Baron Aviation Services, Inc.

Operated by BARON AVIATION SERVICES INC (per NTSB report)

The pilot's failure to maintain adequate airspeed to compensate for icing on the airplane's wings and control surfaces during a circling approach, which resulted in an aerodynamic stall and impact with terrain.

Operated by Baron Aviation Services, Incorporated (per NTSB report)

The total loss of engine power as a result of a fractured compressor turbine blade due to high-cycle fatigue.

Operated by Baron Aviation Services (per NTSB report)

The loss of engine power due to the failure of the engine-driven fuel pump. A contributing factor was the inadequate inspection of the engine driven fuel pump.

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

The flight crew's failure to cycle the deice boots prior to conducting a simulated forced landing and their failure to maintain adequate airspeed during the maneuver, which resulted in an inadvertent stall and subsequent loss of control. A contributing factor was the ice accumulation on the leading edges of the airfoils.

Operated by BARON AVIATION SERVICES INC. (per NTSB report)

the pilot did not maintain control of the airplane due to undetected airframe ice, resulting in an inadvertent stall, and subsequent impact with the ground. Factors in this accident were; flight into clouds, below freezing temperatures, and the inability of the pilot to detect ice, due to the lack of an ice detection system to determine ice build up on portions of the airframe that are not visible from the cockpit.

Operated by BARON AVIATION SERVICES, INC. — Air cargo, On-demand air taxi (135) Operator Does Business As: FEDERAL EXPRESS (per NTSB report)

ice build-up on the airplane's wings and empennage which led to an inadvertent stall and hard landing. Factors contributing to this accident were the pilot's inadvertent flight into icing conditions, and the icing conditions.

Operated by BARON AVIATION SERVICE (per NTSB report)

The pilot's failure to maintain the airplane on the ILS glide slope, which resulted in a descent below the glide path, and the inadvertent in-flight collision with a utility pole. Contributing factors were sleet/snow, dark night conditions, and the pole.

Operated by BARON AVIATION SERVICES (per NTSB report)

THE INABILITY OF THE PILOT OF CESSNA 208, N927FE TO SEE DOUGLAS DC3, N24320, AS HE TAXIED TO TAKEOFF DUE TO INOPERATIVE TAIL NAVIGATION LIGHTS AND BEACON LIGHTS ON THE DC3 AND DUE TO GLARE ON THE WET TAXIWAY.

Operated by BARON AVIATION SERVICES INC. (per NTSB report)

THE PILOTS FAILURE TO FOLLOW INSTRUMENT FLIGHT RULES PROCEDURES BY DISREGARDING THE MINIMUM DESCENT ALTITUDE FOR THE APPROACH AND FAILING TO MAINTAIN CLEARANCE FROM THE TERRAIN. A FACTOR IN THE ACCIDENT WAS THE PILOT'S OVER CONFIDENCE IN HIS PERSONAL ABILITY.

Part: FUEL CONTROL — UNCONTROLLABLE (ENGINE) · airframe 17,554 hrs · 16,345 cycles

LOSS OF ENGINE THROTTLE RESPONSE FOLLOWED BY AN UNCOMMANDED ENGINE SHUTDOWN ON THE TAXIWAY PRIOR TO TAKEOFF. THE AIRCRAFT FUEL SYSTEM WAS CHECK FOR CONTAMINATION WITH NO APPRECIABLE WATER OR DEBRIS FOUND IN WING TANKS OR RESERVOIR. FIREWALL FUEL FILTER ASSEMBLY VISUALLY CHECKED WITH NO APPRECIABLE CONTAMINATION IN THE SCREEN AND THE FILTER BYPASS INDICATOR FOUND IN THE NORMAL POSITION. ENGINE DRIVEN FUEL PUMP INLET SCREEN AND MAIN FILTER CHECKED WITH NO APPRECIABLE CONTAMINATION NOTED.

Part: TRANSPONDER — DEFECTIVE (CONTROL PANEL) · airframe 18,878 hrs · 15,730 cycles

PILOT OBSERVED SMOKE IN COCKPIT CAUSED BY FAULTY TRANSPONDER INSTALLED UNDER STC# SA01512WI-D 07/09/2010. FOUND BURNT CHIP ON CIRCUIT BOARD.

