WEST AIR, INC.

Operated by West Air, Inc. (per NTSB report)

Operated by West Air, Inc. (per NTSB report)

Operated by WEST AIR INC (per NTSB report)

PILOT REPORTED A CHIP LIGHT ILLUMINATED DURING APPROACH INTO ONT. BEGAN MONITORING PARAMETERS, AND HEARD A POP. OIL PRESSURE DROPPED FROM 101 TO 94 PSI. A FEW MOMENTS LATER SHE HEARD TO MORE POPS, THEN OIL PRESSURE WENT 0 AND ENGINE SHUT DOWN. PILOT DECLARED AN EMEGENCY AND WAS ABLE TO GLIDE THE AIRCRAFT TO BRACKETT AIRFIELD(KPOC) AND LAND ON RUNWAY.

WHILE ENROUTE OAK-VIS FLIGHT 8712 G600 LOST ALL INFO AND INDICATED AN AIR DATA COMPUTER FAILURE. THE PILOT ATTEMPTED TO TROUBLESHOOT THE PROBLEM BY TURNING IT OFF AND BACK ON AFTER A FEW MINUTES. THE FLIGHT WAS OPERATING IN AND OUT OF IMC, DECLARED AN EMERGENCY AND DIVERTED TO FAT. MAINTENANCE COULD NOT DUPLICATE ISSUE ON GROUND. REPLACED GDU620 WITH EXCHANGED UNIT. UPDATED SW AND CHECKED ALL CONFIGURATION SETTINGS. MAINTENANCE OPERATIONAL CHECK FLIGHT WAS SATASFACTORY.

WHILE IN ROUTE FROM KONT TO KSMX THE PILOT EXPERIENCED ABNORMAL POWER SURGES AND ABNORMAL FLUCTUATIONS IN THE TORQUE GAGE. A REQUEST TO RETURN TO KONT WAS MADE BUT WEATHER WAS CLOSING IN. THE PILOT DECLARED AN EMERGENCY AND REQUESTED TO DIVERT TO KBUR AND LANDED UNEVENTFULLY. MAINTENANCE TROUBLESHOT THE AIRCRAFT AND OBSERVED ENGINE TORQUE AND FUEL FLOW TO FLOAT AT MAX POWER AND AT FLIGHT IDLE. AN ADJUSTMENT OF THE LOW IDLE SETTING TO A LOWER RPM RESULTED IN AN INCREASE OF RPM INSTEAD. THE DECISION WAS MADE TO REPLACE THE FUEL CONTROL. POST FCU CHANGE MAINTENANCE FOUND TORQUE AND FUEL FLOW INDICATIONS STEADY. THE AIRCRAFT WAS RETURNED TO SERVICE.

ON LANDING THE PILOT REPORTED THE RIGHT BRAKE FADED. CONTRACT MAINTENANCE WAS DISPATCHED AND FOUND THE RIGHT BRAKE LEAKING FLUID AT THE BLEEDER SCREW. MAINTENANCE SERVICED AND BLEED THE BRAKE SYSTEM. OPS CHECK WAS GOOD AND THE AIRCRAFT RETURNED TO SERVICE.

JUST AFTER SHUTDOWN THE PILOT NOTICED SMOKE COMING FROM THE THE RIGHT SIDE OF THE AIRCRAFT, FOLLOWED BY FLAME ABOVE THE COPILOT WINDOW. THE PILOT EXITED THE COCKPIT AND CONTACTED EMERGENCY SERVICES. THE PILOT CALLED DISPATCH AND WAS TRANSFERRED TO MAINTENANCE CONTROL. MAINTENANCE WAS NOTIFIED AND PEFORMED A BORESCOPE INSPECTION AND ADJUSTED THE RIGGING ON THE CONDITION LEVER. AFTER SEVERAL ENGINE RUNS THE AIRCRAFT WAS RETURNED TO SERVICE.

