GRANT AVIATION INC

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's failure to maintain directional control during takeoff after an encounter with a gusting wind, which resulted in a wing strike.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot’s improper short-field takeoff procedure, which resulted in an aerodynamic stall and subsequent hard landing.

Operated by GRANT AVIATION INC (per NTSB report)

Maintenance personnel’s failure to detect and correct improper rudder control system alignment, the resulting interference with the pulley’s rotation, and the accelerated corrosion and wear of the control cable, which ultimately led to its failure in flight.

Operated by Grant Aviation (per NTSB report)

The pilot’s loss of directional control during the back-taxi for departure in strong crosswind conditions which resulted in a runway excursion. Contributing to the accident was the snow-and-ice-covered runway.

Operated by Grant Aviation (per NTSB report)

The pilot’s decision to depart from a contaminated runway, and his failure to make a timely decision to abort the takeoff when the airplane was not accelerating as expected. Contributing to the accident was the pilot’s decision to depart in limited visibility conditions, which likely affected his ability to determine the available runway distance remaining during the takeoff.

Operated by Grant Aviation Inc (per NTSB report)

The pilot's improper decision to depart from an ice-covered runway with a strong crosswind, which resulted in a loss of directional control, runway excursion, and impact with a ditch.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot’s failure to maintain adequate airspeed while maneuvering during an attempted go-around, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall at low altitude. Contributing to the accident, was the pilot’s decision to perform an approach to a short runway at an excessive airspeed and his late decision to perform a go-around, which resulted in a slow climb at a reduced safe margin above stall airspeed.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's continued visual flight rules flight into an area of mountainous terrain and instrument meteorological conditions, which resulted in controlled flight into terrain (CFIT). Contributing to the accident was the company's failure to provide the pilot with CFIT-avoidance recurrent simulator training as required by their CFIT avoidance program and the company's inadequate flight risk assessment processes, which did not account for the known weather hazards relevant to the accident route of flight.

Operated by GRANT AVIATION INC. (per NTSB report)

The pilot's failure to identify the runway, resulting in the airplane touching down a few feet to the right of the runway.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's loss of situational awareness during the takeoff roll resulting in a collision with a refrigeration trailer.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's decision to land in wind conditions that exceeded the airplane's demonstrated crosswind capability, which resulted in a loss of airplane control during the landing roll.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's failure to maintain altitude/clearance from terrain during cruise flight at low altitude, which resulted in an in-flight collision with water. A contributing factor was the pilot’s diverted attention to adjust the engine power.

Operated by Grant Aviation (per NTSB report)

The pilot inadvertently taxied the airplane into a ditch.

Operated by Grant Aviation (per NTSB report)

The pilot's failure to maintain adequate clearance while performing an unexpected and unannounced abrupt maneuver, resulting in a midair collision between the two airplanes.

Operated by GRANT AVIATION INC (per NTSB report)

The pilot's delayed application of full power during a soft/wet field takeoff, resulting in a collision with trees during takeoff.

Operated by GRANT AVIATION INC (per NTSB report)

An in-flight collisions with two Cackling Geese (Branta Hutchinsii).

Operated by Grant Aviation (per NTSB report)

The pilot's decision to take off with ice-contaminated wings in freezing rain and mist, which resulted in an aerodynamic stall.

Operated by Grant Aviation Inc. (per NTSB report)

The failure of both pilots to maintain adequate clearance/distance from each other at the taxiway intersection to avoid a collision. Contributing to the accident was a lack of clear and concise instruction to either airplane by the ground controller to preclude them from entering the taxiway intersection at the same time.

Operated by Grant Aviation (per NTSB report)

The pilot's failure to maintain directional control during an aborted landing.

The pilot's selection of unsuitable terrain for landing. Contributing to the accident were snow-covered terrain, blowing snow and flat lighting conditions.

The pilot's inadequate compensation for gusting crosswind conditions, which resulted in the airplane exiting the runway, encountering snow, and the nose gear collapsing. Factors associated with the accident were the gusting wind and the icy runway.

An in-flight collision with a bird during cruise flight, which resulted in structural damage to the airplane's wing.

The pilot's failure to attain the proper touchdown point resulting in an undershoot, and subsequent collision with gravel terrain.

The pilot's selection of unsuitable terrain for landing. Factors associated with the accident are snow drifts across the runway, and excessive braking during the rearward roll.

