Kamaka Air, Inc.

Operated by Kamaka Air, LLC — Commuter air carrier (135), On-demand air taxi (135) (per NTSB report)

Operated by KAMAKA AIR LLC — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

The pilot’s failure to maintain adequate altitude during a circling approach procedure in dark night visual meteorological conditions, which resulted in a collision with terrain.

Sanction: $4,800 · case closed 2006-10-02

Part: BELLOWS — FAULTED (FCU) · airframe 9,055 hrs · 15,486 cycles

PILOT NOTICED AFTER DESCENT TO FLIGHT LEVEL 1500 FEET, LEVELING OFF AND ADDING POWER, TORQUE INDICATION DROPPED 200 AND RECOVERED ON ITS OWN WITH NO INPUT TO THE POWER LEVER. AFTER DISCUSSION WITH PRATT AND WHITTNEY, IT WAS DETERMINED THAT THE FUEL CONTROL DESCENT BELLOWS WAS THE ISSUE.

Part: FUEL FILTER — BYPASSING (ZONE 500) · airframe 1,458 hrs · 2,916 cycles

PILOT REPORTED FUEL BYPASS CAS MESSAGE ON LH ENGINE DURING FLIGHT.

Part: FCU — LEAKING (ZONE 400) · airframe 8,017 hrs · 13,491 cycles

DISCOVERED BLUE DYE WASHOUT FROM FCU INDICATION OF INTERNAL MALFUNCTION OF COMPONENT. BLUE DYE FOUND IN ARE OF MATING SURFACE OF FCU AND FUEL PUMP, INDICATIVE OF INTERNAL SEAL FAILURE. NO IN-FLIGHT INDICATIONS NOTED. FOUND DURING A PREFLIGHT INSPECTION. AIRCRAFT GROUNDED. FCU AND FUEL PUMP SUBSEQUENTLY CHANGED. OPERATIONS NORMAL.

Part: SKIN — CORRODED (ZONE 500) · airframe 7,459 hrs · 12,371 cycles

LEFT HAND WING LEADING EDGE SKIN FOUND WITH CORROSION BEYOND LIMITS. RE-SKIN OF THE LH LEADING EDGE IS WORKABLE FROM THE MM AND SRM. HOWEVER THE REPAIR WILL PUT US OVER THE $25000 LIMIT WITH PARTS AND LABOR.

Part: ENGINE — MAKING METAL (ZONE 400) · airframe 19,940 hrs · 10,000 cycles

ALL PRE-FLIGHT CHECKS COMPLETED, BOTH ENGINES STARTED NORMALLY, TAXI AND ENG PERFORMANCE CHECKS WERE ALL WITHIN LIMITS. BEFORE CLEARANCE TO TAKEOFF THE NR 1 ENGINE WAS RUN UP TO 50" MAP WITH ALL NORMAL INDICATIONS. TAKEOFF WAS NORMAL, UNTIL ABOUT 12 SECONDS AFTER TAKEOFF. AT THIS TIME THE NR1 TACH SPUN UP TO 3500 RPM OR MORE AND THE NR 1 MAP DROPPED TO ABOUT 42" MAP. OIL PRESSURE WAS NORMAL, FUEL PRESSURE WAS NORMAL, AS WAS THE CHT AND OIL TEMPS. THE OIL PRESSURE DROPPED OFF TO ZERO AND THE MANIFOLD PRESSURE WENT TO 30" MAP, ABOUT 60 SECONDS AFTER TAKING OFF. THE PILOTS ATTEMPTED TO FEATHER THE NR 1 PROP AND LANDED THE ACFT ON RUNWAY 26-L. THE PROP DID NOT FEATHER AND ALL 10 BOLTS GOING THRU THE CRANKCASE FRONT SECTION FLANGE TO THE STATIONARY REDUCTION GEAR WERE SHEARED. THE NR 1 PROPELLER COULD BE TURNED WITH LITTLE EFFORT. AFTER REMOVING THE PROP AND THE BROKEN CRANKCASE FRONT SECTION FLANGE & BOLTS, IT WAS CLEAR THAT THE PROP SHAFT, AND OR THE NOSE CASE REDUCTION GEARING SECTION SUFFERED A FAILURE.

Part: DOOR — BROKEN (MLG)

IT APPEARS THE AFT HINGE ON THE LT INNER GEAR DOOR BROKE FIRST AND WHEN THE GEAR WAS SELECTED THE DOOR JAMMED THE LT GEAR AND STRESSED THE BRAZE ASSY WHICH BROKE THE GEAR ACTUATOR ARM. THE GEAR DOOR HINGES SHOULD BE EXAMINED FRO CRACKS AND CORROSION REGULARLY AS THIS CRACK SEEMS TO HAVE BEEN DEVELOPING FOR SOME TIME. (K)