DURING POST COMPRESSOR WASH ENGINE RUN MAINTENANCE FOUND PROP STARTING TO GO INTO BETA WHEN THE POWER LEVER WAS AT THE GATE. THE MECHANIC DETERMINED THE ENGINE CONTROLS WERE OUT OF RIG AND ADJUSTED REAR CLEVIS AND 11" ROD AS NEEDED AND SAFETIED. OPERATIONAL CHECK GOOD AT THE TIME. THE AIRCRAFT WAS RELEASED FOR A MAINTENANCE CHECK FLIGHT FOR AUTOPILOT SERVO MAINTENANCE. AFTER TAKE-OFF AT ABOUT 100’ AGL THE ENGINE POWER ROLLED BACK UN-COMMANDED TO MIN FLOW (FLIGHT IDLE) AND LANDED UNEVENTFULLY. MAINTENANCE INSPECTED THE ENGINE CONTROLS AND DETERMINED FURTHER ADJUSTMENTS WERE NEEDED. RE-RIGGED POWER LEVER, INPUT LEVER, TRACK POINT AND RE-ADJUSTED FORWARD REVERSE LINKAGE AND REAR CLEVIS. RAN ENGINE AT TAKE OFF POWER FOR 5 MINUTES. OPS CHECK GOOD. ALL ABOVE ITEMS SAFETIED AND COTTER PINNED AS REQUIRED. THE AIRCRAFT WAS RELEASED FOR FLIGHT TO COMPLETE THE ORIGINAL AUTOPILOT CHECK. THE FLIGHT WAS NORMAL, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

UPON TAXI TO RWY 20 FOR DEPARTURE FROM KPWT AT IDLE RPM (A TWY NE BOUND) LOSS OF BRAKING/STEERING CONTROL, RESULTED IN ACFT VEERING OFF PAVED SURFACE AND INTO THE GRASS ADJACENT TO TWY. ACFT WAS IMMEDIATELY SHUTDOWN AND SECURED. NO CONTACT WITH ANY OBJECT AND NO APPARENT DAMAGE TO EITHER THE ACFT OR ANY ON-AIRPORT OBJECT. ENGINE FOD DAMAGE NOT SUSPECTED DUE TO AN IDLE POWER SETTING, RAPID SHUTDOWN, AND LACK OF LOOSE FOREIGN MATERIAL ON THE SIDE OF THE TWY. PILOT’S RIGHT BRAKE/STEERING PEDAL WAS THE AFFECTED SIDE. ENGINE AND PROP TORQUE (EVEN AT IDLE) IS SIGNIFICANT ENOUGH TO CAUSE THIS WITHOUT THE ABILITY TO COUNTER STEER. A MAINTENANCE WORKER AT THE LOCAL MAINTENANCE FACILITY SECURED A TOW BAR AND WAS ABLE TO TOW THE AIRCRAFT BACK ONTO THE TAXI/RUN UP AREA WITHOUT DIFFICULTY. ACFT WAS SUBSEQUENTLY TOWED AGAIN TO THE GA PARKING AREA AWAITING OEDERED MAINTENANCE INSPECTIONS.

WHEN THE PILOT PUSHED THE POWER LEVER UP ON THE TAKEOFF ROLL HE HEARD TWO LOUD BANGS COMING FROM THE ENGINE COMPARTMENT. HE ABORTED TAKEOFF AND RETURNED TO THE RAMP. THE PRE-TAKEOFF RUN UP WAS UNEVENTFUL. MECHANIC RAN THE ENGINE AND HEARD THE SAME LOUD BANG. IT WAS DETERMINED THAT THE BLEED AIR VALVE NEEDED TO BE CHANGED. MECHANIC WITH PARTS TO REPAIR THE AIRCRAFT. GAINED ACCESS TO BLEED VALVE. INSTALLED, TORQUED AND SAFETIED SERVICEABLE BLEED VALVE. CLOSED ACCESS. RAN AIRCRAFT, NO CHANGE, COMPRESSOR STILL STALLS. ADJUSTED BLEED VALVE PER P&W PT6 MM 75-30-00 (C) (1). SAFETIED AS REQUIRED. OPERATIONAL CHECK GOOD.

