Wiggins Airways, Inc.

Operated by Wiggins Airways (per NTSB report)

The pilot’s failure to ensure that the cockpit door was secured before flight, which resulted in its separation during initial climb and a subsequent loss of control.

Operated by Wiggins Airways (per NTSB report)

A horizontal stabilizer pitch trim anomaly that was not identified in the available evidence.

Operated by Wiggins Airways INC (per NTSB report)

The airplane’s encounter with isolated severe turbulence, which resulted in substantial airframe damage.

Operated by WIGGINS AIRWAYS INC (per NTSB report)

The pilot's inadequate preflight inspection, which resulted in a total loss of engine power due to fuel exhaustion.

Operated by Wiggins Airways, Inc. (per NTSB report)

The operator's inadequate engine wash intervals, which resulted in compressor turbine blade sulphidation and subsequent turbine blade failure.

Operated by WIGGINS AIRWAYS INC (per NTSB report)

The pilot's failure to remove the flight control lock prior to takeoff. Contributing to the accident was the Federal Aviation Administration's failure to issue an airworthiness directive making the manufacturer's previously-issued flight control lock service bulletins mandatory.

Operated by Wiggins Airways (per NTSB report)

The incorrect installation of the propeller reversing lever and carbon block assembly, which resulted in a loss of propeller thrust.

Operated by WIGGINS AIRWAYS INC. (per NTSB report)

the pilot's inadequate visual look out for obstacles, which resulted in a collision with wires and the ground.

Operated by WIGGINS AIRWAYS, INC. (per NTSB report)

the pilot's failure to maintain airspeed during a low altitude aerial application turn, which resulted in inadvertent settling with power and the subsequent collision with the terrain.

Operated by WIGGINS AIRWAYS (per NTSB report)

The pilot's inadequate inflight planning which resulted in fuel exhaustion and the loss of engine power.

Operated by WIGGINS AIRWAYS (per NTSB report)

IMPROPER PLANNING/DECISION BY THE PILOT. THE TURBULENCE WAS A RELATED FACTOR.

Part: CONNECTOR — LOOSE (COCKPIT) · airframe 35,036 hrs · 41,827 cycles

THE PILOT NOTED A LH ENGINE OIL PRESSURE INDICATION APPROXIMATELY 30% HIGHER THAN MAXIMUM DURING CLIMB AFTER TAKEOFF. HE REDUCED POWER AND RETURNED TO THE TAKEOFF AIRPORT. THE CAUSE WAS DETERMINED TO BE A LOOSE CONNECTOR AT THE BACK OF THE LH OIL PRESSURE INDICATOR BY MAINTENANCE AFTER LANDING. THE CONNECTOR WAS CLEANED AND PROPERLY RE-SECURED AND MAINTENANCE VERIFIED THERE WERE NO FURTHER FAULTS. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SWITCH — STUCK (COCKPIT) · airframe 29,900 hrs · 47,665 cycles

AFTER DEPARTURE FROM MHT, THE PILOT ATTEMPTED ROUTINE RADIO COMMUNICATIONS. WHEN THE PUSH-TO-TALK SWITCH WAS RELEASED IT REMAINED STUCK IN THE DEPRESSED POSITION RESULTING IN AN OPEN MICROPHONE. THE PILOT SWITCHED TO AN UNUSED FREQUENCY TO UNBLOCK MHT COMMUNICATIONS AND ESTABLISHED CELL PHONE CONTACT WITH MHT. THE PILOT WAS CLEARED TO RETURN TO MHT AND LANDED. NO EMERGENCY WAS DECLARED. THE SWITCH WAS REPLACED, AND THE AIRCRAFT RETURNED TO SERVICE.

Part: SWITCH — OUT OF ADJUST (ZONE 400) · airframe 34,904 hrs · 41,633 cycles

THE PILOT OBSERVED A GEAR IN TRANSIT LIGHT REMAINING ILLUMINATED AFTER RETRACTION. HE DID NOT DECLARE AN EMERGENCY. HE RETURNED TO THE DEPARTURE AIRPORT (BGR) AND EXECUTED A NORMAL LANDING.

Part: SMOKE DETECTOR — FALSE ACTIVATION (CENTER CABIN CEI) · airframe 26,989 hrs · 39,812 cycles

THE PILOT OBSERVED A CARGO COMPARTMENT SMOKE WARNING LIGHT IN THE COCKPIT SHORTLY AFTER TAKEOFF FROM PBG EN ROUTE TO BUF. THE PILOT RETURNED TO PBG AND LANDED WITHOUT INCIDENT. AN EMERGENCY WAS NOT DECLARED. THE PILOT REPORTED AFTER LANDING THAT THERE DID NOT APPEAR TO BE ANY EVIDENCE OF A FIRE. MAINTENANCE AT PBG WAS ABLE TO DEMONSTRATE ON THE GROUND THAT THE WARNING WAS FALSE. A FAULTY SMOKE DETECTOR WAS REPLACED AND THE AIRCRAFT RETURNED TO SERVICE.

