Suburban Air Freight, Inc.

Operated by SUBURBAN AIR FREIGHT INC. (per NTSB report)

FLIGHT INTO KNOWN ADVERSE WEATHER CONDITIONS AND FLARE MISJUDGED. FACTORS RELATED TO THE ACCIDENT WERE: ICING CONDITIONS RESULTING IN REDUCED AIRCRAFT CONTROLLABILITY AND RESTRICTED VISUAL OUTLOOK.

Operated by SUBURBAN AIR FREIGHT,INC. (per NTSB report)

Sanction: $9,120 · case closed 2013-12-20

Part: FUEL CONTROL — MALFUNCTIONED (NR 1 ENGINE) · airframe 27,708 hrs · 36,495 cycles

DURING APPROACH, THE NR 1 POWER OUTPUT REDUCED AND WOULD NOT RESPOND TO INPUT. THE ENGINE WAS SHUT DOWN AND AIRCRAFT LANDED WITHOUT INCIDENT. TROUBLESHOOTING REVEALED NO DAMAGED P3 OR PY LINES. REPLACED FUEL CONTROL UNIT.

Part: WINDOW — BLEW OUT (COCKPIT) · airframe 35,836 hrs · 45,472 cycles

A PORTION OF THE COPILOT SIDE WINDOW DEPARTED THE AIRCRAFT DURING CLIMB AT 15,000 FT. AIRCRAFT RETURNED TO DEPARTURE AIRPORT. UPON INSPECTION, THE AIRFRAME STRUCTURE AND WINDOW FLANGE WERE NOT DAMAGED. THE REMNANTS OF THE EXISTING WINDOW WERE REMOVED, AND A NEW WINDOW WAS INSTALLED IN ACCORDANCE WITH THE MANUFACTURERS MAINTENANCE MANUAL.

Part: BUTTON — STICKS (MICROPHONE) · airframe 29,247 hrs · 32,826 cycles

PILOT'S MICROPHONE BUTTON STUCK. PILOT RETURN TO DEPARTURE. MX REPLACED MIC BUTTON.

Part: ACTUATOR — MALFUNCTIONED (ELEVATOR TRIM) · airframe 7,994 hrs · 6,554 cycles

ELEVATOR TRIM STIFF.

Part: SWITCH — OUT OF ADJUST (PAX DOOR) · airframe 34,533 hrs · 49,236 cycles

ON TAKEOFF ROLL, CABIN DOOR LIGHT CAME ON BEFORE LIFTOFF. PILOT ABORTED TAKEOFF AND WENT BACK TO RUN UP PAD. CHECKED DOOR AND TRIED ANOTHER TAKEOFF, DOOR LIGHT CAME ON BEFORE ACFT LT THE GROUND. RETURNED TO RAMP, MECHANIC RESET DOOR LIGHT SWITCH. SYS FUNCTION CHECKED SATISFACTORY.

Part: LANDING GEAR — MALFUNCTIONED · airframe 34,455 hrs · 49,200 cycles

AFTER TAKEOFF, THE GEAR IN-TRANSIT LIGHT CAME ON. PILOT RETURNED WITHOUT FURTHER INCIDENT.

Part: WARNING LIGHT — ILLUMINATED · airframe 41,809 hrs · 42,680 cycles

AFTER TAKEOFF, THE HYD LIGHT CAME ON AND STAYED ON. PILOT RETURNED WITHOUT FURTHER INCIDENT.

Part: WIRE — BROKEN (DOWNLOCK SWITCH) · airframe 14,845 hrs · 16,236 cycles

ON APPROACH, NO NOSE GEAR DOWN LOCK LIGHT. PILOT CHECKED THE DOWN POSITION BY OPERATING HANDPUMP. LANDED WITHOUT INCIDENT. MECHANIC CALLED OUT, WIRE FROM THE DOWNLOCK SWITCH (PN 1CH25) WAS FOUND TO BE BROKEN. WIRE WAS REPAIRED, SYS OPS CHECK WAS OKAY. PLANE DEPARTED THE FOLLOWING DAY WITHOUT FURTHER INCIDENT.