Part: RECORDER — DEFECTIVE (ZONE 400) · airframe 18,964 hrs · 16,169 cycles

DURING TAKEOFF ROLL, THE PILOT OBSERVED THE ADAS TREND LIGHT BLINKING. THE PILOT ELECTED TO ABORT THE TAKEOFF AND CONTACT MAINTENANCE. MAINTENANCE RECEIVED NOTIFICATION FROM THIS ALERT OF AN ENGINE OVER-TORQUE. HOWEVER, DUE TO PREVIOUS MAINTENANCE ON THIS SYSTEM AND ENGINE INSTRUMENT READINGS DURING THE INCIDENT, IT WAS DETERMINED THAT THE ALERT WAS FALSE AND WAS CAUSED BY A FAULT IN THE ADAS SYSTEM. THE ADAS SYSTEM WAS THEN DEFERRED PER MEL, AND THE PILOT CONTINUED HIS SHCEDULED ROUTE WITH NO FURTHER INCIDENT.

Part: BRAKE SYS — MALFUNCTIONED (RIGHT) · airframe 18,628 hrs · 15,916 cycles

ON LANDING ROLL OUT, PILOT NOTICED PARTIAL RT BRAKE FAILURE. PILOT WAS ABLE TO SAFELY TAXI AIRCRAFT TO GATE. MAINTENANCE PERSONNEL PERFORMED BRAKE SYSTEM BLEED. OPERATIONAL CHECK OK.

Part: WARNING SYSTEM — ACTIVATED (COCKPIT) · airframe 16,026 hrs · 15,709 cycles

ON CLIMB OUT, PILOT NOTICED THE RED TKS WARNING ANNUNCIATOR ILLUMINATE. SIMULATANEOUSLY, THE LEFT HAND INSTRUMENT PANEL LIGHTS BEGAN TO FLICKER. THE PILOT ELECTED TO DECLARE AN EMERGENCY AND RETURNED TO POINT OF ORIGIN WITHOUT INCIDENT.

Part: CALIPER — TORN (RT BRAKE) · airframe 12,441 hrs · 10,856 cycles

PILOT BEGAN TO TAXI FOR TAKEOFF AND REALIZED HIS RIGHT BRAKE WAS UNRESPONSIVE. PILOT RETURNED TO GATE. UPON INSPECTION, FOUND BRAKE CALIPER PISTON PACKING TORN CAUSING LOSS OF BRAKE FLUID. BRAKE CALIPER WAS REMOVED, DISASSEMBLED, CLEANED, REASSEMBLED WITH NEW PACKINGS, AND RE-INSTALLED ON AIRCRAFT. BLED BRAKES. OPS CHECK GOOD AND AIRCRAFT RETURNED TO SERVICE.

Part: TRANSPONDER — FAILED (NR 1) · airframe 18,673 hrs · 15,527 cycles

ON FINAL APPROACH, NR 1 TRANSPONDER FAILED. WHILE PILOT WAS CHANGING TO NR 2 TRANSPONDER, THE NR 1 TRANSPONDER BEGAN TO SMOKE. PILOT PULLED CIRCUIT BREAKER FOR NR 1 TRANSPONDER. LANDED WITHOUT INCIDENT.

Part: COMPUTER — FAILED (AUTOPILOT) · airframe 11,513 hrs · 10,117 cycles

THE AUTOPILOT FAILED IN FLIGHT NEAR THE DESTINATION AIRPORT. AFTER THE AUTOPILOT FAILURE, THE PILOT EXPERIENCED SMOKE IN THE COCKPIT. THE PILOT PULLED THE AUTOPILOT CIRCUIT BREAKER, RESULTING IN THE COCKPIT SMOKE DECREASING. THE LANDING WAS UNEVENTFUL AFTER DECLARING AN EMERGENCY. DURING SUBSEQUENT TROUBLESHOOTING BY THE MAINTENANCE TECHNICIAN, THE AUTOPILOT COMPUTER WAS VERIFIED AS THE SOURCE OF THE SMOKE BY VISUAL INSPECTION, HEAT DAMAGED CIRCUIT BOARD COMPONENTS WERE OBSERVED THROUGH THE COOLING OPENINGS ON THE AUTOPILOT CASE.