Part: LAMP — BROKEN (COCKPIT CEILING) · airframe 29,369 hrs · 42,512 cycles

THE PILOT REPORTED A VISIBLE PUFF OF SMOKE FROM THE OVERHEAD PANEL AREA TO MAINTENANCE. MAINTENANCE FOUND TWO WHEAT BULBS BROKEN AND POSSIBLY SHORTED TOGETHER IN DE-ICE PANEL BACK LIGHTING. NO OTHER ELECTRICAL ISSUES WERE FOUND. ALL SYSTEMS WERE FUNCTIONAL. THE BULBS WERE REPLACED AND OPERATED NORMALLY.

Part: LAMP — BROKEN (COCKPIT OVERHEAD) · airframe 29,358 hrs · 42,495 cycles

AFTER LANDING, THE PILOT REPORTED A VISIBLE PUFF OF SMOKE FROM THE OVERHEAD PANEL AREA TO MAINTENANCE. MAINTENANCE FOUND TWO WHEAT BULBS BROKEN AND POSSIBLY SHORTED TOGETHER IN THE DE-ICE PANEL BACK LIGHTING. NO OTHER ISSUES WERE FOUND. ALL SYSTEMS WERE FUNCTIONAL. THE BULBS WERE REPLACED AND OPERATED NORMALLY.

Part: MOTOR — NONE (ZONE 100) · airframe 35,686 hrs · 55,265 cycles

THE PILOT WAS COMPLETING A REVENUE FLIGHT FROM MHT TO RUT. HE STATED THAT WHEN APPROACHING RUT HE HAD 3 GREEN LIGHTS BUT THE HYDRAULIC PRESSURE DROPPED, THE LANDING GEAR BREAKER POPPED AND HE DIDN’T FEEL THE GEAR HAD FULLY EXTENDED. HE DID NOT DECLARE AN EMERGENCY. THE PILOT PERFORMED A FLYBY AT RUT AND GROUND MAINTENANCE REPORTED TO HIM THAT THE NOSE GEAR WAS NOT FULLY DOWN. HE USED THE EMERGENCY HAND PUMP TO SUCCESSFULLY COMPLETE THE GEAR EXTENSION. THE PILOT LANDED WITHOUT INCIDENT ON RUNWAY 31 AT RUT. THE AIRCRAFT WAS FERRIED (GEAR DOWN) TO ITS MAINTENANCE BASE AT MHT THE SAME DAY, WHERE THE LANDING GEAR HYDRAULIC POWER PACK MOTOR WAS CHANGED AND THE AIRCRAFT PLACED BACK IN SERVICE. THE FAILED MOTOR WAS INSTALLED ON 10/28/2020 AND HAD 323.2 HRS AND 431 LANDINGS SINCE OVERHAUL. OVERHAUL IS DUE AT 10,000 LANDINGS.

Part: MOTOR — NONE (ZONE 100) · airframe 35,686 hrs · 55,265 cycles

THE PILOT WAS COMPLETING A REVENUE FLIGHT FROM MHT TO RUT. HE STATED THAT WHEN APPROACHING RUT HE HAD 3 GREEN LIGHTS BUT THE HYDRAULIC PRESSURE DROPPED, THE LANDING GEAR BREAKER POPPED AND HE DIDN’T FEEL THE GEAR HAD FULLY EXTENDED. HE DID NOT DECLARE AN EMERGENCY. THE PILOT PERFORMED A FLYBY AT RUT AND GROUND MAINTENANCE REPORTED TO HIM THAT THE NOSE GEAR WAS NOT FULLY DOWN. HE USED THE EMERGENCY HAND PUMP TO SUCCESSFULLY COMPLETE THE GEAR EXTENSION. THE PILOT LANDED WITHOUT INCIDENT ON RUNWAY 31 AT RUT. THE AIRCRAFT WAS FERRIED (GEAR DOWN) TO ITS MAINTENANCE BASE AT MHT THE SAME DAY, WHERE THE LANDING GEAR HYDRAULIC POWER PACK MOTOR WAS CHANGED AND THE AIRCRAFT PLACED BACK IN SERVICE. THE FAILED MOTOR WAS INSTALLED ON 10/28/2020 AND HAD 323.2 HRS AND 431 LANDINGS SINCE OVERHAUL. OVERHAUL IS DUE AT 10,000 LANDINGS.