DURING ROUTINE INSPECTION, CORROSION WAS FOUND IN THE NR 3, 5, AND 6 BOLT HOLE LOCATIONS IN THE RT UPPER AFT WING FITTINGS ATTACHMENT TO THE FUSELAGE AS REFERENCED IN THE NONDESTRUCTIVE TESTING MANUAL 53-20-06. REMOVAL OF THE CORROSION REQUIRED THE REAMING OF THREE BOLTS HOLE TO SPECIFIED HOLE DIAMETERS TO REMOVE THE CORROSION THAT WAS FOUND DURING INSPECTION. SPECIFICALLY, THE REPAIR INCREASES THE SIZE OF THREE SPECIFIC HOLES IN THE FITTING FROM A CLOSE TOLERANCE 1/4" BOLT TO CLOSE TOLERANCE 0.391” & 0.344". BOLT HOLE 3 WAS REAMED TO 0.391” BOLT HOLE 5 & 6 WERE REAMED TO 0.344” AFTER REAMING A VISUAL INSPECTION WAS PERFORMED UTILIZING A NR 10 POWER GLASS. SUBSEQUENT EDDY CURRENT INSPECTION WAS CONDUCTED AND FOUND AREAS TO BE FREE OF CORROSION OR CRACKS. NAS6605-38Y BOLT WAS INSTALLED IN THE NR 3 LOCATION. NAS6606-38X BOLTS WERE INSTALLED IN THE 5 & 6 LOCATIONS. FASTENERS WERE ASSEMBLED WET WITH ANTI-SEIZE COMPOUND AND TORQUED TO STANDARD TORQUE SPECIFICATIONS.

WHILE TAXING TO TAKE OFF THE ITT INDICATOR FELL TO ZERO. THE PIC INFORMED CONTROL HE NEEDED TO RETURN TO MAINTENANCE. MAINTENANCE INSPECTED ITT SYSTEM AND FOUND POWER WIRE LEADING TO ITT INDICATOR CHAFED. THE WIRE WAS REPAIRED, SYSTEM CHECKED AND AIRCRAFT RETURNED TO SERVICE.

THE RT BRAKE CALIPER UPPER ANCHOR BOLT SHEARED DURING BRAKING ACTION ON LANDING. THIS ALLOWED THE BRAKE CALIPER TO ROTATE AFT ABOUT THE AXIS OF THE LOWER ANCHOR BOLT & CONTACT THE INSIDE SIDEWALL OF THE MLG TIRE. APPLICATION OF RT BRAKE HAD NO AFFECT DUE TO THE PISTON PUSHING OUT OF THE CALIPER HOUSING LOOSING PRESS & HYD FLUID. THE ANCHOR BOLT SHEARED IN THE THREADED AREA ADJACENT TO THE NUT. HE REMAINING STUD MOVED OUTWARD THROUGH THE TORQUE PLATE & CONTACTED THE MAIN WHEEL TIE BOLTS DAMAGING THE HEADS OF BOLTS

PILOT COMPLAINED OF FLUCTUATING QTY INDICATION. MX SUSPECTED A DEFECTIVE QTY TRANSMITTER. WHEN ACCESSED QTY TRANSMITTER HE FOUND THE FLOAT IN AN UNUSUAL POSITION. UPON FURTHER INSPECTION HE FOUND THE ROLL PIN ATTACHING THE FLOAT SWING ARM TO THE VARIABLE RESISTOR MISSING. THIS ALLOWED THE FLOAT TO MOVE FREELY AROUND THE AXIS OF THE RESISTOR & PROVIDE AN ERRONEOUS INDICATION OF 600 LBS. WHEN THE TANK WAS DRAINED ONLY 150 LBS WAS OFFLOADED.

