Multi-Aero Inc.

Operated by MULTI-AERO INC (per NTSB report)

The service truck driver’s evasive maneuver to avoid a bag cart tug, which resulted in the truck impacting a parked airplane.

Operated by MULTI AERO INC. (per NTSB report)

The flight crew's failure to install the tail stand prior to passenger boarding, which resulted in a tail strike.

Operated by MULTI-AERO INC (per NTSB report)

The failure of the driver of the service vehicle to yield to the taxiing airplane, which resulted in a near-collision and tail strike.

Operated by Multi-Aero, Inc. (per NTSB report)

An encounter with a wind gust during ground maneuvering and the captain’s improper flight control positioning to account for wind conditions, which resulted in the airplane being blown onto its left wing.

Operated by MULTI-AERO INC (per NTSB report)

The gate agent’s premature removal of the tailstand without confirming with the flight crew that it was safe to remove, which allowed the airplane to tilt backward when a passenger stood up and stepped toward the back of the airplane.

Operated by Multi-Aero Inc. (per NTSB report)

The total loss of power to the right engine and the partial loss of power to the left engine after the airplane encountered a flock of birds during initial climb out, resulting in impeded ram induction airflow.

Part: A/C PACK — ODOR (ZONE 100)

ABOUT 1/2 WAY THRU THE FLIGHT, CREW NOTICED A BURNING SMELL IN THE CABIN. NO VISUAL JUST A SMELL. AFTER ABOUT 10 MINUTES THE SMELL WENT AWAY. CREW COMPLETED FLIGHT TO ORIGINAL DESTINATION. ONCE TRANSFERRED TO POTOMAC APPROACH, APPROACH DECLARED EMERGENCY. CREW NOTIFIED THEM THAT THEY HAD EVERYTHING UNDER CONTROL. AIRCRAFT LANDED WITHOUT ANY ISSUES.

Part: WIRE — CHAFED (COCKPIT RH) · airframe 18,478 hrs · 16,492 cycles

SMOKE IN COCKPIT. DURING DESCENT THE FO NOTICED A BURNING SMELL FOLLOWED BY SMOKE COMING OUT OF THE AREA LOCATED BY THE RIGHT KNEE. ALL SYSTEMS AND INDICATIONS WERE NORMAL. MAINTENANCE FOUND A CHAFFED WIRING TO THE LAV CIRCUIT BREAKER BEHIND THE FO'S SIDE KICK PANEL. SYSTEM HAS PREVIOUSLY REMOVED FROM AIRCRAFT.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 18,478 hrs · 17,878 cycles

BRAKE FAILURE ON BOTH PILOT AND CO-PILOTS SIDE. BOTH BRAKE CALIPERS HAD BEEN REPLACED 2 DAYS PRIOR. THE CORRECTIVE ACTION FOR THIS INCIDENT WAS REMOVING TRAPPED AIR BY BACK BLEEDING BRAKE SYSTEM. THERE WAS NO PART OR COMPONENT FAILURE

Part: BELT — BROKEN (COMPRESSOR) · airframe 14,368 hrs · 12,467 cycles

SMELL OF BURNT RUBBER FOLLOWED BY SMOKE IN THE COCKPIT DUE TO AIR CONDITIONING BELT BREAKING AND RUBBING ON COMPRESSOR PULLEY

Part: NONE — WORN (PROP ZONE 110) · airframe 13,979 hrs

CREW REPORTED PROPELLER HEAT INOP-SHOWS 8-9 AMPS IN BOTH AUTO AND MANUAL. MODES. CORRECTIVE ACTION: REMOVED PROPELLER ANTI-ICE LEADS. INSTALLED THREE NEW PROPELLER DE-ICE LEADS. PROPELLER ANTI-ICE SYSTEMS CHECK GOOD ON ENGINE GROUND RUN. SUBSEQUENT FLIGHT WAS UNEVENTFUL, WITH NO ISSUES

Part: CONTROL UNIT — SHORTED (ANNUNCIATOR) · airframe 19,639 hrs · 16,940 cycles

SMELL OF SMOKE/ODOR IN COCKPIT AND STANDBY POWER ON ANNUNCIATOR ILLUMINATED

Part: DIODE — WORN (MLG RELAY) · airframe 17,591 hrs · 18,002 cycles

FAILURE OF LANDING EAR MOTOR RELAY CAUSED LANDING GEAR EXTENSION FAILURE. LANDING GEAR WAS EXTEDNED BY USE OF HAND PUMP. LANDING GEAR CIRCUIT BREAKER, RELAY, AND RELAY DIODE WERE REPLACED WITH NEW. LANDING GEAR SYSTEM WAS FUNCTIONALLY TESTED AND AIRCRAFT RETURNED TO SERVICE.