Part: CONTROL UNIT — DEFECTIVE (ZONE 100) · airframe 26,867 hrs · 39,677 cycles

LOST BOTH GENERATORS IN FLIGHT

Part: WIRE — ARCED (ZONE 100) · airframe 25,776 hrs · 38,402 cycles

SMELL OF BURNING WIRES AND WHISP OF SMOKE OBSERVED BEHIND LANDING GEAR HANDLE.

Part: LINE — LEAKING (FUEL CONTROL) · airframe 48,684 hrs · 56,471 cycles

RIGHT ENGINE SHUT DOWN IN FLIGHT. INSPECTED RH ENGINE CONTROLS, FOUND TO BE SATISFACTORY. FOUND P3 LOOSE ON FCU. TIGHTENED AND SAFETIED, RAN ENGINE TWICE WITH HO DEFECTS NOTED. OK FOR SERVICE . WORK IAW P&W-28 MM CH 73-10-07 WORK DONE BY ROB PECK AND DAVE NORMANDEAU IN MPV

Part: BRUSH BLOCK — WORN (PROPELLER HEAT) · airframe 46,961 hrs · 52,813 cycles

THE PILOT REPORTED"NO PROP HEAT ON ONE SIDE KEEPS FALLING OFF LINE".

Part: FIRE DETECTOR — SHORTED (ZONE 400) · airframe 12,490 hrs · 14,872 cycles

ENGING FIRE WARNING AND ANNUCIATOR ACTIVATED AFTER TAKE OFF, STAYED ON DURING LANDING AND TAXI. NO VISIBLE SIGNS OF FIRE NOTED.

Part: BLADES — CRACKED (RT ENGINE) · airframe 29,937 hrs · 43,218 cycles

DURING A HOT SECTION 3 CT BLADES WERE FOUND TO BE CRACKED AT THE FIR TREE.

Part: CONNECTOR — OVERHEATED · airframe 31,119 hrs · 44,555 cycles

PILOT DETECTED ELECTRICAL SMELL IN FLIGHT.PART WAS FOUND OVERHEATED.

Part: ENGINE — UNKNOWN (NOT REPORTED) · airframe 22,225 hrs · 32,241 cycles

DURING CLIMB OUT, LEAVING 3500 FEET, A MUFFLED BANG WAS HEARD, FOLLOWED BY A YAW. THE ENGINE FAILURE DRILL WAS CARRIED OUT FOLLOWED BY THE CHECKLIST AFTER AN EMERGENCY WAS DECLARED. AN UNEVENTFUL LANDING WAS CARRIED OUT, AN ASSESSMENT OF NO FIRE WAS MADE BY THE EMERGENCY CREW AND THE AIRCRAFT WAS TAXIED OFF THE RUNWAY USING SINGLE ENGINE POWER.

Part: ACCUMULATOR — EMPTY (MLG) · airframe 26,478 hrs · 39,361 cycles

LANDING GEAR NOSE WHEEL WILL NOT COME UP DURING FLIGHT AND DURING LANDING NOSE WHEEL WAS NOT CENTER.

Part: ACTUATOR — LEAKING (NLG) · airframe 47,936 hrs · 55,369 cycles

WHEN ATTEMPTING TO LAND, THE LANDING GEAR WOULD NOT COME DOWN. TRYING THE EMERGENCY SYSTEM THE GEAR STILL WOULD NOT COME DOWN. PRELIMINARY INVESTIGATION FOUND THE NOSE GEAR ACTUATOR LEAKING.

Part: DOWNLOCK SWITCH — INTERMITTENT (NLG) · airframe 33,516 hrs · 43,652 cycles

NO NOSE GEAR DOWN INDICATION WHEN EXTENDING LANDING GEAR. FOUND THE DOWNLOCK SWITCH INTERMITTENT

Part: DIODE — BURNED OUT (INSTRUMENT PANEL) · airframe 33,493 hrs · 39,561 cycles

PILOT REPORTED WHITE SMOKE APPEARED FROM UNDER DASH BY BRAKE HANDLE FOR 3 SECONDS JUST BEFORE SHUTDOWN. THE ISSUE WAS TROUBLESHOT TO FAILED DIODES IN THE VOLTMETER CIRCUIT. THE DIODES WERE REPLACED IAW THE WIRING DIAGRAM MANUAL, SEC 2. THE OPERATIONAL CHECK OF THE VOLTMETER WAS SATISFACTORY AFTER THE WORK WAS COMPLETED. NO FURTHER SMOKE NOTED.

Part: LANDING GEAR — INOPERATIVE · airframe 30,290 hrs · 43,421 cycles

LANDING GEAR WILL NOT RETRACT.