Part: TIRE — DEFLATED (RT MAIN) · airframe 15,581 hrs · 14,460 cycles

DURING ROLL OUT AFTER LANDING THE RIGHT MAIN TIRE DEFLATED. THE TIRE AND WHEEL ASSEMBLY WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

Part: ENGINE — FAILED · airframe 10,199 hrs · 9,425 cycles

SHORTLY AFTER REACHING CRUISE ALTITUDE, THE ENGINE FAILED WITH A RESULTING VERY LOUD NOISE. IMMEDIATELY AFTER THE FAILURE, THE PILOT OBSERVED THE NG GAUGE AT 0%. THE PILOT DECLARED AN EMERGENCY AND TURNED TO THE NEAREST AIRPORT. UNABLE TO MAKE THE NEAREST AIRPORT, THE PILOT PERFORMED AN OFF FIELD LANDING. AFTER LANDING, THE PILOT REPORTED THE PROPELLER WOULD NOT TURN. THE PILOT DID NOT ATTEMPT AN ENGINE RESTART. THE ENGINE WAS IN COMPLIANCE WITH AD2014-17-08R1 AND THE ENGINE SB 1669.

Part: ENGINE — FAILED · airframe 14,305 hrs · 12,691 cycles

DURING CRUISE, THE PILOT NOTICED A FLUCTUATION OF THE ENGINE TORQUE INDICATOR. THE FLUCTUATION WAS BETWEEN 50-100 FT/LBS. IMMEDIATELY FOLLOWING THE TORQUE FLUCTUATION, THE OIL PRESSURE DROPPED AND THE OIL TEMPERATURE ROSE. AN EMERGENCY WAS DECLARED AND THE ENGINE POWER WAS REDUCED. DURING THE APPROACH TO THE NEAREST AIRPORT THE OIL PRESSURE INDICATION DROPPED TO ZERO. AFTER A SUCCESSFUL LANDING , THE ENGINE WAS SHUTDOWN. A SUBSEQUENT VISUAL INSPECTION OF THE ENGINE COMPRESSOR INLET AREA BY A MAINTENANCE TECH SHOWED ENGINE OIL ON THE COMPRESSOR BLADES AND OIL DRIPPING OUT OF THE AIR PLENUM. THE TECH SUSPECTS A COMPRESSOR SHAFT BEARING OR SEAL HAD FAILED.

Part: PROPELLER — OUT OF BALANCE

DURING CRUISE FLIGHT, ACFT EXPERIENCED A VIBRATION CONSIDERED EXCESSIVE. REDUCED PROPELLER SPEED FROM NORMAL CRUISE SETTING. CLEARED THE VIBRATION FOR A SHORT TIME. ELECTED TO KEEP 1800 RPM SETTING AND AS FLIGHT CONTINUED THE VIBRATION RETURNED. DECLARED AN EMERGENCY. DESTINATION WAS THE CLOSEST AIRPORT AND LANDED WITHOUT INCIDENT. MAINTENANCE PERFORMED EXTERNAL VISUAL INSPECTIONS OF ENGINE, PROPELLER AND ENGINE ACCESSORIES, WITH NO DEFECTS NOTED. PROPELLER WAS DYNAMICALLY BALANCED WITH 28.4 GRAMS OF WEIGHT USED. A TEST FLIGHT WAS PERFORMED AFTER THE PROPELLER WAS BALANCED WITH NO VIBRATION NOTED. NO AD`S APPLY TO THIS PROP.

Part: SPRING — BROKEN (NLG STRUT) · airframe 6,589 hrs · 6,359 cycles

NLG DRAG SPRING SEPARATED 6 INCHES AFT OF THE LOWER LUG ATTACHMENT HOLES DURING GROUND RUN AT POWER. VISUAL INSP SUGGESTED A LARGE CORROSION PIT IN LWR WALL NOT VISIBLE FROM THE EXTERIOR SURFACE AS THE STARTING POINT FOR THE BREAK.