The pilot's failure to maintain adequate clearance from objects during the initial climb after takeoff, and subsequent collision with a tree. A factor was the presence of trees along the runway.

An in-flight separation of a main landing gear tire mud flap, and subsequent impact with the horizontal stabilizer.

Operated by GRANT AVIATION, INC. (per NTSB report)

The pilot's continued VFR flight into instrument meteorological conditions. Factors associated with the accident were low ceilings, fog, and snow-covered terrain.

Operated by GRANT AVIATION (per NTSB report)

The pilot's inadequate compensation for the gusty crosswind conditions during takeoff. Factors associated with the accident were a crosswind, and wind gusts.

Sanction: $14,000 · case closed 2018-06-25

Sanction: $16,000 · case closed 2013-08-15

Sanction: $10,000 · case closed 2015-08-12

Sanction: $12,000 · case closed 2010-10-20

Sanction: $500 · case closed 2001-07-10

Sanction: $7,000 · case closed 2002-08-13

Sanction not stated · case closed 2002-08-13

Part: WIRE — BROKEN (CIRCUIT BREAKER) · airframe 10,613 hrs · 10,612 cycles

AFTER TAKE-OFF, PILOT SMELLED SMOKE AND LOOKED AT GAGES AND ENGINE OIL TEMP SHOWED "0". PILOT TURNED AROUND AND LANDED. MECHANICS FOUND A LOOSE WIRE ON MAIN BUSS, BROKEN 10 AMP CIRCUIT BREAKER AND BROKEN WIRE AT VOLTAGE REGULATOR. MECHANICS TIGHTENED LOOSE WIRE, REPLACED CIRCUIT BREAKER AND INSTALLED NEW RING TERMINAL AND REPLACED VOLTAGE REGULATOR. OPS CHECKS WERE GOOD AFTER REPAIRS.

Part: TRIM SYSTEM — LOCKED (ELEVATOR) · airframe 5,514 hrs · 8,529 cycles

DURING TAKEOFF THE ELEVATOR CONTROL WAS LOCKED IN A SLIGHT CLIMB POSITION. ALSO ON TAKEOFF, THE ELECTRIC ELEVATOR PITCH TRIM LOCKED IN A TAKEOFF POSITION AND WAS UNRESPONSIVE IN ELECTRIC OR MANUAL MODES UNTIL WELL AFTER LANDING. AIRCRAFT LANDED SAFELY AND IS UNDERGOING INSPECTION TO DETERMINE THE CAUSE OF THIS DEFECT. A FULL NARRATIVE OF THIS FLIGHT EVENT HAS BEEN PROVIDED TO THE NTSB IAW 830.5 (A)(1) DUE TO FLIGHT CONTROL SYSTEM MALFUNCTION OR FAILURE.

Part: SCREW — LOOSE (BUSS) · airframe 32,108 hrs

AFTER SECURING LOOSE SCREW ON BUS 2 STANDBY POWER CIRCUIT BREAKER (LOG PAGE 263019)AND SUCCESSFUL CHECK FLIGHT THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ELECTRICAL SYS — MALFUNCTIONED · airframe 32,108 hrs

PILOT NOTE DISCREPANCY AS AN ELECTRICAL POWER LOSS/MULTIPLE BUS BREAKERS POP/PFD LOSS. MAINTENANCE INSPECTED ELECTRICAL SYSTEM AND COULD NOT DUPLICATE. AIRCRAFT IS SCHEDULED TO PERFORM AN OPERATIONAL CHECK FLIGHT FOR THE ELECTRICAL SYSTEM.

Part: ANNUNCIATOR — ACTIVATED (ZONE 200) · airframe 14,994 hrs · 17,246 cycles

LEFT ENGINE FIRE ANNUNCIATOR CAME ON IN FLIGHT. MECHANICS INSPECTED AND TESTED THE SYSTEM IAW THE KING AIR 200 MM SECTIONS 26-10-00 AND 26-10-01. ALL CHECKS WERE SATISFACTORY. NO DEFECTS NOTED AT THIS TIME.

Part: MUFFLER — LEAKING (ENGINE) · airframe 9,999 hrs · 9,998 cycles

PILOT REPORTED CO DETECTOR INDICATING. MECHANICS FOUND THE RIGHT HAND MUFFLER COUPLING LEAKING. MECHANICS REPLACED THE ATTACHING HARDWARE.