Part: BOLT — BROKEN (RT ENGINE) · airframe 34,122 hrs · 52,910 cycles

DURING A SCHEDULED BORESCOPE OF THE RT ENGINE FOUND THE CT BLADES WERE FOUND TO BE DAMAGED DUE TO FOD. A POWER TURBINE CONTAINMENT SHROUD BOLT HEAD WAS FOUND BROKEN OFF AND STILL TIED WITH SAFETY WIRE. THE REMAINDER OF THE BOLT HAD VIBRATED OUT OF ITS HOLE AND CAUSED FOD DAMAGE BEFORE EXITING THE SPACE.

Part: BOLT — FAILED (RT ENGINE)

DURING A SCHEDULED BOROSCOPE OF THE RT ENGINE, THE COMPRESSOR TURBINE BLADES WERE FOUND DAMAGED BY FOD AND A POWER TURBINE CONTAINMENT SHROUD BOLT HEAD WAS FOUND BROKEN OFF AND RETAINED BY SAFETY WIRE. THE REST OF THE BOLT BACKED OUT OF ITS THREADED HOLE AND PASSED THROUGH THE COMPRESSOR TURBINE STATOR & DISC AND THE POWER TURBINE STATOR & DISC BEFORE EXITING THE ENGINE.

Part: TRANSPONDER — FAILED · airframe 2,208 hrs · 2,060 cycles

THE PILOT REPORTED SMELLING SOMETHING HOT FOLLOWED BY TRANSPONDER NR 1 BECOMING INOPERATIVE. THE PILOT PULLED THE APPROPRIATE CIRCUIT BREAKER AND CONTINUED ON WITH THE NR 2 TRANSPONDER.

Part: TRANSPONDER — FAILED (COCKPIT)

NR ONE TRANSPONDER FAILED WITH A PUFF OF SMOKE, PILOT TURNED UNIT OFF AND PULLED BREAKER.

Part: RIVET — MISSING (CT BLADE) · airframe 13,388 hrs · 16,378 cycles

NOTICED THAT TWO RIVET TAILS THAT HOLD THE CT BLADES IN WERE MISSING.

Part: GOVERNOR — BYPASSING (ZONE 600) · airframe 3,733,809 hrs · 53,486 cycles

ON FLIGHT, CALLED FLIGHT CONTROL VIA UNICOM AT 1140Z TO TELL US HE WAS TAXING BACK TO RAMP. WHILE INCREASING POWER FOR TAKEOFF, PROP WENT INTO FEATHER.

Part: PANEL — CORRODED (COCKPIT) · airframe 42,170 hrs · 67,974 cycles

AIRCRAFT WAS ON A REPOSITIONING FLIGHT. PILOT NOTICED SMOKE COMING FROM OVERHEAD PANEL. AT ABOUT 9:45PM HE DECLARED AN EMERGENCY AND DIVERTED. LANDING SAFELY. THE ACFT HAS BEEN RETURNED TO SERVICE. INSPECTED OVERHEAD ELECTRICAL PANEL AND FOUND CAUSE OF SMOKE TO BE 2 EA LIGHT BULBS ARCING OUT ON RIVET IN UPPER LT CORNER. FURTHER INSPECTION OF REMOVED PANEL SHOWED CAUSE TO BE CORROSION BRIDGING ACROSS COPPER TRACKS, CREATING 2 SHORT CIRCUITS.

Part: CONNECTOR — DIRTY (ANTI ICE SYSTEM) · airframe 21,827 hrs · 31,649 cycles

WHILE ENROUTE, APPROXIMATELY 15 MINUTES AFTER T/O THE ENGINE AIR INLET DEICE SYS ON ACFT 118WA FAILED. PILOT DECLARED AN EMERGENCY AND RETURNED TO DEPARTURE.

Part: HEATER — ODOR (ZONE 100) · airframe 33,032 hrs · 38,869 cycles

DURING CLIMB OUT, NOTICE A SMELL IN THE CABIN. IMMEDIATELY NOTIFIED ATC OF THE SITUATION IN CASE THE CONDITION DETERIORATED. THEY ASKED IF I WAS DECLARING AN EMER, RESPONDED NOT AT THIS TIME. REQUESTED TO REMAIN AT 5,000 FEET & SAME HEADING TO DETERMINE THE CAUSE OF THE SMELL. UTILIZE THE WORD SMOKE IN MY COMMUNICATION INTENDING TO SAY AN ACRID SMELL. THE SMELL WENT AWAY RAPIDLY & NO OTHER INDICATIONS OF PROBLEMS WERE NOTED. NOTIFIED ATC THAT ALL SYS WERE OPERATING & THAT THERE WAS NO ODOR OR SMOKE IN THE CABIN. REQUESTED TO PROCEED. UPON LANDING, TURNED THE COMBUSTION HEATER ON NOTICING AN ACRID SMELL IN THE CABIN. WROTE UP THAT, THE COMBUSTION HEATER HAS AN ACRID SMELL WHEN ON, IN THE LOG BOOK.