Part: SPRING — BROKEN (MLG)

DURING GROUND PERFORMANCE RUN FOR MX THE OPERATOR HEARD A LOUD NOISE AND THE NOSE OF THE ACFT FELL BY 10 INCHES. ENG WAS BROUGHT TO IDLE AND SHUTDOWN. AFTER EXITING THE COCKPIT, THE OPERATOR FOUND NLG DRAG SPRING HAD SEPARATED 8 INCHES AFT OF THE LWR YOKE ATTACH HOLES. THE NOSE GEAR HAD SHIFTED FORWARD AND COMPLETELY COMPRESSED. SLIGHT DAMAGE WAS NOTED ON THE ENG MOUNT RING BY THE SHIMMY DAMPNER. NO DAMAGE TO THE ENG OR PROPELLER WAS NOTED. VISUAL INSP REVEALED A FLAW FROM THE INSIDE RADIUS OF THE SPRING NOT VISIBLE FROM THE EXTERIOR SUFACE MIRRORED ON BOTH SIDES OF THE BREAK. (K)

Part: SPAR — CRACKED (ELEVATOR)

BOTH ELEVATOR SPARS CRACKED VERTICALLY INITIATING IN BEND RADIUS OF FLANGE TO MOUNT TIP RIB.

Part: HINGE BRACKET — CRACKED (AILERON)

FOUND BOTH INBOARD AILERON HINGE BRACKETS CRACKED COMPLETELY THROUGH THE BEARING BOSS.

Part: HINGE BRACKET — CRACKED (AILERON)

FOUND BOTH INBOARD AILERON HINGE BRACKETS CRACKED COMPLETELY THROUGH THE BEARING BOSS.

Part: BRACKET — CRACKED (AILERON)

THESE BRACKETS ARE MADE OF MAGNESIUM AND ARE CORRODING SEVERELY AND CRACKING AT THE MOUNTING FEET AND THE MAIN BEARING BOSS.

Part: BRACKET — CRACKED (AILERON)

THESE MAGNESIUM BRACKETS WERE SEVERELY CORRODED AND CRACKED UNDER THE PAINT AND COULD ONLY BE SEEN AFTER BEAD BLASTING. THESE BRACKETS ARE THE ATTACH FOR THE AILERONS AND ARE CRACKING COMPLETELY ACROSS THE RETAINING BOSS FOR THE BEARING.

Part: BRACKET — CRACKED (AILERON)

THESE MAGNESIUM BRACKETS WERE SEVERELY CORRODED AND CRACKED UNDER THE PAINT AND COULD ONLY BE SEEN AFTER BEAD BLASTING. THESE BRACKETS ARE THE ATTACH FOR THE AILERONS AND ARE CRACKING COMPLETELY ACROSS THE RETAINING BOSS FOR THE BEARING.

Part: HINGE BRACKET — CRACKED (AILERON)

BOTH BRACKETS CRACKED COMPLETELY ACROSS BEARING BOSSES. THIS IS A RECURRING AND EXTENSIVE PROBLEM THAT IS POTENTIALLY VERY CRITICAL FOR CONTROLLABILITY OF THE AIRCRAFT. WE WERE ABLE TO BREAK THE INBOARD END OF AN AILERON LOOSE FROM THE AIRCRAFT WITH APPROXIMATELY 40 LBS OF FORCE EXERTED BY HAND ON THE AILERON WITH A BEARING BOSS CRACKED ON THE HINGE BRACKET.

Part: HINGE BRACKET — CRACKED (AILERON)

BOTH BRACKETS CRACKED COMPLETELY ACROSS BEARING BOSSES. THIS IS A RECURRING AND EXTENSIVE PROBLEM THAT IS POTENTIALLY VERY CRITICAL FOR CONTROLLABILITY OF THE AIRCRAFT. WE WERE ABLE TO BREAK THE INBOARD END OF AN AILERON LOOSE FROM THE AIRCRAFT WITH APPROXIMATELY 40 LBS OF FORCE EXERTED BY HAND ON THE AILERON WITH A BEARING BOSS CRACKED ON THE HINGE BRACKET.

Part: BRACKET — CRACKED (AILERON)

BOTH BRACKETS CRACKED ALL THE WAY ACROSS BEARING BOSS. SEVERELY CORRODED AND MOUNTING LEG OF ONE BRACKET BROKEN OFF.

Part: HINGE BRACKET — CRACKED (AILERON)

BOTH BRACKETS CRACKED ALL THE WAY ACROSS BEARING BOSS. SEVERELY CORRODED AND MOUNTING LEG OF ONE BRACKET BROKEN OFF.

