ADDED AND AT THE CORRECT AMOUNT AND, IF THE FUEL TRUCK IS NOT PREMIXED WITH PRIST, I CONFIRM THAT THE PRIST PUMP IS OPERATING CORRECTLY.

ATA 2822

LOW FUEL PRESSURE LIGHT ILLUMINATED IN FLIGHT DURING DESCENT. PER QRH, TURNED BOOST PUMPS TO ON AND CONTINUED DESCENT TRYING TO GET TO WARMER AIR. LOW PRESSURE LIGHT TURNED OFF. GIVEN ALTITUDE AND PROXIMITY TO DESTINATION, CONTINUED AS THIS WAS ALREADY ROUGHLY COINCIDING WITH OUR CURRENT DESCENT, AND ESSENTIALLY THE MOST DESIRABLE AIRPORT GIVEN CONDITIONS. AFTER A FEW MORE MINUTES NOTICED FUEL IMBALANCE BUILDING. ATTEMPTED TO BALANCE BY RETURNING RIGHT PUMP TO AUTO , LOW PRESSURE LIGHT RETURNED, TURNED RIGHT PUMP BACK ON . AFTER REACHING WARMER AIR, ATTEMPTED TO BALANCE ONCE MORE, LOW PRESSURE LIGHT RETURNED AGAIN, RIGHT PUMP BACK ON ONCE MORE. FUEL IMBALANCE CONTINUED TO GROW, AND ALARMINGLY THE RATE OF GROWTH OF IMBALANCE SEEMED TO BE INCREASING. ELECTED TO SWITCH FROM THE EXPECTED INSTRUMENT APPROACH TO ANOTHER APPROACH WHERE WE WERE ALREADY CLOSER TO THE FINAL COURSE AND THEN CIRCLE TO THE NECESSARY RUNWAY DUE TO STRONG SURFACE WINDS, TO GET US IN VICINITY OF AIRPORT SOONER VS TAKING MORE TIME BEING VECTORED ALL THE WAY AROUND TO OPPOSITE SIDE FROM OUR ARRIVAL. AS SUGGESTED, A FASTER THAN NORMAL APPROACH AND LANDING SPEED WAS USED TO RETAIN ROLL AUTHORITY, AND CORRESPONDINGLY I ELECTED TO CONDUCT A NO-FLAP LANDING. IMBALANCE BY THE TIME OF TOUCHDOWN HAD GROWN VERY EXCESSIVE, AND CONTROL FROM ROLLING OUT ON FINAL ALL THE WAY TO TOUCHDOWN WAS PROGRESSIVELY MORE DIFFICULT, BUT ACCOMPLISHED WITHOUT INCIDENT. AFTER LANDING I ONCE AGAIN TRIED TO TEST BALANCING THE FUEL DURING THE TAXI, AND THE LOW PRESSURE LIGHT DID NOT RETURN, BUT NOTED THERE WAS NO RESOLUTION OF THE IMBALANCE PROBLEM - WHICH I BELIEVE CONTINUED TO GROW WHILE TAXIING IN. AFTER SHUT DOWN, THE FUEL FILTER BYPASS INDICATOR DID NOT APPEAR TO HAVE BEEN TRIPPED. UPON TESTING THE BOOST PUMPS, IT WAS DISCOVERED THAT THE LEFT PUMP INDICATOR ON THE CAWS PANEL DID LIGHT UP, BUT NO OPERATION OF THE LEFT PUMP.

ATA 3418

IMMEDIATELY AFTER TAKEOFF THE STICK SHAKER ACTIVATED CONTINUOUSLY WITH THE PUSHER CAWS LIGHT ILLUMINATED. RETURNED TO AIRPORT FOR LANDING.

ATA 7314

WE WERE AT FLIGHT LEVEL 210 IN NORMAL CRUISE. WE HAD BEEN AIRBORNE FOR 2+ HOURS. THE MASTER CAUTION ILLUMINATED SPORADICALLY SEVERAL TIMES BEFORE I COULD SEE IT WAS FOR A FUEL PRESSURE LOW LIGHT. THE CAUTION LIGHT ON THE CAWS PANEL EXTINGUISHED BUT I WENT THRU THE LOW PRESSURE PROCEDURE FROM THE QRH. WHILE RUNNING THE PROCEDURE THE SAME EVENT HAPPENED A SECOND TIME. I DECIDED TO PERFORM A PRECAUTIONARY LANDING AT KITR AS IT WAS THE CLOSEST ACCEPTABLE AIRPORT. THIS IS IN LINE WITH THE QRH PROCEDURE.

ATA 2400

I TOOK OFF FROM RUNWAY 30 AT KLBF AND, AFTER GEAR AND FLAP RETRACTION AT ABOUT 500FT AGL, THE BUS TIE POPPED OFFLINE ALONG WITH THE NON ESSENTIAL BUS. AFTER RUNNING THE EMERGENCY CHECKLIST I RESET THE BIS TIE CIRCUIT BREAKER PER THE EMERGENCY PROCEDURE CHECKLIST AND THERE WERE NO FURTHER ISSUES THROUGHOUT THE RETURN TO THE FIELD. AIRCRAFT WAS EXAMINED BY OUR MECHANICS WHO COULD NOT REPLICATE THE PROBLEM AND AFTER A SUCCESSFUL MAINTENANCE TEST FLIGHT THE AIRCRAFT WAS RETURNED SERVICE.

ATA 2120

PILOT REPORTED HOT METAL SMELL WITH ECS CAUTION LIGHT, 25 MIN FROM LANDING. CHECKLIST CORRECTED PROBLEM, BUT IT CAME BACK ABOUT 5 MIN FROM LANDING. ANOTHER HOT METAL SMELL & GETTING WARM IN COCKPIT & CABIN & ECS CAUTION LIGHT.