Part: STRUCTURE — DAMAGED (WING) · airframe 13,548 hrs · 16,219 cycles

THE ACFT WAS SUBJECTED TO SEVERE TURBULENCE ON APPROACH. AFTER THE TURBULENCE EXCESSIVE AILERON TRIM WAS REQUIRED. VISUAL INSPECTION REVEALED WRINKLING OF BOTH INNER WINGS BETWEEN THE FUSELAGE & THE NACELLE.

Part: ROD END — WORN (LANDING GEAR) · airframe 27,282 hrs · 39,976 cycles

EVENING FLIGHT WIG 1361, DURING CLIMB THE GEAR IN TRANSIT LIGHT WOULD NOT EXTINGUISH. ACFT RETURNED SAFELY. INITIAL INVESTIGATION SHOWS WEAK SPRING IN DOOR ROD END.

Part: LINK — DETACHED (LT MLG DOOR) · airframe 25,840 hrs · 38,851 cycles

MORNING FLIGHT 1050, DEPARTED AT 0735 LOCAL TIME, BUT PERFORMED AN AIR RETURN TO ITS STARTING POINT AT 0752 DUE TO A GEAR NOT RETRACTED INDICATION. MX TECHNICIAN DETERMINED THAT A QUICK RELEASE DOOR LINK HAD COME OFF, ALLOWING THE LT MLG TO CONTACT ITS BELL CRANK & STOP THE RETRACTION. INSPECTED THE RELATED COMPONENTS, FINDING NO ISSUES OR DAMAGE, REATTACHED THE QUICK RELEASE. THE QUICK RELEASE WAS THEN INSPECTED & FOUND TO BE HOLDING CORRECTLY. THE ACFT DEPARTED THE SECOND TIME AT 0805.

Part: TRANSPONDER — FUMES (ATC) · airframe 11,032 hrs · 13,065 cycles

PILOT REPORTED BURNING SMELL IN COCKPIT.

Part: TURBINE WHEEL — DISINTEGRATED (RT ENGINE) · airframe 27,242 hrs · 39,909 cycles

THE PILOT REPORTED THAT IN CRUISE, APPROX 20 MINUTES AFTER TAKEOFF, THE RT ENG SURGED MORE THAN ONCE & HE ELECTED TO SHUT IT DOWN. HE THEN DECLARED AN EMER & DIVERTED, MAKING A SUCCESSFUL LANDING. A VISUAL INSPECTION WITH BORESCOPE BY MX PERSONNEL REVEALED MOST, IF NOT ALL, BLADES DISINTEGRATED ON BOTH THE COMPRESSOR & POWER TURBINES. SOME DAMAGE IN THE FORM OF NICKS & CURLED TOES IS VISIBLE ON THE SECOND STAGE COMPRESSOR BLADES ALSO. TURBINE BLADES DO NOT APPEAR TO HAVE SEPARATED AT THE FIR TREE ROOTS. THERE IS SOME RESIDUAL OIL ON THE INSIDE BOTTOM OF THE POWER SECTION. THIS WAS THE FIRST FLIGHT AFTER A RT HOT SECTION INSPECTION. THE SIGNIFICANCE OF THIS IS NOT YET KNOWN.

Part: TURBINE BLADES — LOOSE (RT ENGINE) · airframe 28,516 hrs

ON THE PILOTS PREFLIGHT, NOTICED A NOISE WHEN SPINNING THE RT PROP. THE ENG WAS INSPECTED, INSPECTION REVEALED THE POWER TURBINE BLADES WERE COMING LOOSE FROM THE POWER TURBINE DISK. THE ACFT WAS GNDED. A MORE IN-DEPTH INSPECTION WILL BE PERFORMED AT A LATER DATE.

Part: TRANSPONDER — SMOKE (COCKPIT) · airframe 25,097 hrs · 37,350 cycles

PILOT REPORTED SMOKE COMING FROM BEHIND TRANSPONDER.

Part: BELT — BROKEN (A/C PACK) · airframe 10,508 hrs · 12,359 cycles

DURING DEPARTURE, CAPTAIN DETECTED A BURNING ODOR. ELECTED TO RETURN AND LAND. MX FOUND AIR CONDITIONER BELT BROKEN AND RUBBING ON THE AIR CONDITIONING COMPRESSOR PULLEY, CAUSING THE ODOR. REMOVED BROKEN BELT. ACFT RETURNED TO SERVICE.