Part: OIL FILTER — CLOGGED (RT ENGINE) · airframe 27,526 hrs · 31,682 cycles

AFTER TAKEOFF DURING CLIMB, PILOT NOTICED RT OIL PRESSURE ANNUNCIATOR LIGHT AND NOTED OIL PSI TO BE 50PSI. PILOT REDUCED PWR AND RETURNED TO BASE WITHOUT INCIDENT.

Part: FIRE DETECTOR — MALFUNCTIONED (ZONE 400) · airframe 30,546 hrs · 34,720 cycles

UPON TAKEOFF ROLL, THE RT FIRE LIGHT CAME ON. PILOT IMMEDIATELY REDUCED POWER AND ABORTED TAKEOFF RUN. LIGHT WENT OUT ENROUTE BACK TO MX FACILITY. NO FIRE OR SMOKE WAS FOUND.

Part: PROPELLER — POWER LOSS (LEFT) · airframe 14,402 hrs · 15,833 cycles

ON CLIMB OUT, LEFT PROPELLER RPM DROPPED FROM 2200 TO 1900 RPM. PILOT TOOK NOTE AND CALLED IN FOR RETURN. MAINTENANCE HAS NOT DETERMINED THE CAUSE AT THIS POINT, TROUBLE SHOOTING IS CURRENTLY IN PROGRESS, SUSPECTING EITHER PROP GOV OR OVERSPEED GOV.

Part: RESISTOR — BLOWN (COCKPIT) · airframe 14,159 hrs · 15,518 cycles

ON MONDAY THE 18TH OF FEBRUARY 2008, BEECH 99, N118SF, S/N U-32, SUBURBAN AIR FREIGHT POSITIONING FLIGHT, ROUTE NUMBER SUBAIR 13 OPERATING UNDER PART 91, DEPARTED OMAHA, NE EN ROUTE TO MOLINE, IL. AT APPROXIMATELY 20:30 HOURS JUST NORTH OF MUSCATINE, IA CENTER CLEARED THE FLIGHT FOR DESCENT OUT OF 9000 FT. PASSING THRU 8000 FT, THE PILOT SMELLED SMOKE AND AT THAT TIME THE PILOT NOTICED A GLOW COMING FROM INSIDE OF THE CENTER CONTROL COLUMN AND NOTICED A REFLECTION ON THE TOE OF HIS RIGHT SHOE. THE PILOT SHUT DOWN THE ELECTRICAL SYSTEMS AND PROCEEDED TO GET THE FIRE EXTINGUISHER OUT. FIRE EXTINGUISHER WAS NOT USED, AS THE GLOW AND THE SMOKE STOPPED. DECLARED AN EMERGENCY AND CONTINUED TO MOLINE, LANDED WITHOUT FURTHER PROBLEMS.

Part: PIN — LOOSE (MLG)

RT MAIN GEAR OLEO STRUT WOULD NOT COMPRESS AFTER LANDING, MORE THAN 50 PERCENT OF NORMAL. AC WAS JACKED, SERVICE OF THE STRUT WAS CHECKED NORMALLY. NEX LANDING, STRUT WOULD AGAIN NOT COMPRESS. OLEO WAS REMOVED FROM AC AND DISASSEMBLED. METERING PIN INSIDE STRUT WAS LOOSE AND MOVING AROUND INSIDE THE STRUT. FUTURE EXAMINATION OF METERING PIN REVEALED THAT NYLON THREAD LOCKING DEVICE SHOWED NO EVIDENCE OF EVER CONCTIGN THE THREADS INSIDE THE UPPER BARREL. THE LOCKING DEVVICE WAS TOO DEEP IN CRCESS PROVIDED IN METERING PIN. THIS CONDITION DID NOT PROVIDE SELF-LOCKING FEATURE THUS ALLOWED PIN TO ROTATE AND COME LOOSE. DAMAGE TO UPPER BARREL OF OLEO WAS EXTENSIVE AND HAD TO BE REPLACED.

