Central Flying Service, Inc.

Operated by CENTRAL FLYING SERVICE LLC (per NTSB report)

Operated by CENTRAL FLYING SERVICE INC (per NTSB report)

The flight crew's inadequate preflight inspection of the airplane, during which they failed to see a fueling mat that had been placed on the inboard trailing edge of the right wing, which the right engine subsequently ingested during the takeoff roll. Contributing to the incident was the airplane fueler's failure to remove the fuel mat after fueling the airplane.

Operated by Central Flying Service, Inc. (per NTSB report)

The pilot's failure to maintain control of the airplane during a missed approach in instrument meteorological conditions.

Operated by CENTRAL FLYING SERVICE INC (per NTSB report)

The student pilot's improper recovery from a bounced landing.

Operated by CENTRAL FLYING SERVICE, INC. (per NTSB report)

THE PILOT'S ATTEMPT TO LAND IN IMC CONDITIONS AND HER SUBSEQUENT LOSS OF CONTROL DURING CLIMB OUT DUE TO SPATIAL DISORIENTATION. A FACTOR WAS THE PILOT'S DISREGARD OF THE PRE-FLIGHT WEATHER BRIEFING.

Operated by CENTRAL FLYING SERVICE, INC. (per NTSB report)

POOR PLANNING DECISION BY THE STUDENT PILOT, IMPROPER FUEL CALCULATIONS, RESULTING IN FUEL EXHAUSTION DUE TO AN INADEQUATE FUEL SUPPLY. CONTRIBUTING TO THE ACCIDENT WAS OVERCONFIDENCE IN HIS OWN PERSONAL ABILITY BY THE STUDENT PILOT.

Operated by CENTRAL FLYING SERVICE INC. (per NTSB report)

FUEL STARVATION TO THE ENGINE DUE TO A BLOCKED FUEL SYSTEM VENT. FACTORS CONTRIBUTING TO THE ACCIDENT WERE THE PILOT'S INADEQUATE PREFLIGHT, AND CONTACTING HIGH VEGETATION AND LOW TREES DURING THE LANDING ROLL.

Operated by CENTRAL FLYING SERVICE (per NTSB report)

THE PILOT'S FAILURE TO EXTEND THE LANDING GEAR.

Operated by CENTRAL FLYING SERVICE, INC. (per NTSB report)

Operated by CENTRAL FLYING SERVICE INC. (per NTSB report)

Operated by CENTRAL FLYING SERVICE (per NTSB report)

Operated by CENTRAL FLYING SERVICE INC. (per NTSB report)

Operated by CENTRAL FLYING SERVICE, INC. (per NTSB report)

Sanction: $9,000 · case closed 2021-02-01

Sanction: $5,000 · case closed 2010-06-04

Part: FIRE DETECTOR — FALSE ACTIVATION (ZONE 400) · airframe 3,507 hrs · 4,101 cycles

WHILE CRUISING AT 38,000 FEET IN AND OUT OF CLOUDS NO PRECIPITATION OR TURBULENCE. RIGHT ENGINE FIRE INDICATION PUSH BUTTON ILLUMINATED AND "FIRE" ANNUNCIATOR IN THE N1 INDICATION CAME ON. THE FLIGHT CREW PERFORMED MEMORY ITEMS OF: THROTTLE TO IDLE AND WAIT FOR THE LIGHTS TO EXTINGUISH - THEY DID NOT. THE CREW MOVED THE THROTTLE TO CUT OFF AND THE LIGHTS EXTINGUISHED. COMMUNICATED TO CENTER THEY WANTED TO START A DECENT AND CHANGED THEIR ARRIVAL AIRPORT FROM 27K TO KLEX FOR GROUND AND SAFETY SUPPORT REASONS. THE ARM BUTTON WAS PRESSED THAT TURNED FUEL AND HYDRAULICS OFF AND ARMED THE SQUIB IF THEY NEEDED TO BLOW THE BOTTLE. FIRE BOTTLE WAS NOT BLOWN AS THE FIRE INDICATION WAS NO LONGER PRESENT. RIGHT ENGINE REMAINED SHUT DOWN FOR THE REMAINDER OF THE FLIGHT. THE CREW RAN THE "ONE ENGINE INOPERATIVE" APPROACH CHECK LIST IN ITS ENTIRETY. LANDED AT KLEX AND WAS ALERTED THAT BOTH ENGINES SEEMED NORMAL. FIRE CAME TO THE AIRCRAFT TO PERFORM THERMAL SCANNING AND A VISUAL INSPECTION WITH NO INDICATIONS OF A CURRENT OR HISTORY OF FIRE TAKING PLACE. WE BELIEVE THIS TO BE A FALSE FIRE INDICATION.