Part: HYDRAULIC SYSTEM — CONTAMINATED (ZONE 100) · airframe 40,999 hrs · 66,176 cycles

AFTER TAKEOFF FROM MHT PILOT TRIED TO RETRACT LANDING GEAR AND NOSE GEAR WOULD NOT RETRACT. PILOT TRIED TO RETRACT ONE ADDITIONAL TIME AND CB POPPED. CB WAS RESET AND GEAR EXTENDED WITH THREE GREEN INDICATIONS. AIRCRAFT LANDED AT MHT WITHOUT INCIDENT. MAINTENANCE ACCOMPLISHED INVESTIGATION OF PROBLEM AND FOUND WATER IN HYDRAULIC FLUID. HYDRAULIC POWER PACK, AND ALL THREE LANDING GEAR ACTUATORS WERE REPLACED. HYDRAULIC RESERVOIR WAS FOUND TO HAVE ICE IN IT ALONG WITH A CRACKED BOTTOM. RESERVOIR WAS REPLACED. HYDRAULIC SYSTEM WAS PURGED AND THEN SERVICED WITH NEW CLEAN FLUID. SYSTEM WAS TESTED AND RIGGING CHECKED PER MAINTENANCE MANUAL. AIRCRAFT RETURNED TO SERVICE. HYDRAULIC RESERVOIR P/N: 99-580073-1; LEFT MAIN ACTUATOR P/N: 99-388008-1; RIGHT MAIN ACTUATOR P/N: 99-388008-1; NOSE GEAR ACTUATOR P/N: 99-388000-1.

Part: DOWNLOCK SWITCH — OBSTRUCTED (NLG) · airframe 27,680 hrs · 40,037 cycles

WHILE ON APPROACH INTO BTV, PILOT SELECTED GEAR DOWN AND NOTICED THAT THE INTRANSIT LIGHT REMAINED ON AND THE NOSE WHEEL LIGHT STAYED OFF. PILOT RECYCLED GEAR SEVERAL TIMES WITH NO CHANGE. PILOT PERFORMED EMERGENCY GEAR EXTENSION CHECKLIST AND PUMPED GEAR DOWN. AFTER THIS PROCEDURE WAS PERFORMED THERE WAS NO CHANGE IN THE LIGHTS. PILOT DECLARED EMERGENCY AND LANDED WITHOUT FURTHER INCIDENT. AIRCRAFT WAS TOWED TO THE MAINTENANCE FACILITY AFTER VERIFYING THE GEAR WAS INDEED DOWN AND LOCKED. MAINTENANCE INSPECTED SYSTEM AND FOUND NOSE GEAR DOWNLOCK SWITCH PACKED WITH ICE AND SNOW. CLEANED ICE AND SNOW FROM SWITCH. OPS CHECK OF GEAR INDICATION NORMAL PER APPROPRIATE MANUAL. AIRCRAFT RETURNED TO SERVICE.

Part: PANEL — BULGED (ZONE 600) · airframe 11,212 hrs · 14,391 cycles

DURING PREFLIGHT, PILOT NOTICED THE LEADING EDGE ON THE RIGHT INBOARD WING WAS DEFORMED (BULGED). MAINTENANCE INSPECTED AIRCRAFT AND REMOVED AND REPLACED THE RIGHT INBOARD LEADING EDGE TKS POROUS PANEL IN ACCORDANCE WITH THE CESSNA MAINTENANCE MANUAL. AIRCRAFT WAS INSPECTED FOR FURTHER DAMAGE, WITH NONE NOTED. TKS SYSTEM WAS INSPECTED, FILTER PACK WAS REPLACED AND SYSTEM TESTED IN ACCORDANCE WITH THE APPROPRIATE MANUAL.

Part: FITTING — CRACKED (HYDRAULIC SYS) · airframe 21,470 hrs · 28,771 cycles

CAE - ON GEAR EXTENSION GOT A HYDRAULIC FLUID LIGHT. TURNED MANUAL GEAR EXTENSION TO EMERGENCY. SHORTLY THEREAFTER GOT HYDRAULIC WARNING LIGHT. MANUALLY PUMPED GEAR AND VERIFIED THREE GREEN. ON EXIT FROM RUNWAY BRAKES WERE MARGINAL AND TUG WAS CALLED. MAINTENANCE INSPECTED AIRCRAFT AND FOUND A CRACKED HYDRAULIC LINE FITTING IN THE RIGHT NACELLE AT THE PRESSURE SWITCH AND A LEAKY "T" FITTING AT THE FORWARD PRESSURE TRANSDUCER IN THE NOSE WHEEL WELL. BOTH FITTINGS WERE REPLACE WITH NEW AND SYSTEM WAS SERVICED AND TESTED PER THE APPROPRIATE MAINTENANCE MANUAL T.O. 1C95A-2-4 SECTION 2 AND 4. AIRCRAFT RETURNED TO SERVICE. CRACKED FITTING PART NUMBER MS21905D4 AND LEAKING FITTING PART NUMBER MS21905D5 WERE REPLACED.