Part: REGULATOR — STICKING (ZONE 100) · airframe 31,039 hrs · 68,782 cycles

PILOT OBSERVED THE PILOT DOOR POST GETTING HOT. MECHANICS REPLACED THE BLEED AIR PRESSURE REGULATOR AND PROBLEM WAS RESOLVED.

Part: TRANSMITTER — LEAKING (ZONE 500) · airframe 33,501 hrs · 33,501 cycles

PILOT REPORTED STRONG FUEL SMELL IN COCKPIT. PILOT RETURNED TO BASE. MECHANICS FOUND THE LEFT HAND WING FUEL QUANTITY SENDING UNITS SCREWS LOOSE. MECHANICS TIGHTENED SCREWS AND NO LEAKS WERE NOTED.

Part: BRAKE PADS — LOCKED (ZONE 700) · airframe 27,448 hrs · 38,435 cycles

BRAKES LOCKED. MECHANICS LOOSENED THE PADS AND RETORQUED IAW C208MM 32-40-00. OPS CHECK WAS GOOD.

Part: BOLT — BROKEN (ZONE 700) · airframe 26,042 hrs · 45,202 cycles

LEFT BRAKE CALIPER INOPERATIVE. MECHANICS FOUND THE BRAKE CALIPER GUIDE PIN BROKEN AND THE PIN/CALIPER HAD DAMAGED THE TORQUE PLATE AS WELL AS THE TIRE/WHEEL ASSEMBLY. MECHANICS REPLACED THE CALIPER, TORQUE PLATE AND WHEEL/TIRE ASSEMBLY WITH NEW OR SERVICEABLE PARTS. THESE PARTS ARE ON CONDITION AND THEIR TOTAL TIME IS NOT TRACKED. THE TOTAL TIMES AND CYCLES IN SERVICE BELOW ARE THE AIRCRAFT TOTAL TIMES AND CYCLES.

Part: BOLT — BROKEN (ZONE 700) · airframe 14,999 hrs · 25,884 cycles

LEFT HAND BRAKE LOCKED UP ON LANDING. MECHANICS FOUND GUIDE PIN IN BRAKE CALIPER BROKEN. MECHANICS REPLACED CALIPER, TORQUE PLATE, AND WHEEL ASSEMBLY.

Part: CYLINDER — CRACKED (NR 6)

DURING PREFLIGHT PILOT NOTICED THE ENGINE HAD AN OIL LEAK. MAINTENANCE INSPECTED AND DETERMINED THAT THE CRANKCASE NEAR NUMBER 6 CYLINDER WAS CRACKED NEAR THE FORWARD UPPER CYLINDER HOLD DOWN STUD.

Part: BULKHEAD — CORRODED (ZONE100)

DURING INSPECTION, THE AFT PRESSURE BULKHEAD SHOWED CORROSION ON THE AFT SIDE. THE CORROSION WAS BEYOND THE STRUCTURAL REPAIR MANUAL SO ENGINEERING WAS NEED AIN ORDER TO RETURN THE AIRCRAFT TO SERVICE.

Part: TUBE — LOOSE · airframe 28,807 hrs · 59,949 cycles

BLEED AIR HEAT INOP, NO AIRFLOW AND HOT SMELL WHEN BLEED AIR HEAT IS TURNED ON. MECHANICS FOUND SCAT TUBE AT CABIN AIR VALVE HAD COME LOOSE. RE-SECURED IAW 208MM 21-41-00, OPS CHECK GOOD.

Part: FAN — FAILED (E/E BAY) · airframe 13,404 hrs · 13,404 cycles

PILOT REPORTED SMOKE IN COCKPIT ON TAXI. MECHANIC INSPECTED WIRING COMPONENTS IN AIRCRAFT INTERIOR AND FOUND NO DAMAGED COMPONENTS OR WIRING. ALL SYSTEMS GROUND CHECKED GOOD THRU MULTIPLE POWER CYCLES EXCEPT AN ABANDONED AVIONICS COOLING FAN. MECHANIC CAPPED AND STOWED THE COOLING FAN POWER AND GROUND WIRES.

Part: FAN — DAMAGED (VENT) · airframe 15,266 hrs · 15,266 cycles

LOUD NOISE FOLLOWED BY SOME ELECTRICAL SMOKE SMELL IN COCKPIT DURING T/O ROLL AND CLIMB OUT. POTENTIALLY GROUND VENT FAN. MECHANIC REMOVED FOREIGN OBJECT FROM VENT FAN, PULLED AND SECURED CIRCUIT BREAKER. MEL'D IAW 21-5.