Part: COUNTERWEIGHT — DAMAGED (PROPELLER)

AIRCRAFT ENCOUNTERED SEVERE VIBRATION ON CLIMB OUT. REQUESTED TO RETURN TO AIRPORT AND LANDED WITHOUT COMPLICATIONS. INSPECTION OF VIBRATION FOUND THAT THE COUNTERWEIGHT FROM NR 2 PROP BLADE HAD COME LOOSE. INSPECTION SHOWED BOLT THAT HOLDS COUNTERWEIGHT HAD PULLED THREADS LOOSE FROM PROP BLADE SHANK. BOLT DID NOT BREAK LOOSE, STILL HAD TORQUE SEAL UNBROKEN. BOLT DID NOT COME LOOSE. DAMAGE WAS DONE TO SPINNER AND WIRE HARNESS. PROBABLE CAUSE COULD HAVE BEEN BOLT TOO SHORT OR OVERTORQUED

Part: VENT — CONTAMINATED (FUEL SYSTEM)

DEPARTED AUS , FLT 8914 TO SJT/HRL. PILOT REPORTED ON LANDING THAT FUEL PRESS LOW LIGHT CAME ON AND WOULD NOT EXTINGUISH. MECH OPENED PANELS FOR ACCESS TO RESERVOIR. OPENED DRAIN VALVE FOR THE RESERVOIR, A VACUUM SUCKED AIR INTO FUEL SYSTEM. HE THEN LOOKED AT THE TOP OF WING AND SAID THEY WERE OIL CANNED ON TOP. WHEN FUEL CAPS WERE OPENED,THE SKINS POPPED BACK OUT. MAINT INSTRUCTED HIM TO TRY AND BLOW OUT THE VENT LINES WITH AIR PRESS, HE WAS UNABLE TO DO SO. HE GOT A NITROGEN BOTTLE AND WITH HIGH PRESS WAS ABLE TO BLOW OUT THE VENTS. BOTH VENTS WERE PLUGGED UP ABOUT 12 TO 14 INCHES INTO THE VENTS BY DIRT DAUBERS, THE ACFT WAS THEN REPOSITIONED BACK TO AUS ON A 91 FLIGHT.

Part: RIVETS — MISINSTALLED (LT WING)

24 INCHES FROM WING ROOT ON BOTTOM OF LEFT WING, THE RIVETS FASTENING THE LEADING EDGE SKIN TO THE FRONT SPAR WERE SMOKING VERY BADLY IN AN AREA 12 INCHES IN LENGTH. IT APPEARS THAT CESSNA, WHEN BUILDNG THIS AIRCRAFT, COUNTERSUNK THE LEADING EDGE SKIN, THEN USED A REDUCED HEAD COUNTERSUNK RIVET, WHICH MAY HAVE BOTTOMED OUT AND DID NOT DRAW TIGHT AGAINST THE SKIN. THIS LETS THE HOLE IN THE SKIN WORK AROUND THE RIVET ENLARGING THE HOLE IN THE SKIN. THE RIVETS ARE STILL TIGHT IN THE HOLES. SUBMITTER STATED THERE IS EVIDENCE OF THIS SAME PROBLEM ON THE TOP OF THE WING ALSO.

Part: GUSSET — CHAFED (TAIL CONE)

WHILE REMOVING THE ELEVATOR TRIM ACTUATOR, DISCOVERED THE TRIM CONTROL CABLE WAS INCORRECTLY ROUTED BENEATH THE GUSSET IN THE TAIL CONE RATHER THAN THROUGH THE GUSSET. THIS CAUSED THE CABLES TO RIDE AGAINST THE AFT FLANGE OF THE GUSSET. MINIMAL DAMAGE WAS DONE TO THE GUSSET WITH LESS THAN .0312 INCH REMOVED FROM THE GUSSET FLANGE AND NO DAMAGE TO THE CONTROL CABLES. THERE WAS NO INDICATION THAT THE CABLES HAD BEEN REMOVED OR RE-ROUTED SINCE THE AIRCRAFT WAS NEW. RECOMMEND INSPECTING OTHER AIRCRAFT IN THIS RANGE OF SERIAL NUMBERS FOR INCORRECTLY ROUTED TRIM CABLES.