PILOT EXPERIENCED A LOSS OF PROP RPM & PROP CONTROL. IMMEDIATELY CONTACTED ATC & DECLARED AN EMERGENCY. ATC GAVE DIRECTIONS, WEATHER & CLEARED TO NEAREST AIRPORT. PILOT REALIZED BECAUSE OF THE WINDS, WOULD BE UNABLE TO MAKE THE AIRPORT. ALSO, BECAUSE DESCENT WAS FAIRLY SWIFT, WOULD NOT BE ABLE TO CLEAR THE POWER LINES & ELECTED TO GO UNDER THEM. PERFORMED A SOFT FIELD LANDING & IMMEDIATELY SHUT THE ENG DOWN. LANDED ACROSS A STREET FROM THE AIRPORT APPROXIMATELY 500 YARDS FROM THE AIRPORT BOUNDARY. THE PILOT WAS UNINJURED, THERE WAS NO VISIBLE DAMAGE TO THE PLANE OTHER THAN THE TIRES, WHEELS, BRAKES ETC WERE COVERED IN MUD. INSPECTION OF THE ACFT REVEALED THAT THE PROPELLER BETA BLOCK WAS OUTSIDE THE BETA RING & THE BETA ARM WAS NOT RETAINED BY THE RETAINING PIN, ARM WAS ABOVE PIN NOT SECURED BELOW PIN. THE ADAS+ SYS WAS DOWN LOADED & IT WAS DETERMINED THAT THE ENG EXPERIENCED AN OVER TORQUE, 2720 LBS TQ, AS A RESULT OF THE PROPELLER ABRUPTLY FEATHERING. AS A RESULT OF THE OVER TORQUE THE POWER SECTION & PROPELLER WILL REQUIRE INSPECTION.

DURING ROUTINE FUEL PUMP GARLOC SEAL REPLACEMENT FOR LEAKAGE, THE MECHANIC INSPECTED THE FUEL PUMP DRIVE GEAR AND IT BECAME DECOUPLED FROM THE FUEL PUMP. THIS IS NOT NORMAL FOR THIS MODEL PUMP. THE ACCESSORY DRIVE GEAR IS HOLLOW AND HAD THE FUEL PUMP DRIVE MIGRATED FORWARD AND DECOUPLED FROM THE PUMP, THE FCU WOULD HAVE LOST REFERENCE AND CAUSED AN INFLIGHT SHUTDOWN. INSPECTION OF THE DRIVE GEAR APPEARS THE RETAINER IS DEFORMED AND INEFFECTIVE.

FLIGHT 8662, THE CONDITION LEVER WAS ADVANCED AND THE ENGINE ACCELERATED TO TAKEOFF POWER WITH NO POWER LEVER INPUT. WHEN THE PILOT WENT INTO BETA AND BRAKING WHICH RESULTED IN A CHANGE OF NOISE/PITCH WITH NO NOTICEABLE POWER REDUCTION. PILOT RETURNED CONDITION LEVER TO LOW IDLE BUT DID NOT NOTICE ENOUGH CHANGE TO SLOW DOWN. THE ENGINE WAS SECURED BY CONDITION LEVER CUTOFF. AIRCRAFT WAS BROUGHT TO A STOP BY USE OF AIRCRAFT BRAKES. AFTER COMING TO A STOP A FIRE IMMEDIATELY STARTED AT THE MAIN WHEELS OF AIRCRAFT. FIRE WAS EXTINGUISHED BY ONTARIO FIRE PERSONNEL.

