F S AIR SERVICE INC

Operated by F. S. AIR SERVICE, INC. (per NTSB report)

The pilot-in-command's failure to adequately monitor the instrument approach and the co-pilot's failure to intercept and maintain the proper NDB bearing on the approach. Contributing factors were the pilot-in-command's obstructed view of the NDB indicator and his overconfidence in his personal ability, the terrain (cliffs), low ceiling, and the flight crew's disregard of the minimum descent altitude.

Sanction: $5,000 · case closed 2021-12-13

Sanction: $6,000 · case closed 2005-09-13

Sanction: $4,000 · case closed 2001-04-27

Part: APU — CONTAMINATED (ZONE 100) · airframe 11,640 hrs · 8,148 cycles

SMOKE IN COCKPIT CAUSED BY DEICING FLUID IN APU INTAKE DURIMNG DEICING PROCEDURES ON GROUND PRIOR TO TAKEOFF

Part: SWITCH — DAMAGED (NLG) · airframe 3,440 hrs · 2,032 cycles

WHILE TROUBLESHOOTING INTERMITTENT PROBLEM OF LANDING GEAR WARNING HORN SOUNDING WHEN FLAPS COMMANDED. FOUND NLG LOCK SWITCH TO HAVE INTERMITTENT AND HIGH RESISTANCE CONTACTS FOR AUDIBLE WARNING CIRCUIT.

Part: TORQUE LINK — BENT (MLG)

AFTER TOUCHDOWN THE ACFT EXPERIENCED A VIBRATION IN THE LANDING GEAR. PERFORMED "INSPECTION AFTER LANDING GEAR VIBRATION" IAW THE ACFT FLEXIBLE MX SCHEDULE. INSP REVEALED THAT THE LOWER TORQUE LINK WAS BENT ON THE LT MLG SCISSORS ASSY.

Part: WIRE HARNESS — CORRODED (BOOST PUMP) · airframe 14,419 hrs · 14,055 cycles

PRIMARY LT FUEL BOOST PUMP LOST POWER. ACFT SAFELY RETURNED TO ORIGINATING AIRPORT. FOUND THAT THE PUMP WIRE HARNESS (THE INTEGRAL WIRES FROM THE PUMP TO THE CONNECTOR) WAS CORRODED.

Part: STRIP — CHAFED (ZONE 500) · airframe 2,482 hrs · 1,450 cycles

LT WING L/E ASSY INBD RIB (1A) IS CHAFING AGAINST THE FWD WING/FUSELAGE FAIRING SUPPORT STRIP. THE SUPPORT STRIP IS FLUSH RIVETED TO THE OTBD WEB OF THE WING/FUSELAGE FAIRING AND SANDWICHES A SEAL. THE SUPPORT STRIP AND SEAL WERE INSTALLED OVER THE TOP OF MS20470AD UNIVERSAL HEAD RIVETS CREATING A BULGE IN THE SUPPORT STRIP WHICH IS CAUSING THE SUPPORT STRIP TO CONTACT THE L/E RIB. REPLACEMENT OF THE ABOVE MENTIONED MS20470AD RIVETS WITH FLUSH RIVETS WOULD ALLEVIATE THIS PROBLEM.

Part: STRIP — CHAFED (ZONE 600) · airframe 2,482 hrs · 1,450 cycles

RT WING L/E ASSY INBD RIB (1A) IS CHAFING AGAINST THE FWD WING/FUSELAGE FAIRING SUPPORT STRIP. THE SUPPORT STRIP IS FLUSH RIVETED TO THE OTBD WEB OF THE WING/FUSELAGE FAIRING AND SANDWICHES A SEAL. THE SUPPORT STRIP AND SEAL WERE INSTALLED OVER THE TOP OF MS20470AD UNIVERSAL HEAD RIVETS CREATING A BULGE IN THE SUPPORT STRIP WHICH IS CAUSING THE SUPPORT STRIP TO CONTACT THE LEADING EDGE RIB. REPLACEMENT OF THE ABOVE MENTIONED MS20470AD RIVETS WITH FLUSH RIVETS WOULD ALLEVIATE THIS PROBLEM.

