CSA AIR, INC.

Operated by CSA Air, Inc (per NTSB report)

Operated by CSA AIR INC (per NTSB report)

FOUND DAMAGED BOLT HOLE ON LT LOWER FORWARD CARRY THROUGH BULKHEAD. PERFORMED TEMPORARY FIELD MAJOR REPAIR OF INNER BORE THREAD DAMAGE THAT WAS FOUND AT 2 LOCATIONS COMMON TO THE ATTACHMENT OF THE LOWER LT STRUT FITTINGS P/N 2611113-1/-2 TO THE LOWER LT FORWARD CARRY THROUGH BULKHEAD ASSEMBLY PN 2611011-39 AT FS 186.45, FS 188.70, WL85.0, AND LBL 31.00 IAW DRAWING NUMBER FR-208B-0262-4737 DATED 23 OCT 2018 AND FAA FORM 8100-9 APPROVED. FIELD REPAIR NUMBER FR-208B-0262-4737 REV - DATED 10/23/2018. THIS REPAIR IS LIMITED TO 3 MONTHS (EXPIRING JANUARY 23 2019) OR 300 HOURS (EXPIRING 12,700.2 HOURS TOTAL TIME) AT WHICH TIME A REVISION TO THE REPAIR WILL BE ISSUED.

AFTER LANDING, DURING TAXI PILOT PULLED POWER CONTROL AFT INTO BETA RANGE TO SLOW HIS TAXI SPEED. WHEN BRINGING POWER CONTROL BACK FWD INTO FWD POWER RANGE PILOT NOTED AN ABNORMAL AMOUNT OF FORCE REQUIRED TO COME FWD OVER BETA REVERSE GATE. THIS WAS ATTEMPTED THREE TIMES WITH THE SAME RESULTS. ACFT WAS SHUTDOWN. SYS RIGGING WAS INSPECTED & NO PROBLEMS WERE EVIDENT. PROP GOVERNOR WAS REPLACED WITH AN OVERHAULED UNIT. RIGGING WAS CHECKED AFTER INSTALLATION & ACFT WAS TEST RUN & PLACED INTO BETA REVERSE NUMEROUS TIMES. NO BINDING OR ABNORMAL PRESS WAS REQUIRED OPERATING OVER BETA REVERSE GATE EITHER WAY.

AFTER LANDING, DURING TAXI PILOT PULLED POWER CONTROL AFT INTO BETA REVERSE RANGE TO SLOW HIS TAXI SPEED. WHEN BRINGING POWER CONTROL BACK FWD INTO FWD POWER RANGE HE NOTED A BINDING AT BETA REVERSE GATE. PILOT SHUT OWN ACFT & CONTACTED MX. INSPECTED POWER CONTROL RIGGING & SYS FOR PROBLEMS, NONE NOTED. ACFT WAS TEST RUN & OPERATED IN & OUT OF BETA REVERSE RANGE NUMEROUS TIMES. BINDING COMING OUT OF BETA REVERSE WAS NOTED ONE TIME ONLY. PROP GOVERNOR WAS REPLACED WITH OVERHAULED UNIT & RIGGED AS REQUIRED. ACFT WAS AGAIN TEST RUN & PUT IN & OUT OF BETA REVERSE MANY TIMES. POWER CONTROL OPERATED SMOOTHLY ALL THE TIME.

WHILE TURNING TO FINAL APPROACH, PROPELLER BEGAN TO SHAKE & RATE OF DESCENT INCREASED. POWER LEVER MOVED FWD BUT APPEARED TO BEHIND THE BETA REVERSE GATE ON CONTROL QUADRANT. APPEARED PROPELLER HAD GONE INTO AN UNCOMMANDED BETA RANGE DURING FLIGHT. POWER LEVER FORCEFULLY MOVED FWD TO INCREASE ENGINE POWER. WHEN REDUCING POWER TO LAND PROPELLER STARTED GOING INTO BETA REVERSE & STAYED THAT WAY UNTIL AFTER LANDING ROLL OUT. FOUND POWER CONTROL CABLE BROKEN & PROPELLER GOVERNOR DEFECTIVE. PROP GOVERNOR WAS REPLACED & AFT MOVEMENT OF PWR LEVER CEASED DURING FURTHER TEST RUNS. CHECKED THE BETA REVERSE LOCKOUT SYS & FOUND THAT IT WAS WORKING NORMALLY. NO OTHER MX HAS BEEN SCHEDULED OR PERFORMED ON THIS ACFT OTHER THAN RIGGING CHECK & SYS INSPECTION AFTER PROP GOVERNOR REPLACEMENT.