Part: COMPRESSOR — FAILED INSP (ZONE 400) · airframe 3,491 hrs · 4,079 cycles

SHORTLY AFTER TAKE OFF, CREW WITNESSED THE LT ENGINE INDICATIONS STARTING TO ROLL BACK. THIS INDICATION HAPPENED BETWEEN 500 & 1000 FOR AGL. FELT THE DECELERATION OF THE ACFT. THE FLIGHT CREW REPORTED THERE WERE NO CAUTION OR WARNING LIGHTS PRESENT DURING THIS EVENT. THE ENGINE STOPPED ROLLING BACK AT IDLE SPEED WHERE IT REMAINED FOR THE REST OF THE FLIGHT. THERE WAS NO CONTROL OF THE THRUST ON THE LEFT ENGINE AFTER THE ENGINE STARTED ROLLING BACK FROM THE TAKE OFF THRUST SETTING. THE FLIGHT CREW AFTER ATTEMPTING TO REGAIN THRUST INPUT TO THE ENGINE LEFT THE THRUST LEVER AT IDLE FOR A LEFT TURN DOWNWIND AND LANDING AT THE SAME AIRPORT THEY DEPARTED FROM KCHA. THERE WAS NO ABNORMAL NOISE OR VIBRATIONS.

Part: NUT — MISSING (FORK RETAINER)

WHILE INSPECTING AIRCRAFT NOSE GEAR, FOUND NOSE FORK RETAINER NUT AND WASHER STACK MISSING. NO EVIDENCE OF HARDWARE EVER BEING INSTALLED. NO SHEARED COTTER PIN. POSSIBLE NOSE FORK SEPARATION COULD HAVE OCCURRED CIRRUS SB HAD NOT BEEN ACCOMPLISHED.

Part: CYLINDER — BROKEN (ENGINE)

THE ROCKER SHAFT ON THE EXHAUST PORT SIDE OF THE NR 1 CYLINDER FAILED. INSPECTION OF THE OTHER THREE CYLINDERS SHOWED LOOSE BUSHINGS IN THE SAME BOSS ON ALL THREE. THE VALVE SPRING SEAT (PN 24027) WAS ALSO BROKEN, APPARENTLY INCIDENTAL TO THE ROCKER SHAFT BOSS FAILURE. MORE FREQUENT DYE PENETRANT INSPECTION OF THE SUBJECT AREA IS NEEDED.

Part: HARNESS — CHAFED (FUSELAGE)

AIRCRAFT WAS ON A LOCAL TRAINING FLIGHT. IMMEDIATELY AFTER TAKEOFF, PILOT TRAINEE REPORTED NO RESPONSE TO ELEVATOR INPUTS. ACFT APPROX 200 FEET AGL AND AIRSPEED WAS 120 KNOTS. INSTRUCTOR PILOT ASSUMED COMMAND AND MADE AN IMMEDIATE LANDING USING ELEVATOR TRIM. ELEV DOWN CONTROL CABLE WAS BURNED IN TWO AND ELECTRICAL WIRE (PN H64B6) RUNNING FROM NORMAL ELECTRIC HEAT RELAY TO AIR CONDITIONER CHAFING. FOUND ANOTHER ELEC WIRE (PN H64A6) LOCATED IN SAME AREA CHAFING ON BELLCRANK. THESE ELECTRICAL WIRES AND RELAYS ARE LOCATED UNDER THE FLOORBOARD BENEATH PILOT'S SEAT. NOTE: SUBMITTER STATED THE ONLY TIME ONE CAN SEE INTERFERENCE BETWEEN BELLCRANK AND ELEC WIRE IS WHEN ELEVATOR IS IN THE FULL AFT POSITION.