Silverhawk Aviation, Inc.

Operated by Silverhawk Aviation LLC (per NTSB report)

The loss of engine power for an undetermined reason while maneuvering at low altitude, which resulted in a hard landing.

Operated by SILVERHAWK AVIATION INC (per NTSB report)

The pilot's failure to maintain control of the helicopter due to his failure to maintain rotor rpm. Factors contributing to the accident were the corn crop, and the pilot's abrupt maneuver to avoid obstacles.

Operated by Silverhawk Aviation (per NTSB report)

The pilot's intentional flight of the airplane into terrain in an act of suicide.

Sanction: $16,800 · case closed 2023-03-21

Sanction: 22000 · case closed 2012-08-31

Part: OIL SYSTEM — EMPTY (ENGINE) · airframe 7,562 hrs · 5,660 cycles

N4KS HAD NORMAL STARTS 1ST, 2 LEGS, NORMAL TAKEOFF PROCEDURE AND PREFLIGHT CHK, OILS CHKD & WALK AROUND DONE. TOOK OFF, CLIMBING THROUGH 12,000 WHEN OIL PSI DROPPED TO 0, BOUNCED BACK TO NORMAL RANGE OF 66-69 A FEW TIMES WITH OIL TEMP SLOWLY RISING BEFORE DROPPING TO 0 CONSTANT WITH POWER IN CLIMB. BURNING ODOR FILLED CABIN & OXYGEN MASK PUT ON BEFORE DECLARING EMERGENCY & REQUESTED DIVERSION TO DPA. LT THROTTLE PULLED BACK TO IDLE IMMEDIATELY & DESCENT REQUESTED. TO ELIMINATE ODOR PILOT MONITORING SWITCHED PRESSURE SOURCE TO RT & PUT COCKPIT RECIRC TO LOW. AFTER DESCENDING THROUGH 6000, ENG OIL PSI & OIL TEMP LEVELED AT 52 & STAYED CONSTANT THROUGH LANDING. AFTER SHUTDOWN & EGRESS, LT ENG EMITTING WHITE SMOKE OUT OF FRONT & HAD AN ODOR FOR 5-10 MINS AFTER SHUTDOWN. POST FLIGHT OIL CHECK SHOWED NO OIL LEFT IN ENG ON THE OIL GAUGE.

Part: FIRE WARNING — MALFUNCTIONED (LEFT) · airframe 11,539 hrs · 9,484 cycles

LEFT FIRE LIGHT FLASHED SEVERAL TIMES. RAN CHECKLIST AND REDUCED POWER TO IDLE. DURING THE RETURN TO LINCOLN IT FLASHED SEVERAL TIMES AND STAYED ON FOR ABOUT TWO SECONDS ON THE LONGEST FLASH.

Part: WARNING MESSAGE — ACTIVATED (ENGINE ITT) · airframe 15,411 hrs · 15,791 cycles

CRUISING AT FL230 WHEN ITT ON RIGHT SPIKED TO 900-1000 DEGREES C. TORQUE FELL SHORTLY AFTER DROPPING TO "0". RPM WAS 200RPM FROM PROP WINDMILLING. IDENTIFIED RIGHT ENGINE AS FAILED AND SECURED ENGINE PER THE MEMORY ITEMS FROM THE CHECKLIST. ANNOUNCED EMERGENCY AND BEGAN DESCENT TO 10,000MSL ON SAME HEADING. PROCEEDED TO CLEAN-UP ENGINE FURTHER USING "CLEAN-UP (INOPERATIVE ENGINE)" CHECKLIST. VERIFYING WITH SIC ALONG THE WAY FOR ACTION ITEMS. IDENTIFIED KRST AS A SUITABLE FIELD AND DIVERTED. REQUESTED RNAV 03 AND RAN THROUGH NORMAL "APPROACH" AND "LANDING" CHECKLIST. TOUCHED DOWN ON RWY 03 AT 0930 AND TAXIED TO SIGNATURE AVIATION VIA G. SHUTDOWN AT 0936.