DURING VISUAL INSPECTION NOTICED THAT LT & RT WING INBD TKS PANELS WERE SLIGHTLY DEFORMED ALONG LE FROM APPROX WS 37.00 TO WS 51.00. TKS PANELS DID NOT APPEAR LOOSE & SEEMED TO OPERATE NORMALLY.

FOUND PROPORTIONING VALVE MALFUNCTIONING. INTERNAL CHECK VALVE INOP, LETTING FLUID IN LINES TO PANELS BLEED BACK INTO TANK. IAW OPS CHECK, THE CHECK CAN BE DONE 3 TIMES. THE VALVE FAILED EACH TIME. REPLACED VALVE WITH ANOTHER NEW VALVE WHICH THEN PASSED THE FLOW CHECK. THIS IS THE PROPORTIONING VALVE IN THE AFT FUSELAGE THAT FEEDS THE RIGHT WING AND STRUT PANELS.

DURING FLOW CHECK, FOUND PROPORTIONING VALVE MALFUNCTIONING. INTERNAL CHECK VALVE INOP, LETTING FLUID IN LINES TO PANELS BLEED BACK INTO TANK. IAW OPS CHECK, THE CHECK CAN BE DONE 3 TIMES. THE VALLVE FAILED EACH TIME. REPLACED VALVE WITH ANOTHER NEW VALVE WHICH THEN PASSED THE FLOW CHECK. THIS IS THE PROPORTIONING VALVE IN THE AFT FUSELAGE THAT FEEDS THE STABILIZER PANELS.

DURING VISUAL INSPECTION NOTICED THAT LEFT AND RIGHT WING INBOARD TKS PANELS WERE SLIGHTLY DEFORMED ALONG LEADING EDGE FROM APPROX WS 37.00 TO WS 51.00. TKS PANELS DID NOT APPEAR LOOSE AND SEEMED TO OPERATE NORMALLY.

DURING VISUAL INSPECTION NOTICED THAT LEFT WING INBOARD AND RIGHT WING INBOARD TKS PANELS WERE SLIGHTLY DEFORMED ALONG LEADING EDGE FROM WS 37.00 TO WS 47.00. TKS PANELS DID NOT APPEAR LOOSE AND SEEMED TO OPERATE NORMALLY.

DURING VISUAL INSPECTION NOTICED THAT LEFT WING INBOARD AND MIDWING TKS PANELS WERE SLIGHTLY DEFORMED ALONG LEADING EDGE. DURING VISUAL INSPECTION OF BACKSIDE OF LEADING EDGE IT WAS NOTED THAT LEADING EDGE WAS PUSHED IN APPROX .25 INCHES DEEP AND .50 INCHES WIDE BETWEEN WS 37.00 AND WS 47.00 AND APPROX .125 INCHES DEEP AND .50 INCHES WIDE BETWEEN WS 182.00 AND WS 185.00. TKS PANELS DID NOT APPEAR LOOSE AND SYSTEM SEEMED TO OPERATE NORMALLY.

DURING VISUAL INSPECTION NOTICED THAT RIGHT WING INBOARD TKS PANEL WAS DEFORMED ALONG LEADING EDGE FROM WS.37.00 TO WS 51.00. UPON INSPECTION OF BACKSIDE OF LEADING EDGE FOUND THAT LEADING EDGE WAS PUSHED IN APPROX .50 INCHES DEEP AND .50 INCHES WIDE BETWEEN NOTED WING STATIONS. TKS SYSTEM WAS TESTED AND SEEMED TO OPERATE NORMALLY.

AFTER LANDING DURING TAXI TO RAMP CLICKING NOISE WAS HEARD COMING FROM RIGHT SIDE OF AIRCRAFT. UPON FURTHER INSPECTION FOUND ONE MAIN WHEEL HALF BOLT HAD BROKEN AND BACKED OUT OF WHEEL CONTACTING BRAKE CALIPER TORQUE PLATE DURING WHEEL ROTATION.