Part: BRAKE ASSY — WEAK (LT MLG) · airframe 5,620 hrs

LEFT SIDE BRAKE SPONGY. MAINTENANCE BLED L/H BRAKE CALIPER. NO FURTHER DEFECTS STATED. GRANT LOG PAGE 248314

Part: UNKNOWN — ODOR (CABIN) · airframe 28,276 hrs · 58,846 cycles

HOT ELECTRICAL SMELL. SMELL DISAPEARED ON TAXI BACK TO RAMP. SUSPECTED THAT DEICE FLUID WAS SPRAYED ON EXHAUST, MECHANICS INSPECTEDT ENGINE BAY, JUNCTION BOX, CIRCUIT BREAKER PANELS AND ALL WIRES BEHIND INSTRUMEENT PANEL, NO DEFECTS DETECTED.. PERFORMED RUNUPS, NO SMELL DETECTED.

Part: ENGINE — FOD · airframe 2,832 hrs · 40,579 cycles

DURING FLIGHT, SMOKE AND BURNING SMELL NOTED IN CABIN. MX INSPECTED ENGINE AND FOUND A PIECE OF SPIRAL WRAP MELTED. REMOVED SPIRAL WRAP AND OPS CHECKED ENGINE. NO FURTHER DEFECTS NOTED.

Part: FLAP TRACK — CORRODED (TE FLAPS) · airframe 3,134 hrs · 1,450 cycles

DURING ANNUAL INSPECTION IT WAS NOTED THAT ALL FLAP TRACKS SHOWED SIGNS OF CORROSION. WITH THE DEGREE OF CORROSION IT WAS DECIDED TO REPLACE ALL FLAP TRACKS.FLAP TRACK PNS: 2622075-4 , 2622075-5,2622075-6

Part: CONNECTOR — DAMAGED (TAIL LIGHT) · airframe 26,337 hrs · 36,716 cycles

BURNING ELECTRICAL SMELL IN COCKPIT. MECHANICS FOUND THE TAIL NAV LIGHT CONNECTOR BURNT. REMOVED AND REPLACED TAIL NAV LIGHT AND CONNECTOR IAW AEROLED INSTALLATION INSTRUCTIONS DOCUMENT 0009-0018. OPERATIONAL CHECK WAS GOOD.

Part: STRINGER — CRACKED (BS 352 S9R) · airframe 12,950 hrs

DURING REPETATIVE INSPECTION FOR AD 2015-01-18, A CRACK WAS NOTED ON RIGHT STRINGER #9 AT STA. 352. DUE TO THIS DEFECT, EXTERNAL DOUBLERS WERE INSTALLED PER MM 53-10-00. THIS ACTION TERMINATES THE RE[PETATIVE ACTION OF AD 2005-01-18.

Part: TORQUE TUBE — LOOSE (LT ELEVATOR) · airframe 12,950 hrs · 12,612 cycles

LEFT ELEVATOR TORQUE TUBE PN 101-610019-1 SHOWED SIGN OF BEING LOOSE. TORQUE TUBE WAS REPAIRED PER BEECH SRM 55-20-01 METHOD 2.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 14,728 hrs · 16,962 cycles

DURING SCHEDULED INSPECTION IT WAS NOTED THAT FORWARD DOOR FRAME AT STATION 273.520 BUCKLED, CROSS TIE AT STATION 246.750 ON LEFT SIDE BUCKLED, CROSS TIE AT STATION 227.00 ON LEFT SIDE BUCKLED, CROSS TIE AT STATION 246.750 ON RIGHT SIDE BUCKLED, CROSS TIE AT STATION 227.00 RIGHT SIDE CRACKED, CROSS TIE AT STATION 207.00 ON RIGHT SIDE BUCKLED, CROSS TIE AT STATION 188.00 ON RIGHT SIDE BUCKLED, BULKHEAD UNDER FLOOR ON RIGHT SIDE AT STATION 246.750, CKED/BUCKLED BULKHEAD UNDER FLOOR ON RIGHT SIDE @ STATION 265.750 BUCKLED. . BULKHEAD UNDER FLOOR ON RIGHT SIDE @ STATION 291.875 BUCKLED .

