BEMIDJI AVIATION SERVICES, INC.

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Operated by Bemidji Aviation Services, Inc. (per NTSB report)

Operated by Bemidji Aviation Services Inc (per NTSB report)

Operated by Bemidji Aviation Services, Inc. (per NTSB report)

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Operated by Bemidji Aviation Services Inc. (per NTSB report)

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

Operated by BEMIDJI AVIATION SERVICES INC (per NTSB report)

GARMIN 600 PFD FAILED IN CRUISE FLIGHT

DURING A INSPECTION FOR FERRY FLIGHT FOR ANOTHER REASON, MAINTENANCE FOUND THE LOWER PORTION OF THE HOOK - DOWN LOCK BROKEN, THAT THE GUIDE - MALE SPRING ATTACHES TO, ALSO THE GUIDE - MALE SPRING WAS BENT INSIDE THE GUIDE - FEMALE SPRING. THIS IS PART OF THE DRAG BRACE ASSEMBLY THAT HAS A TIME LIMIT OF 7500 CYCLES OR 5YRS FOR OVERHAUL. TIME ON COMPONENT WAS 2048 CYCLES AND 4 YEARS 10 MONTHS AT TIME OF DISCOVERY.

WHILE TAXIING OUT TO RUNWAY, PILOT REPORTED LEFT HAND BRAKES OUT / INTERMITTENT. THE PILOT TAXIED BACK TO THE RAMP, SHUT DOWN AND REPORTED THE INCIDENT TO MAINTENANCE AND OPERATIONS.

WHILE TAXIING OUT TO RUNWAY, PILOT REPORTED LEFT BRAKE SOFT. THE PILOT TAXIED BACK TO THE RAMP, SHUT DOWN AND REPORTED THE INCIDENT TO MAINTENANCE AND OPERATIONS.

PILOT REPORTED SEEING A FLASH OF LIGHT AND A BURNING SMELL COMING FROM BELOW THE INTERMENT PANEL ON THE R/H SIDE BY THE RUDDER PEDDLES AREA. THE PILOT REPORTED AFTER TURNING THE COMBUSTION HEATER OFF THE PROBLEM WENT AWAY.

ALTERNATOR IN THE NR 1 POSITION FAILED IN FLIGHT. THE MAIN POWER STUD IS ATTACHED TO A PORTION OF THE RECTIFIER PLATE JUST AFTER A 90 DEGREE BEND, BROKE OFF AND CAUSED SIGNIFICANT ARCING AND BURNING IN THE ALTERNATOR. RIGHT NEXT TO THE BEND IN THE RECTIFIER PLATE THERE IS A STICKER THAT SAYS "MADE IN CHINA". THE FAILURE ON THIS ALTERNATOR AND ALL THE OTHERS LIKE IT WE HAVE SEED IS THE FAILURE OF THE METAL IN THE 90 DEGREE BEND. PILOT TURNED OFF AND LANDED WITHOUT INCIDENT. THESE ARE NOT FACTORY ORIGINAL THEY ARE A REPLACEMENT ALTERNATOR FOR OUR INSTALLATION.

PILOT NOTICED ONSET OF SIGNIFICANT VIBRATION, FOLLOWED BY OIL PRESSURE LOSS. SHUT DOWN LT ENGINE ON FINAL AT KMSP. PILOT NOTIFIED MSP TOWER OF ENGINE FAILURE. ONCE ON GROUND UPON COWLING REMOVAL THERE WAS EVIDENCE THE PISTON ROD ON NR 8 CYLINDER HAD A ROD BRAKE AND POKE A HOLE THROUGH THE CASE.

RT ENGINE ALTERNATOR POWER SUPPLY STUD BROKE OFF RECTIFIER PLATE, AT THE PLATES 90 DEGREE BEND NEXT TO MADE IN CHINA STICKER. LOOKED LIKE CRACK STARTED FROM STRESS RISERS THAT FORMED IN THE BEND RADIUS OF THE RECTIFIER PLATE.

PILOT REPORTED SMOKE IN COCKPIT AND MADE AN UNSCHEDULED LANDING SAFELY AT ALTERNATE AIRPORT. UPON INVESTIGATION IT WAS FOUND THAT THE DME HAD INTERNALLY FAILED AND BURNT THE CONNECTOR. THE DME IS NOT TRACKED BY TIME OR CYCLES. SO TIMES ARE UNKNOWN.