Part: EXHAUST DUCT — DAMAGED (NR 1 ENGINE) · airframe 5,868 hrs · 7,811 cycles

PILOTS REPORT THAT WHILE EN ROUTE FROM MERRILL FIELD TO ANCHORAGE INTL, HEARD AN UNUSUAL NOISE AND FEEL A LOW FREQUENCY VIBRATION. ALL SYSTEM AND ENGINE INDICATIONS WERE NORMAL. POST FLIGHT INSPECTION REVEILED DAMAGE ON THE NR 1 ENGINE TURBINE WHEEL AND REAR EXHAUST DUCT ASSEMBLY. LARGE PIECES OF THE EXHAUST DUCT WERE MISSING AND IMPACT DAMAGES IS EVIDENT ON THE TURBINE WHEEL. ENGINE ROTATES FREELY, HOWEVER IT ALWAYS ROTATES BACK TO THE SAME POSITION INDICATING A SEVERE IMBALANCE IN THE ROTATING GROUP. NO EVIDENCE OF IMPACT OR FOD DAMAGE TO THE FAN OR COMPRESSOR SECTION AT THIS TIME. FURTHER INFORMATION MAY BE AVALIABLE POST ENGINE TEARDOWN.

Part: THROTTLE CABLE — FROZEN · airframe 10,074 hrs · 10,978 cycles

DURING DESCENT INTO FAIRBANKS AK, PILOT REPORTED "A STUCK LT POWER LEVER" PILOT PERFORMED A PRECAUTIONARY ENGINE SHUT DOWN PER THE CHECKLIST AND CONTINUED HIS DESCENT. APPROX 8 MILES FROM THE AIRPORT THE PILOT "BUMPED" THE POWER LEVER AND FOUND IT TO BE "FREE" THE PILOT THEN PERFORMED AN AIRSTART AND LANDED W/O INCIDENT. POST FLT INVESTIGATION AND INSPECTION BY MX PERSONNEL FOUND THE CONTROL SYSTEM TO BE PROPERLY RIGGED AND FUNCTIONING NORMALLY. A/C DEPARTED FAIRBANKS AND RETURNED TO ANCHORAGE WITH NO FURTHER PROBLEMS.

Part: SWITCH — DIRTY (MLG) · airframe 6,413 hrs · 6,759 cycles

ON APPROACH, THE PILOTS SELECTED GEAR DOWN, DID NOT GET GREEN INDICATION FOR LT GEAR, CYCLED GEAR NUMEROUS TIMES, DECLARED AN EMERGENCY AND PERFORMED (FLY-BY) OF CONTROL TOWER TO VERIFY THAT THE GEAR WAS IN THE (DOWN AND LOCKED) POSITION. CREW AND AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE TECHNICIANS CLEANED AND LUBRICATED THE LANDING GEAR BELLCRANK ASSY AND ENUNCIATOR SWITCHES. OPS CHECK AND GEAR SWING SATISFACTORY.

Part: B-NUT — LOOSE (HYD SYSTEM) · airframe 29,677 hrs · 40,750 cycles

ENROUTE TO DESTINATION, AIRPORT CREW NOTICED THE ILLUMINATION OF THE LOW HYDRALIC PRESSURE ANNUNCIATORS FOLLOWED BY A DECREASE IN HYDRAULIC SYSTEM PRESSURE ON THE PRESSURE GAUGE. CREW RETURNED TO THE DEPARTURE AIRPORT AND PERFORMED MANUAL GEAR EXTENSION AND LANDED WITHOUT INCIDENT. FURTHER INVESTIGATION BY MAINTENANCE FOUND THE HYD SYSTEM RETURN LINE B-NUT AFT OF THE NR 2 FIREWALL LOOSE. MAINT. CHANGED BOTH HYD PUMPS AND SYSTEM FILTERS AND RETORQUED B-NUT.

Part: BLADE — BROKEN (TURBINE WHEEL) · airframe 9,197 hrs

DURING ROUTINE MAINTENANCE IT WAS DISCOVERED THAT APPROXIMATELY .7500 OF ONE THIRD STAGE TURBINE BLADE HAD BROKEN OFF AND EXITED OUT THE TAIL PIPE CAUSING DAMAGE TO THE TAIL PIPE AND SCAVENGE PUMP COVER. THE THIRD STAGE T-WHEEL ASSEMBLY HAS A SERVICE LIFE OF 6,000 CYCLES AND HAD BEEN IN SERVICE FOR 1,599 CYCLES. ENGINE REMOVED FROM AIRCRAFT AND SENT TO MFG PHX FOR FURTHER EVALUATION AND REPAIR.