Part: BRAKE SYS — FAULTY (ZONE 700)

RIGHT BRAKE MUSHY- AT TIMES NON-RESPONSIVE BRAKE ON RIGHT MAIN GEAR-YAWS PLANE TO THE LEFT ON TAXI

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 29,869 hrs · 65,491 cycles

LEFT WING MOVES DURING FLIGHT /FLAP OPERATION. MAINTENANCE INSPECTED LEFT WING AND DETERMINED AFT ATTACH FITTINGS WERE DAMAGED AND REQUIRE REPLACEMENT. THE FOLLOWING FITTINGS WERE REPLACED: 2622021-9,2622021-1,2611139-1,2611139-2.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 29,437 hrs

PILOT NOTED "I OBSERVED A RUNAWAY ENGINE CONDITION, MY TORQUE AND NG GUAGES CLIMBED TO REDLINE WITH MY POWER LEVER IN IDLE POSITION. I DECIDED TO CLIMB TO 9500 FT AND CONTINUE TOWARDS KING SALMON ALASKA. MY ITT GUAGE SLOWLY CLIMBED TO A MAXIMUM OF 900C. ONCE OVER THE KING SALMON AIRPORT ,I ATTEMPTED TO DESCEND WITH MY POWER AT FULL INDICATION. I WAS ABLE TO DESCEND TO AROUND 5-6000 FEET. I MOVED THE CONDITION LEVER TO CUTOFF AND MADE A LANDING ON RUNWAY 12 WITH OUT ENGINE POWER.

Part: CALIPER — BROKEN (ZONE 700) · airframe 26,218 hrs · 54,822 cycles

THE RIGHT WHEEL LOCKED UP ON LANDING, AFTER ABOUT 200' IT BROKE LOOSE AND WAS ROLLING AGAIN HOWEVER I HAD NO BRAKE ON THE RIGHT. I TAXIED TO THE RAMP AND FOUND THE TOP BOLT ON THE BRAKE CALIPER BROKE AND THE BRAKE CALIPER WAS JAMMED INTO THE TIRE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 24,576 hrs · 42,743 cycles

DURING SCHEDULED INSPECTION PER CESSNA TASK 53-10-00-250 ,A CRACK WAS NOTED AT UPPER CENTER ENGINE MOUNT FITTING.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 24,576 hrs · 42,743 cycles

DURING SCHEDULED INSPECTIONS PER CESSNA TASK 53-10-00-257 ,A CRACK WAS NOTED AT THE HORIZONYAT RH AFT FITTING.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 24,576 hrs · 42,753 cycles

DURING SCHEDULED INSPECTION PER CESSNA TASK # 57-10-01-250, CRACKS WERE NOTED ON LH&RH ,FWD AND AFT LOWER STRUT FITTINGS.

Part: BRAKE PADS — WORN (ZONE 700) · airframe 31,781 hrs · 31,780 cycles

BRAKES NO BRAKING ACTION-CORRECTIVE ACTION REPLACED BRAKE LININGS IAW C207MM 5-58. PERFORMED BRAKE BURN-IN IAW C207MM 5-59A. OPS CHECK GOOD. NO DEFECTS NOTED.

Part: LATCH — WORN (ZONE 800) · airframe 6,429 hrs · 6,429 cycles

CARGO DOOR POP IN FLIGHT DURING TAKEOFF. MECHANICS REMOVED AN OBSTRUCTION, INSPECTED, CLEANED, AND REPLACED LATCH WITH SERVICEABLE UNIT REFERENCING SB GA8-2005-23. OPS CHECKED GOOD.

Part: AUTOPILOT SYS — ACTIVATED (ZONE 200) · airframe 27,424 hrs · 59,272 cycles

AUTOPILOT ENGAGED AND DISCONNECTED 3 TIMES. HAD TO PULL CIRCUIT BREAKER. MECHANICS RAN SELF TEST AND FOUND ELECTRONIC STABILITY AND PROTECTION (ESP) ENABLED AND WORKING NORMALLY. REF POH AND GFC600 PILOTS GUIDE 2.6.

Part: LATCH — OUT OF ADJUST (ZONE 800) · airframe 6,431 hrs · 6,430 cycles

CARGO DOOR OPENS DURING TAKEOFF. MECHANICS ADJUSTED CARGO DOOR LATCH AS REQUIRED. OPS CHECK SATISFACTORY. REF GA8 SM 52-40-00.