THE #1 CYLINDER INDUCTION VALVE FAILED IN FLIGHT. THE PROBLEM WAS NOT DETECTED UNTIL THE PILOT DID HIE POST FLIGHT WALK AROUND. THE VALVE BROKE IN HALF AT THE NARROW SPOT WERE THE VALVE KEEPERS ARE. THE VALVE PART NUMBER IS 17A23937, AND CONTROL NUMBER FOR THE VALVE IS 432408-32. AFTER THE VALVE FAILED IT FELL INTO THE CYLINDER CAUSING LOTS OF DAMAGE. THE INDUCTION SYSTEM WAS ALSO FILLED WITH OIL AND THE AIRCRAFT HAD LOST A SIGNIFICANT PORTION OF ITS OIL.

LT GEAR COLLAPSED UPON LANDING. ACFT WAS FERRIED BACK TO DEPARTURE FOR MX AND REPAIR. PERFORMED AN OPS CHECK OF GEAR RETRACTION AND EXTENSION IAW MM. NOTE: LT GEAR IS FIRST TO RETRACK AND FIRST TO EXTEND. PERFORMED EMERGENCY PROCEDURE AND ALL CHECKED GOOD. NR9) INSPECTED ELECTRICAL CIRDUIT FROM C/B (LANDING GEAR CONTROL) TO HYD POWER PACK, FOUND 2 LOOSE CONNECTIONS, 1 AT CB AND THE OTHER AT BUS TIE SWITCH. REPLACED HYDRAULICS POWERPACK UNIT (INCLUDING SHUTTLE VALVES) WITH O/H UNIT. AIRCRAFT TEST FLOWN AGAIN, ALL SYS CHECKED NORMAL. WE HAVE REVISED OUR LIFE LIMIT ON HYD POWERPACK IAW 227-SL-037.

LANDING GEAR LIMIT SWITCH FAILED TO STOP MOTOR DURING RETRACTION CAUSING LANDING GEAR CIRCUIT BREAKER TO POP. PILOT CHOSE TO MANUALLY EXTEND THE GEAR AND LAND WITHOUT ANY FURTHER INCIDENT. THE AIRCRAFT WAS FERRIED TO BEMIDJI, MN WHERE MAINT. DIAGNOSED THE PROBLEM AND RIGGED SWITCH IAW BEECH MAINT MANUAL. LANDING GEAR WAS OPERATED ON JACKS IN THE HANGAR SEVERAL TIMES AND HAS BEEN FLOWN WITHOUT ANY OTHER PROBLEMS.

PILOT DID NOT PROPERLY SECURE DIPSTICK RESULTING IN OIL LOSS, CAUSING OIL WARNING LIGHT TO ILLUMINATE AND ENG SHUT DOWN IN FLIGHT.

LANDING GEAR WOULD NOT RETRACT ELECTRICALLY AND HAD TO BE PUMPED DOWN CAUSING AN UNSCHEDULED LANDING IN BJI. REMOVED LANDING GEAR MOTOR AND FOUND STRIPPED TEETH ON GEAR.

AVIONICS POWER FAILURE RESULTING IN AN UNSCHEDULED LANDING CAUSED BY SUSPECTED AVIONICS CIRCUIT BREAKER FAILURE.

DURING INTERM INSP, MECHANIC NOTICED CRACK IN HINGE NEAR LT LANDING GEAR FWD ATTACH POINT. CRACK WAS FOUND INSIDE NR 1 LANDING GEAR WELL. UPON FURTHER INSP, THE BOX SECTION HINGE WAS FOUND TO BE CRACKED ALL THE WAY THROUGH THE HINGE. CRACK LOCATED AT WS 65.750.

NO NOSE GEAR DOWNLOCK INDICATION CAUSED BY THE SEIZURE OF DOWNLOCK HOOK BOLT.

NR 1 ENGINE SHUTDOWN IN FLIGHT. SUSPECTED NR 7 CONNECTING ROD BOLT FAILURE. CAUSING CYL SEPARATION FROM CASE AND CRANK CASE CRACK. AC LANDED SAFELY WITHOUT OTHER DAMAGE. (K)

PILOT SELECTED GEAR DOWN FOR LANDING AND HAD NO NOSE INDICATION. HE PERFORMED A LOW LEVEL PASS AND GROUND PERSONNEL DETERMINED THAT THE NOSE GEAR WAS NOT IN THE DOWN AND LOCKED POSITION. A GEAR UP LANDING WAS MADE WITH MINOR DAMAGE TO THE AIRCRAFT. FURTHER INSPECTION REVEALED THE NOSE ACTUATOR HAD FAILED INTERNALLY.

NR 1 ALTERNATOR WENT INOPERATIVE IN FLIGHT INVESTIGATION FOUND REAR ROTOR BEARING OF ALTERNATOR HAD NO GREASE AND FAILED.

INSPECTION REVELAED THE PARTS TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFENER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.