Part: TIRE — BLOWN (MLG) · airframe 29,485 hrs · 40,551 cycles

UNCONTAINED NR 2 MAIN LANDING GEAR TIRE FAILURE ON TAKEOFF ROLL. FURTHER EXAMINATION REVEALED FAILURE OF TORQUE LINK ATTACH POINT ON LOWER YOKE OF MAIN GEAR STRUT. LOWER STRUT ASSEMBLY ROTATED 360 DEG. CLOCKWISE WRAPPING BRAKE LINES AROUND LOWER STRUT. NO DAMAGE TO AIRCRAFT. INSUFFICIENT DATA EXISTS AT THIS TIME TO DETERMINE IF THE LOWER TORQUE LINK ATTACH POINT FAILURE PRECEDED THE TIRE FAILURE OR WAS A RESULT OF THE TIRE FAILURE.

Part: TRANSDUCER — FAILED (OIL PRESSURE IND) · airframe 29,479 hrs · 40,540 cycles

OIL PRESSURE GAUGE PEGGED OUT SCALE HIGH, ALL OTHER INDICATIONS NORMAL, AIRCRAFT RETURNED TO AIRPORT. MAINTENANCE REMOVED AND REPLACED OIL PRESSURE TRANSDUCER WITH SERVICABLE UNIT. OPERATIONAL CHECKS SATISFACTORY.

Part: LOCK — WORN (CONDITION LEVER) · airframe 29,340 hrs · 40,420 cycles

AFTER TAKEOFF AT APPROXIMATELY 600 FEET AGL, PILOT REPORTED THAT BOTH LEFT AND RIGHT FUEL BY-PASS ANNUNCIATORS ILLUMINATED, ACOMPANIED WITH PRONOUNCED ENGINE SURGING. AIRCRAFT RETURNED TO AIRPORT FOR UNEVENTFUL LANDING. MAINTENANCE LATER DETERMINED THAT THE CONDITION LEVER FRICTION LOCKS HAD NOT BEEN APPLIED, ALLOWING THE CONDITION LEVERS TO CREEP BACK TOWARD THE LOW RPM STOP.

Part: STRUT — DISCHARGED (NLG) · airframe 92,324 hrs · 40,413 cycles

NOSE LANDING GEAR TRANSITION ANNUNCIATOR WOULD NOT EXTINQUISE AFTER LANDING GEAR RETRACTION. FOUND NOSE LANDING GEAR STRUT TO BE IN NEED OF SERVICE, (WHEN ON JACKS, THE NOSE STUT WOULD NOT FULLY EXTEND AND ALIGN ON THE CENTERING CAM) SERVICED THE STRUT WITH FLUID AND NITROGEN IAW MM, AND THE OPERATIONAL CHECKS WERE SATISFACTORY.

Part: CONNECTOR — BURNED (COCKPIT) · airframe 29,281 hrs · 403,069 cycles

ON MEDEVAC FLIGHT FROM BET TO ANC AIRCRAFT ENCOUNTERED TURBULENCE AFTER WHICH THE FLIGHT CREW NOTICED A FAINT BURNING ODOR, ELECTRIC OR RUBBER, AIRCRAFT LANDED AT ANC WITHOUT FURTHER INCIDENT. ALL LIGHTING WAS FOUND TO BE OPERATIVE WITH NO EVIDENCE OF BURNING ODOR. MAINTENANCE INSPECTED COCKPIT INSTRUMENT AND CB PANEL LIGHTING WIRING AND FOUND A BUTT SPLICE POWERING ONE CB PANEL BACKLIGHTING THAT APPEARED CHARRED. SPLICE WAS REPLACED AND THE PANEL TESTED WITH NO OTHER ANOMALIES FOUND. AIRCRAFT WAS RETURNED TO SERVICE.