Part: SEAL — LEAKING (ZONE 400) · airframe 14,910 hrs · 14,910 cycles

LEFT ENGINE BLUBBERED THEN DIED WHILE TURNING AROUND TO TAKEOFF. MECHANICS FOUND #1 CYLINDER SPARK PLUGS FOULED AND WET WITH GAS. MECHANICS REPLACED ALL PARK PLUGS ON LEFT HAND ENGINE. MECHANICS FOUND #1 INTAKE TUBE O-RING PINCHED AND ROLLED, MECHANICS REPLACED #1 INTAKE TUBE O-RING AND GASKET. MECHANICS FOUND #1 FUEL NOZZLE LEAKING AT CYLINDER. MECHANICS REMOVED, CLEANED, TORQUED, AND ALIGNED ALL FUEL NOZZLES ON LH ENGINE. MECHANICS ADJUSTED IDLE MIXTURE AFTER ABOVE REPAIRS.

Part: AHRS — FAULTY (ZONE 100) · airframe 11,363 hrs · 20,914 cycles

MAINTENANCE DISCREPANCY: AUTOPILOT DISENGAGES ON ITS WON, TAKES YOU INTO A DIVE AND ALL CONTROLS GET STIFF. CORRECTIVE ACTION: REMOVED AND REPLACED GMC605, UPDATED SOFTWARE, GROUND FUNCTION TESTED GOOD. AIRCRAFT FLOWN FOR MAINTENANCE CHECK FLIGHT AND SYSTEM FUNCTIONED NORMAL, RTS.

Part: PUSH-PULL CABLE — DISCONNECTED (LT AILERON) · airframe 26,082 hrs · 48,156 cycles

PILOT REPORTS THAT CONTROL YOKE IS 30 DEGREES OFFSET DURING FLIGHT. MAINTENANCE INSPECTED AIRCRAFT AND DETERMINED THAT PUSH PULL TUBE ON LEFT AILERON WAS DISCONNECTED FROM AILERON. INSPECTION TO SURROUNDING STRUCTURE AND AILERON REVEALED NO DAMAGE. NEW ATTACH BOLT WAS INSTALLED FOR AILERON CONTROL. RIGGING OF AILERON AND SPOILER SYSTEM WAS COMPLETED, NO DEFECTS NOTED. AIRCRAFT RETURNED TO SERVICE.

Part: AUTOPILOT SYS — FAULTED · airframe 28,379 hrs · 62,445 cycles

PILOT REPORTED: I WAS ENROUTE TO BET FROM AKN. I WAS IN SOME ICING AND TRYING TO FIND AN ALTITUDE THAT WAS GOING TO WORK. I HAD A BLOCK 8,000-12,000. I WAS AT 12,000 WHEN I NOTICED THAT MY AIRSPEED WAS DECAYING FASTER THAN SEEMED NORMAL. I LOOKED OUT TO THE WING TO SEE IF I HAD STARTED BUILDING MORE ICE THAN I HAD EXPECTED. I HAD NOT AND WHILE I WAS LOOKING OUTSIDE MY LOW AIRSPEED AWARENESS WARNING WENT OFF. I LOOKED DOWN TO SEE MY AIRSPEED AROUND 100. I LOOKED OVER AT MY BACKUP INSTRUMENTS AND THE COPILOT SIDE SEEMED NORMAL AROUND 130.AT THIS TIME THE AIRPLANE ANNOUNCED LOW SPEED AND PITCHED OVER. I ALREADY HAD MY HAND ON THE YOKE AND I RIGHTED THE AIRPLANE AND HELD DOWN THE AUTOPILOT DISCONNECT SWITCH UNTIL IT SAID ESP OFF. I ASKED ATC FOR A TURN BACK TO AKN AND INFORMED THEM OF AN INSTRUMENT MALFUNCTION. AS I PASSED INTO LOWER MVAS I TRIED TO GET DOWN BELOW THE ICE. TWO MORE TIMES DURING THE FLIGHT BACK, THE AUTOPILOT REENGAGED WITH THE ESP OFF AND TRIED TO PITCH ME OVER. AROUND 2000FTON THE APPROACH I GOT THE PILOT SIDE AIRSPEED BACK AND LANDED UNEVENTFULLY.