INSPECTION REVEALED THE PART TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFNER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.(K)

INSPECTION REVEALED THE PARTS TO BE CRACKED BETWEEN RIVET HOLES WHERE STIFFENER WAS ATTACHED TO AFT BULKHEAD. NO FURTHER DAMAGE WAS NOTED AFTER PART WAS REMOVED.(K)

GEAR ON END OF ARMATURE STRIPPED CAUSING FLAPS TO BE INOPERATIVE, ALSO CAUSED CONTAMINATION TO FLAP GEARBOX.

MELTING OF NYLON WHERE IT CONTACTS POINT ARM DURING OPENING AND CLOSING OF POINTS DURING OPERATION. INFERIOR NYLON USED, NOT RESISTANT TO WEAR OR HEAT.

PILOT REPORTED RT ENGINE TO BE LOW ON POWER, FOUND ENGINE TO BE RUNNING VERY RICH, WHICH CAUSED PLUGS TO FOUL, INSTALLED OVERHAULED FUEL SERVO AND CLEANED PLUGS, GROUND RUN AND TEST FLIGHT OK.

ROUTINE FLIGHT, PREPARING AIRCRAFT FOR LANDING, SELECTED GEAR DOWN AND DIDN'T GET RIGHT MAIN GEAR DOWN AND LOCKED LIGHT. ATTEMPTED MANUAL GEAR EXTENSION WITH NO CHANGE IN GEAR INDICATION. REQUESTED FLY BY FOR VISUAL CHECK OF GEAR EXTENSION. GROUND REPORT ALL GEAR TO DOWN. CONFIGURED AIRCRAFT FOR MINIMUM SPEED LANDING. LANDED ON LEFT MAIN AND NOSE GEAR, SLOWED DOWN AND ALLOWED RIGHT MAIN TO CONTACT GROUND. RIGHT MAIN DID NOT HOLD AIRCRAFT WEIGHT, RIGHT ENGINE SHUTDOWN PRIOR TO PROPELLER CONTACTING GROUND. MINIMAL DAMAGE TO AIRCRAFT DUE TO HIGH FLOATATION LANDING GEAR.

A NEW STARTER NEEDS TO BE DESIGNED. ENGINE DID NOT KICK BACK DURING START.

DURING A SCHEDULED INSPECTION OF THE TAIL AREA THE TECHNICIAN DISCOVERED CORROSION HAD PENETRATED THROUGH THE TORQUE SHAFT. TUBE IS MADE OF STEEL AND IS SUBJECT TO RUST.

FLAPS FAILED TO MOVE.

EXHAUST VALVE BROKEN IN HALF.

DURING A ROUTINE SCHEDULED INSPECTION OF THE AILERON TRIM SYSTEM, THE AILERON TRIM SYSTEM FROZE BEFORE FINISHING ONE FULL CYCLE. SUBSEQUENT INVESTIGATION REVEALED THE AILERON TRIM JACK WAS COMPLETELY SEIZED. THE UNIT IS REGULARLY LUBED AND INSPECTED. IT IS UNKNOWN WHAT CAUSED THE PROBLEM AT THIS TIME, BUT TKS FLUID IS SUSPECTED. (X)

PILOT TOOK OFF AND TRIED TO RETRACT LANDING GEAR. CIRCUIT BREAKER TRIPPED FOR LANDING GEAR MOTOR. PILOT USED EMERGENCY BLOW-DOWN TO EXTEND THE GEAR TO THE DOWN AND LOCKED POSITION. PILOT LANDED SAFELY. THIS AIRCRAFT HAD PREVIOUSLY BEEN CONVERTED FROM A MECHANICAL TO A HYDRAULIC GEAR SYSTEM BY AVIR DESIGN. ELECTRIC MOTOR WAS REMOVED AND DISASSEMBLED. THE GEAR AT THE DRIVE END OF THE ARMATURE WAS FOUND LOCKED UP. BEARING PN 77R14. BEARING WAS REPLACED AND GEAR RETRACTION TESTED NORMALLY. STC SA 4013WE.

OIL LEAK WAS FOUND AT THE REAR OF ENGINE. AFTER INSPECTION, AN OBVIOUS CRACK WAS SEEN ON ADAPTER FLANGE. ADAPTER FLANGE SHOULD BE REINFORCED TO PREVENT FAILURE OF FLANGE. THIS OPERATOR HAS HAD THIS FAILURE OCCUR BEFORE.

ALL RIVETS HOLDING TORQUE TUBE, PN 50-630000-126, TO FITTING, PN 50-600016, AND FITTING, PN 50-600017, HAVE SHEARED OFF. UNKNOWN REASONS. UNDER NORMAL USE CONDITIONS.

WHILE INSPECTING ENGINE, LEAK WAS FOUND COMING FROM REAR. AFTER CLOSER INSPECTING, SUSPECTED CRACK WAS FOUND AND ADAPTER WAS REMOVED FOR POSITIVE VERIFICATION. WEIGHT OF VACUUM PUMP STRESSING PUMP ADAPTER CAUSING IT TO CRACK. SUBMITTER SUGGESTED MORE MATERIAL NEEDS TO BE ON FLANGE FOR MORE STRENGTH. STC NR SA444SW.