Part: CONTROL UNIT — FAILED (STDBY ALTERNATOR) · airframe 6,324 hrs

FLIGHT CREW REPORTED STANDBY ALTERNATOR SYSTEM HAD FAILED. REPLACED STANDBY ALTERNATOR CONTROL UNIT AND SYSTEM FUNCTIONS NORMALLY. AIRCRAFT RETURNED TO SERVICE IN ACCORDANCE WITH THE CARRIER GENERAL OPERATIONS MANUAL .

Part: STATIC SYSTEM — CONTAMINATED (PITOT/STATIC SYS) · airframe 23,803 hrs

CREW REPORTED PIC AND SIC AIRSPEED INDICATORS AND PIC AND SIC VERTICAL SPEED INDICATORS GAVE ERRONEOUS READING IN HEAVY PRECIPITATION AND TURBULENCE. MAINTENANCE DRAINED WATER FROM BOTH STATIC SYSTEMS AND VERIFIED LT AND RT PITOT/STATIC MAST HEATERS ARE OPERATIONAL. AIRCRAFT RELEASED TO SERVICE IN ACCORDANCE WITH AIR CHOICE ONE GENERAL OPERATIONS MANUAL - SEC. F VIA FORM MAI-105.

Part: STRUCTURE — CONTAMINATED (COCKPIT) · airframe 22,161 hrs

CREW PERFORMED AIR RETURN TO DEPARTURE AND REPORTED THAT THEY HAD SMOKE AND FUMES IN THE COCKPIT. MX FOUND DEICING FLUID/GLYCOL IN AREA BETWEEN LH WINDSHIELD AND INSTRUMENT PANEL GLARESHIELD. THIS AREA CONTAINS AN AIR LINE WHICH ROUTES BLEED AIR FOR THE PNEUMATIC DEICE SYSTEM AND THIS LINE WILL BECOME HOT DURING AIRCRAFT OPERATION. THIS LINE HAD DEICING FLUID/GLYCOL ON IT. THIS ENTIRE AREA WAS CLEANED AND ALL ELECTRICAL SWITCHES AND WIRING IN THIS AREA WERE INSPECTED VISUALLY AND OPERATIONAL CHECKS SHOWED NO FAULTS TO ANY SYSTEMS OR COMPONENTS.

Part: CONNECTOR — CONTAMINATED · airframe 8,786 hrs

CREW PERFORMED AIR RETURN AFTER RESERVOIR LOW FUEL LIGHT ILLUMINATED ON ANNUNCIATOR PANEL WITH LH & RH WING LOW FUEL LIGHTS ILLUMINATED ON ANNUNCIATOR PANEL WHEN DAY-NIGHT SWITCH MOVED TO "DAY" MODE. FOUND MOISTURE ACCUMULATION UNDER FLOOR IN AREA OF FUEL RESERVOIR AND AREA IMMEDIATELY FORWARD OF THIS AREA WHERE CONNECTORS, WIRING AND EQUIPMENT ASSOCIATED WITH LOW FUEL WARNING SYSTEM.

Part: DISPLAY — MALFUNCTIONED (COCKPIT) · airframe 5,870 hrs

CREW REPORTED MULTIPLE G1000 AVIONICS FAILURES SUCH AS TAWS INOP ANNUNCIATION, RANDOM CHIP DETECTOR ANNUNCIATIONS, AUTOPILOT AUTOMATICALLY DISENGAGED AND MFD FROZE UP FOR APPROXIMATELY 20 SECONDS. ALL INDICATIONS WERE NORMAL UPON ARRIVAL TO DESTINATION. UPON POWER-UP OF SYSTEM BY MAINTENANCE, IT WAS NOTED THAT THE MFD DATABASE WAS MISSING YET THE DATABASE SD CARD WAS INSTALLED. RESET THE MFD DATABASE SD CARD AND THE SYSTEM WAS ALL NORMAL WITH NO FAILED COMPONENTS. SUBSEQUENT FLIGHT WAS UNEVENTFUL WITH NO ISSUES.