Part: CONNECTOR — LOOSE (LANDING GEAR) · airframe 23,293 hrs · 34,644 cycles

WHILE ON APPROACH TO MHT PILOT ATTEMPTED TO EXTEND LANDING GEAR FOR LANDING AND DID NOT GET AN INDICATION FOR THE NOSE GEAR BEING DOWN AND LOCKED. PILOT ATTEMPTED TO RETRACT AND EXTEND GEAR AGAIN WITH SAME RESULT. PILOT DID A GO AROUND AND TRIED TO REPLACE BULB WITH NO CHANGE. PILOT FOLLOWED EMERGENCY CHECKLIST AND PUMPED GEAR DOWN AND PERFORMED LANDING WITHOUT FURTHER INCIDENT. MAINTENANCE INSPECTED AIRCRAFT AND DETERMINED THAT THE CONNECTOR FOR THE DOWNLOCK INDICATION LIGHTS WAS LOOSE. CONNECTOR WAS INSPECTED AND RE-SECURED AND SYSTEM TESTED PER APPROPRIATE MANUAL. ALL CHECKS SATISFACTORY. AIRCRAFT RETURNED TO SERVICE.

Part: MODULE — NOT SEATED (CONFIGURATION) · airframe 6,800 hrs · 9,087 cycles

CREW REPORTED THAT ON CLIMBOUT, NOTED RMI NR 1 HAD A NAV FLAG, CREW BRIEFLY TUNED IN GDM VOR. ONCE GDM WAS TUNED IN THEY NOTED THAT NAV NR 1 ALSO PRESENTED A NAV FLAG AND NAV NR 2 WAS FULLY OPERATIONAL. ON LEVEL OFF, CREW DECIDED TO ENGAGE AUTOPILOT. ONCE ENGAGED AUTOPILOT EXECUTED AN UNCOMMANDED HARD ROLL LEFT. AUTOPILOT IMMEDIATELY DISCONNECTED AND AIRCRAFT RETURNED TO LEVEL FLIGHT. AIRCRAFT RETURNED TO DEPARTURE WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND THE CONFIGURATION MODULE NOT SEATED PROPERLY IN THE KCP320. MODULE WAS REMOVED AND INSTALLED AND TESTED PER MM. CLEANED FUSE BLOCK FOR NR 1 NAV AND REPLACED BLOWN FUSE FOR NR 1 RMI. ALL TESTS SATISFACTORY PER APPROPRIATE MANUALS. AIRCRAFT RETURNED TO SERVICE.

Part: MOTOR — FAULTY (TE FLAP) · airframe 35,593 hrs · 68,123 cycles

MHT - AFTER LANDING AND SHUTTING DOWN OF AIRCRAFT PILOT SMELLED SMOKE. PILOT CONTINUED SHUTTING AIRCRAFT DOWN AND NOTICED VISIBLE SMOKE IN COCKPIT. ALL CIRCUIT BREAKERS WERE CHECKED AND MADE SURE SMOKE WAS NOT FROM COMBUSTION HEATER. MAINTENANCE INSPECTED AIRCRAFT AND FOUND BAD FLAP MOTOR. FLAP MOTOR WAS REPLACED AND TESTED IAW BEECH CRAFT MAINTENANCE MANUAL 27-50-00. AIRCRAFT RETURNED TO SERVICE.

Part: CIRCUIT BREAKER — TRIPPED (COCKPIT) · airframe 28,345 hrs · 40,596 cycles

MHT - ON APPROACH TOT MHT PILOT SELECTED GEAR DOWN. NO MOVEMENT NOTED. CHECKED GEAR CIRCUIT BREAKER AND NOTICED IS WAS OUT. PILOT PUSHED BREAKER IN AND IT WOULD NOT STAY IN. PILOT PUSHED BREAKER IN WITH GEAR HANDLE SELECTED DOWN AND GEAR CAME DOWN, WITH THREE GREEN INDICATED. AIRCRAFT LANDED WITH OUT FURTHER INCIDENT. MAINTENANCE INSPECTED GEAR FOR DAMAGE OR OBSTRUCTIONS. NONE NOTED. CLEANED AND LUBRICATED GEAR PER MM CHAPTER 12-20-00. NOTED MOISTURE IN PURGED GREASE. CONTINUED GREASING UNTIL NO MOISTURE CAME OUT. PERFORMED GEAR SWINGS IAW MM 32-31-01. NO DISCREPANCIES NOTED. AIRCRAFT RETURNED TO SERVICE.