CYLINDER HOLD DOWN STUD BROKE UNDER NUT. SUSPECT DEFECTIVE STUD.

SUBMITTER STATED OPERATION HAS BEEN HAVING PROBLEMS WITH TIRES LEAKING FROM WEEP HOLES AFTER HAVING BEEN RETREADED BY REPAIR STATION NR BX3R4131. WE MARK THE TIRES AND RETURN THEM TO THE COMPANY. THEY RETREAD THEM AND SEND THEM BACK AND THEY STILL LEAK. THE WEEP HOLES ARE ON THE SIDES AND THE RETREADING DOES NOT GO DOWN THAT FAR.

ELEVATOR TORQUE TUBE ASSY, P/N 115610010325, INSPECTED PER SB 2145 (RECURRING) DATED APRIL, 1986. AIRCRAFT HISTORY INDICATES NUMEROUS REPLACEMENTS DUE TO CRACKS IN SUPPORT ASSY, P/N 1156100181, OR TORQUE TUBE, P/N 11510010325.

AS PART OF A CONTINUOUS SURVEILLANCE PROGRAM, OPERATOR VISUALLY INSPECTED THE AREA AROUND THE TAPER PINS EACH 100-HOUR INSP. BEECH WROTE SB 2145 WHICH PERTAINS TO DISASSEMBLY AND INSPECTION OF THIS COMPONENT EACH 1,000 HOURS. AFTER THE FIRST 1,000-HOUR INSPECTION, OPERATOR VISUALLY INSPECTED THE SUPPORT EVERY 100 HOURS AND FOUND CRACKS AROUND THE TAPER PIN. TT: 1,400-1,700 HOURS. SUBMITTER STATED THIS IS A $1,400 PART WHICH COULD BE MADE STRONGER IN SUCH A HIGH VIBRATION AREA. SYSTEMATICALLY BALANCING THE PROPELLERS HAS NOT ELIMINATED THIS PROBLEM.

A NEW OIL TEMP CONTROL VALVE WAS USED FOR ENGINE OVERHAUL PN 5E19600. ENGINE OIL TEMP FOR FIRST 100 HRS TIS WAS NORMAL. THE NEXT 31.2 HRS TIS, OIL TEMP INCREASED TO RED LINE. PN 5E19600 WAS TESTED AND FOUND DEFECTIVE.

INVESTIGATION FOR CAUSE OF FLAP GEAR BOX FAILURE FOUND POOR TEETH ENGAGEMENT OF GEARBOX TEETH AND MOTOR GEAR TEETH.

INVESTIGATION FOR CAUSE OF FLAP GEAR BOX FAILURE FOUND POOR TEETH ENGAGEMENT OF GEARBOX TEETH AND MOTOR GEAR TEETH.

DEICE BOOT LEAD BREAKS 12 INCHES FROM TERMINALS AFTER FOLLOWING NEW INSTALLATION SUGGESTIONS.

PROPELLER DEICE LEAD BREAK 12 INCHES FROM TERMINALS AFTER FOLLOWING NEW INSTALLATION INSTRUCTIONS.

PDX- ON TAKEOFF ROLL, NR 2 ENGINE TORQUE INDICATION STARTED TO FLUCTUATE. ABORTED TAKEOFF AND RETURNED TO THE GATE. AIRCRAFT UNDER REPAIRS.

PDX - RIGHT BRAKE REQUIRES PUMPING TO FEEL AS FIRM AS THE LEFT BRAKE. REMOVED NR 4 WHEEL AND ADJUSTED NR 3 AND NR 4 BRAKE SELF ADJUSTERS, OPERATIONAL CHECK GOOD.

PDX- RIGHT BRAKE REQUIRES PUMPING FOR FULL APPLICATION ON ROLLOUT. BLED RIGHT BRAKES, OPERATIONAL CHECK GOOD.

RUDDER PEDAL QUADRANT MOUNT BEAM CRACKED. CRACK WAS FOUND ON THE BOTTOM BEND UNDER SUPPORT BRACKET (RUDDER) BOLT HOLES. SUSPECT POSSIBLE CAUSE, RUDDER CABLE TENSION TOO HIGH.

OIL SMELL IN BLEED AIR SYSTEM. GROUND RAN DETERMINED SMELL COMING FROM NR 2 BLEED. PLACED ON MEL. MEL CLEARED BY REPLACING THE NR 2 ENGINE GEARBOX CARBON SEAL. PERFORMED GROUND RUN ON AIRCRAFT, CHECKED GOOD.