Part: BRAKE — FIRE (ZONE 700) · airframe 9,577 hrs · 7,220 cycles

CREW CHECKED HOW MUCH FUEL WAS IN THE AIRCRAFT PRIOR TO ORDERING FUEL, THERE WAS 1600LBS ON BOARD. CREW PUT IN A FUEL ORDER FOR 510 GALLONS POSITIVE PRIST SINCE THE DESIRED FUEL LOAD FOR THIS TRIP WAS 5000LBS. AFTER THE AIRPLANE HAD BEEN FUELED WITH 510 GALLONS, THEY DISCOVERED THAT THERE WAS 5400LBS OF FUEL ON BOARD, AND TO STAY UNDER MAX TAKEOFF WEIGHT THEY COULD ONLY HAVE 5100LBS MAX, NEEDED TO BURN OFF 500LBS BEFORE TAKEOFF INCLUDING TAXI FUEL. CREW ELECTED TO BRING THE POWER UP AND DRAG THE BRAKES SO THEY COULD BURN OFF FUEL FASTER AS THEY TAXIED. THIS HAPPENED FROM CROSSING 32 ON K UNTIL BOTH MAIN LANDING GEAR TIRES WENT FLAT ON SOUTH D BETWEEN H AND RUNWAY 36. CREW NOTICED SMOKE COMING FROM THE BRAKES AND LOOKED OUT THE WINDOW TO CHECK THEM AND SAW THAT THE LEFT BRAKE WAS ON FIRE. CREW TOLD EVERYONE TO EVACUATE AT THAT POINT AND OPENED THE DOOR TO GET OUT. COPILOT GRABED THE FIRE EXTINGUISHER FROM UNDER HIS SEAT TO ATTEMPT TO PUT THE FIRE OUT. EXTINGUISHER WAS USED TO PUT OUT THE FLAMES, BUT THE TIRE CONTINUED TO REIGNITE AFTER FIRE EXTINGUISHER WAS EMPTY. COPILOT GOT THE SECOND EXTINGUISHER FROM THE AFT CABIN TO CONTINUE TO FIGHT THE FIRE. EMPTIED THAT ONE SHORTLY AFTER WITH THE TIRE AND BRAKE REIGNITING AFTER IT WAS EMPTY. THE FIRST FIRE TRUCK WAS THERE IN LESS THAN FIVE MINUTES, AND THEY GOT THE FIRE UNDER CONTROL.

Part: DOOR — MISSING (MLG) · airframe 3,379 hrs · 2,193 cycles

CLIMBED OUT OF VEGAS, WAS HIT BY WAKE TURBULENCE FROM AIRLINER. ABOUT 10,000 FEET VIBRATION STARTED IN NOSE, CYCLED GEAR TO HOPEFULLY ALLEVIATE ISSUE, PERSISTED THE WHOLE FLIGHT. UPON DESCENT, VIBRATION INCREASED UNTIL 6000 WHEN A “THUMP” WAS HEARD. LANDED WITH NO ISSUE, ON GROUND DISCOVERED RIGHT NOSE GEAR DOOR WAS GONE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 4,212 hrs · 3,464 cycles

BIRD STRIKE CAUSING IMPACT DAMAGE TO THE LH WING LEADING EDGE AT APPROXIMATELY LWS 110.7 AND EXTENDING TO APPROXIMATELY LWS 130.7. DAMAGE DETERMINED TO BE BEYOND ACCEPTABLE LIMITS IAW CESSNA 560XL SRM 51-00-03.

Part: ENGINE — LOW PRESSURE · airframe 8,521 hrs · 6,476 cycles

1ST MASTER WARNING - AROUND FL300. THE ANNUNCIATOR PANEL WAS COMPLETELY BLANK, PIC CLEARS MASTER WARNING. NORMAL INDICATIONS. BOTH ENGINES WERE ABOVE 80 PSI OIL PRES. CREW CONTINUES TO MONITOR THE SITUATION. 2ND MASTER WARNING & LOSS OF OIL PRESSURE - AROUND FL330. LESS THAN 1 MINUTE LATER, MASTER WARNING BEGINS TO FLASH AGAIN. OIL PRESS RH ILLUMINATED ON THE ANNUNCIATOR PANEL. OIL PRESSURE IS AT 60 PSI (YELLOW ARC) & VISIBLY DROPPING. DECLARE EMERGENCY & DIVERT TO GRI PIC REDUCES POWER ON THE RH ENGINE & STOPS CLIMBING. PIC DECLARES EMERGENCY, SIC RELAYS & REQUESTS DIRECT TO GRI. SLH814 CLEARED FOR A DESCENT AND VECTORED TOWARDS GRI WHICH WAS VFR. PIC HAD PLANNED & FILED GRI AS AN ALTERNATE BECAUSE GRI WAS PREDICTING VFR ALL EVENING. CHECKLIST & PRECAUTIONARY SHUT DOWN SIC BEGINS TO READ THE CHECKLIST AND THE CREW FOLLOW EVERY STEP PERFECTLY. OIL PRESSURECONTINUES TO DROP, NOW BELOW 40 PSI (RED ARC), PIC DECIDES TO CONTINUE THE LOW OIL PRESSURE CHECKLIST WHICH SHUTS DOWN & SECURES INOP ENGINE. SAFE LANDING AT KGRI ON CENTERLINE AND STOPPED WITH OVER TWO THOUSAND FEET REMAINING.

Part: NONE — BINDING (ZONE 300) · airframe 5,865 hrs · 4,416 cycles

AFTER TAKEOFF OUT OF KBNA AND ON CLIMBOUT THE CREW NOTED THE ELEVATOR TRIM WAS STUCK AND COULDN'T BE OPERATED NOSE UP OR NOSE DOWN BY HAND OR BY USING ELECTRIC TRIM. CREW LANDED BACK AT KBNA AND FOUND ELEVATOR TRIM STILL INOPERABLE AFTER ENGINES WERE SHUT DOWN.