Part: MOTOR — BURNED (LANDING GEAR) · airframe 40,252 hrs · 54,446 cycles

LEW - WHILE LANDING AT LEW ON A 2 MILE FINAL, PILOT SELECTED A NOTCH OF FLAPS AND STARTED TO SMELL ELECTRICAL SMOKE. THE CABIN FILLED WITH SMOKE. PILOT SHUT BATTERY AND GENERATORS OFF. AIRCRAFT HAD THREE GREEN LIGHTS WHEN GEAR WAS EXTENDED. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE TROUBLESHOOTING REVEALED A BAD LANDING GEAR MOTOR. MOTOR WAS REPLACED AND TESTED PER AIRCRAFT MAINTENANCE MANUAL AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: ANTI-ICE SYSTEM — FAILED · airframe 13,966 hrs · 12,970 cycles

PILOT TURNED ON THE TKS SYSTEM PRIOR TO ENTERING ICING CONDITIONS. STATED THAT IT WAS TAKING LONGER THAN NORMAL TO SECRETE THE TKS FLUID OUT OF THE PANELS. AFTER A FEW CYCLES THE RED WARNING LIGHT CAME ON FOLLOWED BY THE YELLOW CAUTION LIGHT TOGETHER. THE WINGS WERE NOT PUTTING OUT THE NORMAL AMOUNT OF FLUID THAT IS USUALLY OBSERVED. PILOT SHUT OFF TKS SWITCH AND PROCEEDED TO PUT IT IN THE HIGH FLOW RATE. AGAIN VERY LOW FLOW OBSERVED. AIRCRAFT ARRIVED AT DESTINATION WITH OUT INCIDENT. PILOT WALKED AROUND AIRCRAFT AND NOTICED TWO POROUS PANEL ON THE LEFT WING APPEARED TO BE UNGLUED ON THE BOTTOM EDGE. MAINTENANCE ACCOMPLISHED REPAIR TO WING LEADING EDGES AND REPLACED THE TKS POROUS PANELS ON LEFT WING USING PROCEDURES IN SERVICE KIT SK208-174. SYSTEM TESTED PER MM AND SERVICE KIT SK208-174. AIRCRAFT RETURNED TO SERVICE.

Part: DIODE — FAILED (POWER PACK) · airframe 45,777 hrs · 52,111 cycles

WHILE ON APPROACH TO BTV PILOT SELECTED GEAR DOWN AND NOTICED NO INTRANSIT LIGHT AND FELT NO MOTION OF GEAR. PILOT COULD NOT MOVE HANDLE TO UP POSITION WITHOUT USING THE "DOWNLOCK RELEASE". PILOT TRIED TO EXTEND GEAR AGAIN WITH SAME RESULTS. AT THAT TIME THE PILOT NOTICED THE LANDING GEAR CIRCUIT BREAKER POPPED. PILOT THEN RESET BREAKER AND TRIED TO EXTEND THE GEAR. THE LANDING GEAR DID NOT MOVE WITH NO INTRANSIT LIGHT. PILOT THEN PUMPED THE LANDING GEAR DOWN PER THE EMERGENCY GEAR EXTENSION CHECKLIST AND GOT THREE GREEN LIGHTS INDICATING THE GEAR WAS DOWN AND LOCKED. THE PILOT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE FOUND A BAD DIODE AND BROKEN WIRE AT THE CONNECTOR FOR THE POWER PACK. DIODE WAS REPLACED AND WIRE AT CONNECTOR WAS REPAIRED. ALL CHECKS SATISFACTORY PER MAINTENANCE MANUAL. AIRCRAFT RETURNED TO SERVICE.

Part: HOSE — FAILED (LT MLG ACTUATOR) · airframe 35,549 hrs · 68,051 cycles

WHILE ON APPROACH TO MHT PILOT OBSERVED THE LANDING GEAR HANDLES TRANSITION LIGHT ILLUMINATE WITH THE "DO NOT REVERSE" ANNUNCIATOR. PILOT PLACED THE LANDING GEAR HANDLE IN THE DOWN POSITION. PILOT STATES HE DID NOT SEE THE DESIRED THREE GREEN LANDING GEAR LIGHTS WITH THE RED TRANSITION LIGHT EXTINGUISHED. PILOT MANUALLY PUMPED LANDING TO THE DOWN AND LOCKED POSITION AND THE THREE GREEN LIGHTS CAME ON WITH NO TRANSITION LIGHT. AIRCRAFT LANDED WITHOUT FURTHER INCIDENT. MAINTENANCE DETERMINED THAT THE AIRCRAFT HAD A DAMAGED RETRACT HOSE ON THE LEFT MAIN LANDING GEAR ACTUATOR. HOSE WAS REPLACED AND GEAR WAS TESTED PER THE MAINTENANCE MANUAL. ALL CHECK SATISFACTORY AND AIRCRAFT RETURNED TO SERVICE.