Part: CIRCUIT BREAKER — TRIPPED (AUDIO PANEL)

PILOT REPORTS AUDIO CIRCUIT BREAKER POPPED, SMOKE. MAINTENANCE INSPECTED AUDIO PANEL ELECTRICAL SYSTEM. NO DEFECTS NOTED, REPLACED AUDIO PANEL, OPS CHECK GOOD.

Part: TIRE — FLAT (RT MLG)

RIGHT MAIN TIRE FLAT UPON 180 DEGREE TURN FOR BACK TAXI. AIRCRAFT WAS DISABLED ON RUNWAY MAINTENANCE REPLACED TIRE ASSEMBLY AND RETURNED AIRCRAFT TO SERVICE.

Part: REGULATOR — ABNORMAL (VOLTAGE)

DURING FLIGHT RADIO AND ADSB STOPPED WORKING WHILE IN FLIGHT. MAINTENANCE INSPECTED AIRCRAFT AND REPLACED VOLTAGE REGULATOR AND MAIN BATTERY.

Part: ENGINE — UNKNOWN · airframe 24,883 hrs

AFTER BEING CLEARED FOR TAKEOFF, PILOT LINED UP ON RUNWAY 20R IN KENAI AND ADVANCED POWER AND THEN PILOT NOTICED AN UNUSUAL SOUND COMING FROM THE ENGINE COMPARTMENT. PILOT THEN REDUCED POWER AND ABORTED THE TAKEOFF AND PROCEEDED TO TAXI BACK TO THE HANGER. MAINT IS CURRENTLY INVESTIGATING THE CAUSE THE UNUSUAL NOISE.

Part: BRAKE CALIPER — DRY (MLG) · airframe 5,825 hrs · 13,580 cycles

LEFT BRAKE COMPLETE FAILURE. MECHANICS BLED BRAKES AND FUNCTION RETURNED.

Part: CONTROL CABLE — BROKEN (RUDDER) · airframe 40,885 hrs · 40,885 cycles

PILOT REPORTED LOSS OF LEFT RUDDER PEDAL CONTROL. MAINTENANCE INSPECTED AND FOUND BROKEN RUDDER CABLE.

Part: STROBE — SHORTED (TAIL) · airframe 9,316 hrs · 999,999 cycles

ANTI-COLLISION AND POSITION LIGHT CIRCUIT BREAKERS POPPED; STRONG SMELL OF BURNING ELECTRICAL IN COCKPIT. MAINTENANCE INSPECTED AIRCRAFT AND FOUND THE TAIL NAV/STROBE LIGHT ASSEMBLY HAD SHORTED.

Part: CONNECTOR — LOOSE (ALTERNATOR) · airframe 7,558 hrs

PILOT REPORTED ELECTRICAL DISCHARGE. MX PERSONNEL FOUND A LOOSE CONNECTION AT ALTERNATOR. RESECURED LOOSE CONNECTION, OPS CHECK GOOD IAW C207 MM 17-41. ALTERNATOR LAST INSPECTED DURING PHASE 4 INSPECTION AT 7452.6 AFTT, NO DEFECTS NOTED.

Part: ENGINE — FLAMED OUT (ZONE 400) · airframe 24,569 hrs · 25,473 cycles

DURING CRUISE FLIGHT, ENGINE SURGED, FLAMED OUT AND RESTARTED ON ITS OWN. TORQUE WENT FROM 1600 FT/LBS DOWN TO APPROXIMATELY 800 FT/LBS, AND JUMPED BACK UP TO 1600 FT/LBS. PILOT RETURNED TO BASE. NO TROUBLESHOOTING WAS BEEN PERFORMED AT TIME OF SUBMISSION.

Part: NONE — NONE · airframe 11,784 hrs · 11,362 cycles

UPON LANDING, BOTH LEFT MAIN TIRE ASSEMBLIES WERE NOTES AS LOCKED UP AND NOT TURNING. MAINTENANCE DETERMINED THAT THE BRAKES HAD FROZEN UP FROM ICE. BOTH BRAKE ASSEMBLIES WERE THAWED AND BOTH LEFT MAIN GEAR TIRES WERE REPLACED TO REMEDY THE DEFECT. NO OTHER DEFECTS TO BRAKING SYSTEM NOTED.

Part: NONE — NONE

THIS IS A TEST SUBMISSION TO DETERMINE CONTROL NUMBER ASSIGNMENT REPORTING PROCESS. NO ACTUAL SDR IS BEING REPORTED AGAINST STATED AIRCRAFT ABOVE.