Part: CAM — BENT (RT OTBD MLG DOOR)

PIC REPORTED THE INABILITY TO EXTEND THE LANDING GEAR ELECTRICALLY, WITH A LOUD BANG NOTED IMMEDIATELY UPON EXTENSION. THE LANDING GEAR WAS EXTENDED MANUALLY, AND THE AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. SUBSEQUENT INVESTIGATION DISCLOSED A TRIPPED LANDING GEAR CIRCUIT BREAKER, AND A BENT RT OUTBOARD MLG DOOR ACTUATING CAM. THE GEAR DOOR ROLLER ASSY STRUCK THE UNDERSIDE OF THE LANDING GEAR ACTUATING CAM CAUSING THE GEAR TO BIND IN THE WHEEL WELL. INVESTIGATION FAILED TO DETERMINE A CAUSE. THE CAM ASSY MAY HAVE BEEN MIS-RIGGED, OR FAILED TO SNAP OVERCENTER DUE TO WEAK RETURN SPRINGS.

Part: BOLT — FAILED (NR 5 CYL ROD)

AIRCRAFT WAS AT CRUISE POWER SETTING. THE PILOT EXPERIENCED A ROUGH RUNNING ENGINE. HE SECURED THE ENGINE AND CONTINUED TO LAND WITHOUT FURTHER INCIDENT. UPON INSPECTION OF THE ENGINE, DETERMINED THE CONNECTING ROD BOLT FAILED ON THE NR 5 CYLINDER AND THE CYLINDER WAS FORCED OFF ITS PAD CAUSING EXTERNAL DAMAGE TO THE ENGINE.

Part: RETRACT MECH — MALFUNCTIONED (NLG)

TUS - CREW ELECTED AN AIR TURN BACK AFTER DETERMINING THAT THE NOSE GEAR WOULD NOT RETRACT. MAINTENANCE TROUBLE SHOT AND SERVICED THE GEAR SYSTEM. PERFORMED RETRACTION TESTS WHICH SHOWED NO BINDING, HESITATION, OR OTHER FAULTS. NO FAULT FOUND.

Part: WIRE ROPE — OUT OF RIG (NR 1 ENG)

ON TAKEOFF, JUST AFTER ROTATION, NR 1 ENGINE LOST POWER. RPM DROPPED, TORQUE WENT TO 4500 LBS PROP WOULD NOT FEATHER WITH PROP LEVER. PROP WAS FEATHERED BY SHUTTING DOWN ENGINE. MAINTENANCE INSPECTED ALL CONTROLS AND LINKAGE. FOUND BETA CABLE STOP BALL UNSEATED AT FORWARD END. RIGGED THROTTLE CABLE TO BETA VALVE. PERFORMED GROUND RUNS AND MAINTENANCE IAW PWA MM 76-16-01. FLEET CAMPAIGN CONDUCTED. NO OTHER PROBLEMS FOUND. (W)

Part: BALL END — NOT SEATED (NR 1 ENGINE)

ON TAKEOFF, JUST AFTER ROTATION, NR 1 ENGINE LOST POWER. RPM DROPPED, TORQUE WENT TO 4500 LBS PROP WOULD NOT FEATHER WITH PROP LEVER. PROP WAS FEATHERED BY SHUTTING DOWN ENGINE. MAINTENANCE INSPECTED ALL CONTROLS AND LINKAGE. FOUND BETA CABLE STOP BALL UNSEATED AT FORWARD END. RIGGED THROTTLE CABLE TO BETA VALVE. PERFORMED GROUND RUNS AND MAINTENANCE IAW PWA MM 76-16-01. FLEET CAMPAIGN CONDUCTED. NO OTHER PROBLEMS FOUND. (W)

Part: WINDOW — BROKEN (AFT CARGO DOOR)

FLT NR 2375 - DEPARTING DEN WAS UNABLE TO PRESSURIZE. AIRCRAFT RETURNED TO DEN WHERE GP EXPRESS MAINTENANCE DEFERRED THE PRESSURIZATION SYSTEM. LATER THAT DAY GP EXPRESS MAINTENANCE FOUND THE INSPECTION WINDOW FOR THE AFT CARGO DOOR LOCK MECHANISM BROKEN. WINDOW WAS REPLACED AND SYSTEM CHECKED SATISFACTORY. AIRCRAFT WAS RETURNED TO SERVICE.