Part: VALVE — OUT OF ADJUST (PAX DOOR) · airframe 5,613 hrs · 6,191 cycles

AT 20,000 FT ALTITUDE, CREW NOTICED THAT THE CABIN ALTITUDE HAD STARTED TO CLIMB AT 2000 FPM. AFTER CHECKING THE PRESSURIZATION CONTROLS, DUMP VALVE SWITCH POSITION, AND THE CABIN DOOR ANNUNCIATOR AND FINDING NO IRREGULARITIES, THE CREW INITIATED A 180 DEG TURN AND ASKED FOR AN IMMEDIATE DECENT. THE CREW WAS CLEARED TO DESCEND DIRECT TO ANC AND LANDED WITHOUT FURTHER INCIDENT. THE CREW ALSO REPORTED THAT ON DECENT THE CABIN WOULD HOLD PRESSURE; HOWEVER THEY EXPERIENCED SEVERAL PRESSURIZATION (BUMPS). MAINTENANCE WAS DISPATCHED TO LOOK AT THE AIRCRAFT AND AFTER TROUBLE SHOOTING THE PROBLEM, THEY ADJUSTED THE DOOR SEAL VALVE. (P/N 27-24057-091)

Part: BRAKE — BURNED (LEFT) · airframe 5,510 hrs · 6,124 cycles

LEFT BRAKES CAUGHT FIRE DURING TAXI TO COMPANY HANGAR. PILOT REPORTED THAT THE LEFT BRAKE PEDAL WENT FLAT ON ROLL OUT, CONTROL WAS TRANSFERED TO THE NON FLYING PILOT WHO REPORTED THE SAME. ENGINE THRUST AND HYDRAULIC STEERING WAS USED TO PROVIDE BRAKING AND STEERING CONTOL. FIRE WAS OBSERVED AND EXTINGUISHED BY GROUND PERSONNEL. AIRCRAFT MASTER CYLINDERS, SHUTTLE VALVES, AND PARKING BRAKE VALVES WERE TESTED AND FOUND TO BE OPERATING NORMALY. BRAKE RESERVOIR WAS FULL AND NO EVIDENCE OF HYDRAULIC LEAKAGE WAS FOUND. BRAKES AND WHEELS WERE REPLACED AND A BRAKE (BURN IN) PROCEDURE WAS PERFORMED WITH SATISFACTORY RESULTSTHE BRAKES HAVE BEEN RETURNED TO THE VENDOR FOR INVESTIGATION.

Part: SWITCH — OUT OF ADJUST (LT MLG) · airframe 15,831 hrs · 14,174 cycles

PILOT REPORTED, LEFT MAIN GEAR UNSAFE LIGHT CAME ON THEN GEAR PARTIALLY HUNG OUT. MAINTENANCE ADJUSTED LEFT INBOARD GEAR DOOR UPLATCH SWITCH. RIGGING PROCEDURES PERFORMED PER LEAR 35 MM 32-31-02. OPERATIONAL CHECK FLIGHT PERFORMED WITH SATISFACTORY RESULTS.

Part: CELL — SHORTED (NR 1 BATTERY) · airframe 10,358 hrs · 9,582 cycles

PILOT REPORTED THAT EN ROUTE BETWEEN KLG AND ANC THAT THE NR 1 BATTERY TEMP ANNUNCIATOR ILLUMINATED. PERFORMED BATTERY DISCONNECT PROCEDURE PER THE CASA AFM SECTION 2-8. REMAINDER OF TRIP REPORTED UNEVENTFUL. MAINTENANCE DISCHARGED BATTERY AND FOUND ONE OF THE CELLS SHORTED INTERNALLY. BYPASSED CELL AND CONTINUED DISCHARGE OF BATTERY WITH NO OTHER FAULTS.

Part: ARM — CRACKED (UPLOCK ACTUATOR) · airframe 28,330 hrs · 39,626 cycles

NOSE GEAR OPERATED NORMALLY ON JACKS. WHEN SPRING PRESSURE WAS REMOVED FROM UPLOCK ACTUATOR ARM, A LARGE AMOUNT OF PLAY WAS NOTED IN THE LEFT SIDE CAM AND SHAFT, AND THE ARM COULD BE ROTATED INSIDE THE SHAFT 15 DEGREES EITHER WAY. THE ARM WAS REMOVED FROM THE SHAFT, AND A CRACK RUNNING ALMOST THE FULL CIRCUMFERENCE OF THE ARM WAS FOUND AT THE ARM ATTACHMENT HOLE. THIS CRACK COULD ONLY BE SEEN WITH THE UPLOCK ACTUATOR ARM REMOVED, OR FELT WITH THE SPRING TENSION REMOVED.