THE PILOT OF FLIGHT 7703 REPORTED THE PROPELLER HEAT INOPERATIVE IN FLIGHT. THE PROPELLER SPINNER WAS REMOVED AND VOLTAGE WAS CHECKED AT THE PROP BULKHEAD. VOLTAGE WAS FOUND AT 0VDC AT ALL THREE BOOTS. THE CIRCUIT BREAKER PANEL WAS REMOVED FOR INSPECTION AND MAINTENANCE, FOUND A CRICKET SHORTED CIRCUIT ACROSS ANTI ICE BREAKER. THE CIRCUIT BREAKER WAS REPLACED AND ABOUT 1 INCH OF WIRE WAS REPAIRED THAT WAS BURNED DUE TO THE SHORT CIRCUIT. ALSO FOUND THE ADJACENT CIRCUIT BREAKER TO HAVE SOME HEAT DAMAGE. INSTALLED TWO NEW CIRCUIT BREAKERS AND TESTED SYSTEM. OPERATIONS CHECK WAS GOOD. FOUND MANY MORE CRICKETS IN AIRCRAFT AND COCKPIT AREA. AIRCRAFT RETURNED TO SERVICE.

THE PILOT REPORTED ON TAXI THE ELT ACTIVATED. MX MANUALLY RESET THE ELT AND DEFERRED THE SYSTEM. ON SECOND TAXI OUT THE ELT ACTIVATED AGAIN. ELT WAS DEACTIVATED AND REMOVED FROM THE AIRCRAFT. THE FOLLOWING DAY THE ELT WAS REPLACED WITH A NEW UNIT THE DEFERRAL CLEARED AND THE AIRCRAFT RETURNED TO SERVICE. DURING THE NEXT FLIGHT THE ELT ACTIVATED EN ROUTE. RESET FROM THE COCKPIT. ON THE RETURN FLIGHT THE ELT ACTIVATED AGAIN BUT WOULD NOT RESET. MX DEACTIVATED THE ELT REMOVED FROM AIRCRAFT AND DEFERRED THE SYSTEM. THE ELT REMOTE WAS REPLACED AND A LOOSE CONNECTOR PIN NR 7 AT THE ELT WAS FOUND LOOSE AND POSSIBLY GROUNDING OUT.

THE PILOT REPORTED AS HE WAS TAXIING N763FE BACK TO THE PARKING SPACE AND MAKING A LEFT TURN THE LEFT BRAKE PEDAL WENT ALL THE WAY DOWN TO THE FLOOR. HE STATED HE WAS ABLE TO CONTROL THE AIRCRAFT WITH LEFT BRAKE AND A LITTLE REVERSE. AIRCRAFT WAS INVOLVED IN A RIGHT BRAKE FAILURE THE WEEK PRIOR AND IS SUSPECTED AIR MAY HAVE ENTERED THE LEFT BRAKE SYSTEM DURING PREVIOUS MAINTENANCE.

PILOT FOR FLIGHT 7706 REPORTED AS HE WAS TAXIING FROM THE RAMP FOR DEPARTURE THE AIRCRAFT WAS OPERATING NORMAL, WINDS AT THE TIME WERE FROM 02 AT 14G22KTS (TAXIING WITH A TAILWIND). UPON REACHING FOR TAKEOFF AND MAKING A RT TURN FOR DEPARTURE THE RT BRAKE PEDAL WENT ALL THE WAY DOWN TO THE FLOOR. HE WAS ABLE TO CONTROL THE AC WITH LT BRAKE AND A LITTLE REVERSE. HE EXITED THE RUNWAY AND TAXIED BACK TO THE RAMP. ON THE WAY BACK HE TRIED TO PUMP UP THE RT BRAKE. IT CAME UP A LITTLE, BUT WAS STILL VERY SOFT. AFTER PARKING AT THE RAMP, TRIED THE RIGHT BRAKE ONCE MORE. IT FELT LIKE IT WAS A LITTLE BETTER BUT WAS STILL SOFT. THE RT MASTER CYLINDER IS ORIGINAL TO THE AIRCRAFT INSTALLED IN 1991 WITH 9392.9 TSN.