DURING APPROACH INTO TVC PILOT NOTICED BURNT ELECTRICAL SMELL AND VERY SMALL AMOUNT OF SMOKE IN COCKPIT. PILOT DONNED OXYGEN MASK AND REDUCED ELECTRICAL LOAD PER EMERGENCY CHECKLIST. AIRCRAFT LANDED IN TVC WITHOUT INCIDENT. INSPECTION REVEALED OVERHEATED RIGHT LANDING LIGHT SWITCH AND POSSIBLE OVERHEATED PITOT HEAT SWITCH. SWITCHES REPLACED WITH NEW.

DURING TAKEOFF THE BLEED AIR HEAT CAME ON WITHOUT PILOT INPUT. PILOT ATTEMPTED TO TURN HEAT OFF WITH SYS SWITCH AND TEMP. CONTROL KNOB. NEITHER ACTION WORKED. COCKPIT WAS GETTING EXCESSIVELY HOT SO PILOT OPENED UP ALL AIR VENTS AND PULLED FIREWALL SHUTOFF VALVE FOR BLEED AIR HEAT. AFTER ACTUATING SHUTOFF VALVE POSSIBLE LIGHT SMOKE AND ODOR FROM A EXCESSIVELY WARM SYS WAS NOTED IN COCKPIT. PILOT DECLARED AN EMERGENCY AND RETURNED TO AIRPORT AND LANDED WITHOUT INCIDENT.

PILOT REPORTED THAT ENGINE SHUTDOWN IN FLIGHT.

AIRCRAFT WAS ON A NORMAL SCHEDULED AM FLIGHT. AIRCRAFT WAS ON APPROACH ABOUT 8 MILES FROM AIRPORT WHEN GENERATOR FELL OFF LINE AND WOULD NOT RESET. STANDBY POWER SYSTEM PICKED UP ELECTRICAL LOAD AS DESIGNED AND AIRCRAFT LANDED AT WITHOUT FURTHER INCIDENT. STARTER/GENERATOR WAS REPLACED WITH OVERHAULED UNIT. OPERATIONAL TEST NORMAL.

UPON ARRIVAL, PILOT HAD AN ODOR OF BURNED WIRES. AVIONICS COOLING FAN WAS FOUND TO BE INOP. INSTALLED NEW AVIONICS COOLING FAN. OPS CHECK NORMAL.

UPON ARRIVAL, PILOT HAD AN ODOR OF BURNED WIRES IN THE COCKPIT. AVIONICS COOLING FAN CIRCUIT BREAKER WAS PULLED. REPLACED AVIONICS COOLING FAN, OPS CHECK NORMAL.

UPON ARRIVAL INTO TVC PILOT HAD AN ODOR OF BURNED WIRES. AVIONICS COOLING FAN WAS FOUND TO BE INOP. INSTALLED NEW AVIONICS COOLING FAN. OPS CHECK NORMAL.

NOSE GEAR SPRING SUPPORT LINER BACKED OUT APPROX .750 INCH AFT OUT OF SUPPORT ASSY. LINER WAS STOPPED BY CONTACT WITH CARGO POD. (X)

PILOT REPORTED CREW DOOR WOULD NOT UNLOCK. INSPECTION REVEALED THE PIN ON BELLCRANK DISENGAGED FROM THE CAM ASSY AND BACK PIN WHEN KNOB WAS PULLED OUT TO ITS FULL EXTEND. SUBMITTER RECOMMENDED INSTALLING LONGER PIN ON BELLCRANK ASSY OR A STOP-TO-LIMIT TRAVEL WHEN THE KNOB IS PULLED.

BRAKE CALIPER PINS (ANCHOR BOLTS) WERE SHORTER THAN PINS INSTALLED ON OTHER BRAKE CALIPERS. THIS WAS A NEW BRAKE ASSEMBLY INSTALLED ON A NEW AIRCRAFT RECEIVED FROM FACTORY. RETURNED TO BRAKE MANUFACTURER FOR REPAIR.