Part: ENGINE — LEAKING (LEFT) · airframe 11,223 hrs · 8,611 cycles

CREW TOOK OFF FROM KSDL ON 6/26. ON CLIMB OUT, THEY FELT A COUPLE OF THUMPS, LEFT ENGINE OIL TEMP INCREASED. CREW PULLED POWER BACK AND TURNED BACK. LEFT ENGINE OIL PRESSURE DROPPED BELOW THE GREEN AND OIL TEMP HIT REDLINE, SO CREW SHUT DOWN LEFT ENGINE, DECLARED AN EMERGENCY, RAN CHECKISTS, CAME STRAIGHT BACK TO SDL, AND LANDED. PILOT POST FLIGHT INSPECTION: CAN’T SEE ANY FAN OR TURBINE BLADES DAMAGED OR MISSING. FAN TURNS FREELY. OIL IS AT THE ADD 2 MARK. THERE IS BLACK OIL ON THE LOWER AFT COWL. INITIAL FINDINGS FROM TECHNITIONS WITH TEXTRON AVIATION MESA SERVICE CENTER REPORTED: WE SPUN THE FAN AND IT IS FREE SPINNING. HOWEVER, WHEN WE REMOVED THE COWLING THE WHOLE BOTTOM OF THE ENGINE AND THE COWLING ARE COVERED IN OIL. OIL DIPSTICK SHOWS 2.5 QUARTS LOW. NO OBVIOUS SPOTS THAT THE OIL IS LEAKING FROM WERE OBSERVED. AT THIS POINT, TEXTRON HAS CONTACTED MANUFACTURER FOR FURTHER INSTRUCTION. MANUFACTURER HAS OPENED CASE 184244 TO REFERENCE THIS EVENT FOR TROUBLESHOOTING.

Part: LANDING GEAR — CONTAMINATED · airframe 7,645 hrs · 6,635 cycles

AFTER TAKEOFF FROM KDSM, THE CREW MOVED THE LANDING GEAR CONTROL LEVER UP, THE CREW NOTED THAT ALL THREE GREEN GEAR LIGHT EXTINGUISHED, BUT THE RED GEAR UNLOCKED STAYED ILLUMINATED. THE CREW CYCLED THE GEAR ONE MORE TIME AND GOT THE SAME RESULT. AFTER RUNNING THROUGH THE AIRCRAFT CHECKLIST, THEY LOWERED THE LANDING GEAR HANDLE, ALL THREE GEAR INDICATED DOWN AND LOCKED, AND RETURNED TO KDSM. GEAR WAS INSPECTED AND SWUNG WITH NO DISPENCIES NOTED. DUE TO THE WEATHER AND TAXIWAY/RUNWAY CONDITIONS AT THE TIME OF FAILURE, IT IS SUSPECTED GEAR UPLOCK ROLLERS OR UPLOCKS MAY HAVE HAD ICE/SNOW INTERFERING WITH GEAR UPLOCK SYSTEM.

Part: SHUTTLE VALVE — MALFUNCTIONED (LT MLG ACTUATOR) · airframe 1,744 hrs · 681 cycles

AFTER TAKEOFF, AFTER MOVING THE LANDING CONTROL LEVER UP, THE CREW NOTED THE RIGHT MAIN LANDING GEAR AND NOSE LANDING GEAR RETRACTED, BUT THE LEFT MAIN LANDING GEAR INDICATED AN AMBER DN INDICATION. AN AMBER GEAR DISAGREE L MESSAGE WAS ALSO NOTED. THE CREW CYCLED THE LANDING GEAR HANDLE. AFTER PUTTING THE GEAR HANDLE IN THE UP POSITION, THE L MAIN LANDING GEAR STILL INDICATED DN AND AN AMBER GEAR DISAGREE L MESSAGE WAS DISPLAYED. THE CREW FLEW THE AIRCRAFT BELOW LANDING GEAR EXTEND SPEEDS. BEFORE LANDING, THE AIRCRAFT FLEW BY TOWER, TOWER CONFIRMED THE LEFT MAIN LANDING GEAR WAS EXTENDED WITH THE LANDING GEAR HANDLE IN THE UP POSITION. THE CREW LOWERED THE LANDING GEAR CONTROL HANDLE, ALL THREE GEAR INDICATED A GREEN DN INDICATION, AIRCRAFT LANDED WITH NO FURTHER DISCREPANCIES.

Part: MAGNETO — FAILED (ROTOR)

ROUGH MAGNETO ENCOUNTERED ON RUN-UP MAGNETO CHECK. INSPECTION FOUND FAILED ROTOR AT TRAILING FINGER TOWER WHICH CAUSED ROTOR TO LOCK UP IN TOWER, SHEARING DRIVE GEARS ON PLASTIC GEAR BENDING DRIVE COUPLING TIN, AND DESTROYING DRIVE CUSHIONS AND DEFORMING END OF GEAR DRIVE SHAFT. SUSPECT CAUSE IS AGE OF PLASTIC GEAR.