DURING A RIGHT TURN ENTERING THE PARKING AREA AT THE RAMP, THE PILOT APPLIED RIGHT BRAKE AND RUDDER TO MAKE THE TURN. THE RIGHT BRAKE PEDAL WENT "FULL TRAVEL" WITH NO BRAKING EFFECT. HE MAINTAINED FULL RIGHT RUDDER AND FOLLOWED UP WITH 2 PUMPS OF THE RIGHT BRAKE WHICH RESULTED IN SOME BRAKING ACTION, APPROXIMATELY 50-60 PERCENT. THIS ALLOWED ENOUGH CONTROL TO CLEAR THE BUILDING AND PARK. HE ESTIMATED HIS TAXI SPEED ENTERING THE PARKING AREA AT 3-4 MPH OR A SLOW WALK. THE RIGHT MASTER CYLINDER WAS REPLACED, THE SYSTEM BLEED, FUNCTIONAL CHECK PERFORMED AND THE AIRCRAFT RETURNED TO SERVICE. THIS IS A REPEAT DISCREPANCY FROM A WEEK AGO UNDER SIMILAR CIRCUMSTANCES. THE MASTER CYLINDER WAS FACTORY NEW WITH 9.7 HOUR SINCE INSTALLATION.

THE PILOT REPORTED WHILE TAXIING INTO THE SMF RAMP, EXPERIENCED A RIGHT BRAKE FAILURE. HE WAS AT NORMAL TAXI SPEED ENTERING THE RAMP WHEN HE ATTEMPTED TO APPLY SMOOTH RIGHT RUDDER AND BRAKE TO MAKE A RIGHT TURN. THE PEDAL WENT TO THE FLOOR AND THE AIRCRAFT DID NOT TURN. HE WAS ABLE TO COME TO A COMPLETE STOP USING LEFT BRAKE ONLY. AFTER FOUR OR FIVE PUMPS ON THE RIGHT BRAKE, FULL BRAKE PRESSURE WAS RETURNED. HE THEN SLOWLY TAXIED FORWARD WHILE TESTING THE BRAKES. BOTH WORKED NORMAL AND HE WAS ABLE TO PARK THE AIRCRAFT IN THE DESIGNATED SPOT WITH OUT FURTHER INCIDENT. MAINTENANCE REMOVED AND REPLACED THE RIGHT BRAKE MASTER CYLINDER. THE SYSTEM WAS BLEED AND FUNCTIONAL TEST PERFORMED. THE AIRCRAFT WAS RETURNED TO SERVICE.

THE PILOT REPORTED AFTER NORMAL LANDING WITH NORMAL BRAKING HE FELT THE RIGHT BRAKE PEDAL GO TO THE FLOOR WITH NO BRAKING ACTION. AFTER SHUTDOWN NOTICED THE RIGHT BRAKE FITTING DISCONNECTED FROM THE BRAKE CALIPER. THEN CONTACTED MAINTENANCE WHO FOUND THE FITTING THREADS PULLED OUT OF THE BRAKE CALIPER HOUSING. THE BRAKE CALIPER WAS REPLACED, THE SYSTEM BLEED AND THE AIRCRAFT RETURNED TO SERVICE.

PILOT REPORTED AFTER NORMAL LANDING AND DURING TAXI THE RT BRAKE PEDAL WENT TO THE FLOOR WITH NO BRAKING ACTION. AFTER SHUTDOWN AND SECURING THE ACFT HE NOTICED THE RT BRAKE CALIPER LEAKING FLUID ON THE RAMP. ON FURTHER INVESTIGATION HE FOUND THE BRAKE LINE LEADING TO THE RT BRAKE CALIPER SEPARATED FROM THE CALIPER. MX REPLACED THE RT BRAKE CALIPER AND BLED THE BRAKE SYS. MX REPORTED THE THREADS IN THE CALIPER PULLED OUT.