Part: TRANSMISSION — INOPERATIVE (RIGHT FLAP)

ON TAXI AFTER LANDING, PILOT SELECTED FLAPS UP, HEARD A LOUD POPPING SOUND, FLAPS STOPPED RETRACTING, AND FLAP FAULT LIGHT ILLUMINATED. MAINTENANCE FOUND RIGHT HAND FLAP HANGING LOOSE IN FULL DOWN POSITION. FLAP JACKSCREW BECAME SEPARATED FROM FLAP TRANSMISSION, WITH JACKSCREW STILL ATTACHED TO FLAP. DISASSEMBLY OF FLAP TRANSMISSION BODY HAD BACKED ALL OF THE WAY OFF, ALLOWING JACKSCREW SHAFT TO SEPARATE FROM TRANSMISSION. CASTELLATED NUT IS SAFETIED IN POSITION AFTER TIGHTENING BY BENDING A TANG OF THE LOCK WASHER BENEATH IT INTO ONE OF CASTELLATED NUT GROOVES. NO TANGS OF THIS LOCK WASHER SHOWED ANY SIGNS OF HAVING BEEN BENT. WITH NO SAFETY, NUT EVENTUALLY VIBRATED LOOSE. LEAD SEALS ON COMPONENT EXTER

Part: FUEL CONTROL — MALFUNCTIONED (NR 2 ENGINE)

ON IFR APPROACH, LEVEL AT 3400 FEET IN CLOUDS, AIRSPEED JUST UNDER 200 KNOTS, THE PILOT DROPPED FLAPS, EXTENDED GEAR, AND REDUCED POWER TO 62 PERCENT. AT THIS POINT, THE NR 2 ENGINE FLAMED OUT. THE PILOT CALLED MISSED APPROACH AND DECLARED EMERGENCY. HE THEN SECURED THE ENGINE IAW THE CHECKLIST AND HEADED BACK TO HOME BASE AND VFR CONDITIONS. AT 10,000 HE ATTEMPTED A SUCCESSFUL RESTART. AFTER LANDING, ON THE TAXI IN THE ENGINE FLAMED OUT AGAIN. IT IS SUSPECTED THAT THE FUEL CONTROL UNIT IS FAULTY.

Part: RELAY — FAILED (MLG)

ON APPROACH FOR LANDING, PILOT SELECTED LANDING GEAR DOWN, BUT THE GEAR REMAINED IN THE UP POSITION. PILOT ALSO REPORTED A SMELL LIKE 'ELECTRICAL SMOKE'. MAINTENANCE PERSONNEL PUT ACFT ON JACKS AND PERFORMED A RETRACTION TEST, AND THE GEAR RETRACTED NORMALLY. HOWEVER, WHEN THE GEAR DOWN POSITION WAS SELECTED, THE GEAR FAILED TO EXTEND. THE LANDING GEAR DYNAMIC BRAKE RELAY WAS REPLACED, AND THE SYSTEM FUNCTIONED NORMALLY. OLD RELAY SHOWED NO EXTERNAL SIGNS OF DAMAGE, AND NO C/B'S TRIPPED DURING MALFUNCTION. INTERNAL INVEST OF RELAY FOUND CONTACT POINTS PITTED AND SIGNS OF ARCING. SUBMITTER SUGGESTED THE CONTACT POINTS BE INSPECTED ON A 5-YEAR BASIS.

Part: ELEVATOR — FABRIC FAILED (ELEVATOR LT)

ELEVATOR FABRIC FAILED IN-FLIGHT CAUSING SEVERE CONTROL SURFACE FLUTTER. DAMAGE TO ELEVATOR ATTACH POINT HINGE. LEFT ELEVATOR TRIM ACTUATOR DEPARTED THE AIRCRAFT. FABRIC WAS VERY OLD AND HAD NUMEROUS REPAIRS. REMOVED ELEVATOR AND REPLACED WITH METALLIZED ELEVATOR PER HAMILTON AVIATION CO. STC NR SA2815 WE. TAT: 15,998.5 HOURS.

Part: PIN — SHEARED (PROP PITCH CONT)

PIN THAT FITS IN CAM ASSEMBLY P/N 86558 SHEARED PREVENTING RT ENGINE FROM GOING INTO REVERSE CAUSING PROPELLER TO GO FULL PITCH FORWARD. AIRCRAFT VEERED TO THE LEFT ON LANDING, DEPARTED THE RUNWAY CAUSING SUBSTANTIAL DAMAGE.