AFTER LANDING AT OAK TAXIED TO THE RAMP WITHOUT INCIDENT. AFTER THE UNLOAD, DURING FIRST MAJOR LT TURN AT TAXI SPEED, WHILE APPLYING STEADY LIGHT BRAKE PRESSURE TO THE LT BRAKE, THE BRAKE PEDAL SLOWLY BUT CONTINUOUSLY FADED ALL THE WAY TO THE FLOOR. IMMEDIATELY PUT THE POWER LEVER INTO BETA TO SLOW THE AIRCRAFT. STARTED TO LOOSE DIRECTIONAL CONTROL OF THE AIRCRAFT. SLOWED THE AIRCRAFT TO THE POINT WHERE ONLY THE NOSE WHEEL STEERING WOULD CONTINUE THE TURN. ATTEMPTED TO APPLY LEFT BRAKE PRESSURE. THE PEDAL WASN'T AT THE FLOOR ANYMORE, BUT IT WASN'T A SOLID BRAKE PEDAL EITHER. AFTER A COUPLE OF PUMPS ON THE BRAKE PEDAL IT FELT COMPLETELY NORMAL. THERE WERE TWO MORE BIG LEFT TURNS PRIOR TO REACHING MY OVERNIGHT PARKING AREA. THE AIRCRAFT BRAKE PEDAL RESPONDED EXACTLY THE SAME WAY AS THE FIRST INCIDENT, SO 3 EXACT SCENARIOS IN A ROW. ALL THE LEFT TURNS MADE AFTER LANDING (BUT BEFORE THE REPOSITION) IN OAK WERE MADE WITH THE SAME TECHNIQUE OF STEADY LIGHT BRAKE PRESSURE AND THE BRAKE PEDAL FELT SOLID ALL THROUGH THE TURN.

DURING FIRST MAJOR LEFT TURN AT TAXI SPEED, WHILE APPLYING STEADY LIGHT BRAKE PRESSURE TO THE LT BRAKE, TO SHARPEN UP THE TURN, THE BRAKE PEDAL SLOWLY BUT CONTINUOSLY FADED ALL THE WAY TO THE FLOOR. IMMEDIATELY PUT THE POWER LEVER INTO BETA TO SLOW THE ACFT. IN THE RADIUS OF THE TURN, AS THE BRAKE PEDAL IS GOING TO THE FLOOR, STARTING TO LOOSE DIRECTIONAL CONTROL OF THE ACFT. SLOWED THE ACFT TO THE POINT WHERE ONLY THE NOSE WHEEL STEERING WOULD CONTINUE THE TURN. UPON COMPLETION OF THE TURN, ATTEMPTED TO APPLY LT BRAKE PRESSURE. THE PEDAL WASN'T AT THE FLOOR ANYMORE, BUT IT WASN'T A SOLID BRAKE PEDAL EITHER. AFTER A COUPLE OF PUMPS ON THE BRAKE PEDAL IT FELT COMPLETELY NORMAL. THERE WERE 2 MORE BIG LT TURNS PRIOR TO REACHING MY OVERNIGHT PARKING AREA. THE ACFT BRAKE PEDAL RESPONDED EXACTLY THE SAME WAY AS THE FIRST INCIDENT, SO 3 EXACT SENARIOS IN A ROW. ALL THE LT TURNS MADE AFTER LANDING (BUT BEFORE THE REPOSITION ) WERE MADE WITH THE SAME TECHNIQUE OF STEADY LIGHT BRAKE PRESSURE AND THE BRAKE PEDAL FELT SOLID ALL THROUGH THE TURN.

PILOT REPORTED ON TAXI LT BRAKE PEDAL WENT TO THE FLOOR, SUBSEQUENT BRAKE ACTIONS THE BRAKES OPERATED NORMALLY. THE LT BRAKE MASTER CYLINDER WAS R & R AS A PRECAUTION. BLED BRAKES. OPS CHECK GOOD. TAXI AND STEERING CHECKS GOOD.

PILOT REPORTED WHILE TAXIING TO THE RAMP, A RT TURN WAS MADE AND WAS SLIGHTLY OVER STEERED CAUSING THE PILOT TO INPUT LT BRAKE TO CORRECT. HE REPORTED WHEN HE APPLIED THE LT BRAKE PEDAL, THE PEDAL WENT TO THE FLOOR AND THE LT BRAKE WAS NOT EFFECTIVE. HE THEN LET PRESSURE OFF THE PEDAL AND REAPPLIED LT BRAKE AND THE BRAKE AND THE BRAKE ACTUATED NORMAL. MX INSPECTED THE BRAKE SYS AND FOUND NO DISCREPANCIES. THIS ACFT WAS INVOLED IN AN ACCIDENT IN MARCH OF THIS YEAR. THE CAUSE OF THE ACCIDENT IS UNDER INVESTIGATION. THE PILOT REPORTED RT BRAKE FAILURE. BOTH LT AND RT MASTER CYLINDERS ARE NEW TO THE ACFT AND HAVE ACCUMULATED 12.7 HRS. MX CHANGED THE RT BRAKE MASTER CYLINDER AND THE ACFT WAS RETURNED TO SERVICE.

PILOT REPORTED DURING STRAIGHT TAXI TO LOADING POSITION, THE LT BRAKE PEDAL WENT TO THE FLOOR 3 TIMES. THE ACFT WAS SHUTDOWN AND SECURED AND THE PILOT CALLED MX. 30 MINUTES LATER, THE PILOT CALLED AND REPORTED THE LT BRAKE OPERATED NORMALLY. MX REPLACED THE LT MASTER CYLINDER WAS REPLACED AS A PRECAUTION.

AT ABOUT 2800 FT, THE PILOT REPORTED A LOUD BANG FROM ENGINE COMPARTMENT AND SUBSEQUENT ENGINE POWER LOSS. AN EMERGENCY WAS DECLARED, PILOT LANDED SAFELY. POST INCIDENT INSP REVEALED DAMAGE TO COMPRESSOR TURBINE BLADES, COMPRESSOR TURBINE VANE RING., POWER TURBINE BLADES AND POWER TURBINE GUIDE VANE. THE ENGINE WAS REMOVED FROM THE AC AND SENT FOR TEAR DOWN ANALYSIS. (K)

PILOT REPORTED BINDING AND NOISE IN THE OVERHEAD IN AILERON CONTROL SYSTEM. FLIGHT CONTINUED NORMAL AND LANDED WITHOUT INCIDENT. MAINTENANCE INSPECTED AND FOUND THE ATTACH BLOCK OF THE AILERON CONTROL CABLE LOOP SYSTEM ROTATED AND WAS STRIKING THE LOWER BELL CRANK QUAD ASSEMBLY. THE BLOCK WAS REPOSITIONED TO ACHIEVE CLEARANCE AND THE AIRCRAFT WAS RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION FO THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FUND THE FUEL PUMP DRIVE SPINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM. FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM. FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY VISUAL INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM. FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. DUE TO THE EVIDENCE OF CORRODION THE FULE PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM. FUEL PUMP COUPLING IN SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW WITH MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION. MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH AN OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE. (K)

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IN ACCORDANCE WITH PRATT AND WHITNEY PT6 MAINTENANCE MANUAL, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED AND DAMAGED TO THE POINT OF NEAR FAILURE. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED AND DAMAGED TO THE POINT OF NEAR FAILURE. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IAW MM, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IN ACCORDANCE WITH PRATT AND WHITNEY PT6 MAINTENANCE MANUAL, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED AND DAMAGED TO THE POINT OF NEAR FAILURE. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.

PRECAUTIONARY INSPECTION OF THE FUEL PUMP DRIVE SPLINE IN ACCORDANCE WITH PRATT AND WHITNEY PT6 MAINTENANCE MANUAL, FUEL PUMP COUPLING IN-SITU INSPECTION 73-10-02 PAGE 210, PARAGRAPH 8D, MAINTENANCE FOUND THE FUEL PUMP DRIVE SPLINE SEVERELY CORRODED AND DAMAGED TO THE POINT OF NEAR FAILURE. THE FUEL PUMP ASSEMBLY WAS REPLACED WITH A FRESH OVERHAULED UNIT AND THE AIRCRAFT RETURNED TO SERVICE.