Part: NOT REPORTED — MALFUNCTIONED (COCKPIT) · airframe 5,851 hrs

CREW REPORTED VARIOUS G1000 AVIONICS ISSUES SUCH AS HEADING MISCOMPARE, INTERMITTENT CHIP DETECTOR, COMMS X-ING OUT WITH NO LOSS OF FUNCTIONALITY AND FUEL QUANTITY INDICATORS X-ING OUT DURING CRUISE. UPON ARRIVAL AT DESTINATION, ALL INDICATIONS WERE NORMAL. MAINTENANCE REMOVED PFD 1, PFD 2, MFD, GIA63W 1, GIA63W 2, AND GEA71. INSPECTED ALL PINS AND PLUGS AND REINSTALLED ALL COMPONENTS IN ORIGINAL POSITIONS. POWERED UP G1000 AVIONICS SYSTEM WITH NO FAULTS FOUND AND NO PREVIOUS INDICATIONS NOTED PRESENT. SUBSEQUENT FLIGHTS WERE UNEVENTFUL.

Part: UNKNOWN — MALFUNCTIONED · airframe 2,747 hrs

FLIGHT CREW REPORTED AVIONICS ISSUES WHILE IN CRUISE, DECLARED AN EMERGENCY AND RETURNED TO THE AIRPORT OF ORIGIN. THEY STATED THAT COM1 AND COM2 HAD RED X'S ON THE G1000 SCREENS BUT DID NOT LOSE FUNCTIONALITY AND ALSO STATED THAT THE CHIP DETECTOR ANNUNCIATION APPEARED, THEN LOW FUEL TEMP ANNUNCIATION APPEARED, THEN FUEL QUANTITY INDICATORS HAD RED X'S AND GPS NAV SEEMED DISABLED (DID NOT HAVE RED X'S), THEN THE VMO RED/WHITE BARBER POLE DISAPPEARED AND THEN THE AUDIBLE TERRAIN WARNINGS CONTINUED OVER AND OVER UNTIL TOUCHDOWN. THE CREW REPORTED THAT AIRSPEED, ALTITUDE, LOCALIZER AND GLIDESLOPE ALL SEEMED ACCURATE. MAINTENANCE REMOVED BOTH PFDS, MFD, GIA63W NR 1, GIA63W NR 2, GEA71 AND INSPECTED ALL PINS FOR CLEANLINESS AND SECURITY, REINSTALLED ALL COMPONENTS, POWERED UP G1000 AVIONICS SUITE MULTIPLE TIMES FOR AT LEAST 15 MINUTES EACH TIME WITH NO LOSS OF FUNCTIONALITY. AIRCRAFT WAS RETURNED TO SERVICE AND THE SUBSEQUENT 3 HOUR FLIGHT HAD NO ISSUES. THERE WAS NO SUSPECTED PART OR COMPONENT/ASSEMBLY THAT APPEARED TO CAUSE DIFFICULTY.

Part: ENGINE — POWER LOSS · airframe 8,175 hrs

CREW REJECTED TAKEOFF AND REPORTED INSUFFICIENT ENGINE TORQUE. PERFORMED GROUND RUN WITH CREW WITH NO FAULTS. FOUND CREW DISCUSSED THE EFFECTS OF HIGH OUTSIDE AIR TEMPERATURE AND ELEVATED DENSITY ALTITUDE ON AIRCRAFT AND ENGINE PERFORMANCE WITH DIRECTOR OF OPERATIONS. THERE WERE NO PRIOR REPORTS OF THIS ISSUE WITH AIRCRAFT.

Part: CONNECTOR — CONTAMINATED (INDICATOR) · airframe 8,098 hrs

REJECTED TAKEOFF, DUE TO THE FUEL RESERVOIR LOW LIGHT ILLUMINATING DURING THE TAKEOFF ROLL. FOUND AND CLEARED MOISTURE FROM ANNUNCIATOR PANEL CONNECTOR WITH INDICATION GOING AWAY AND NOT RETURNING DURING A REPO FLIGHT.

Part: COMPRESSOR — DAMAGED (ENGINE) · airframe 8,690 hrs

CREW PERFORMED ABORTED TAKEOFF DUE TO INSUFFICIENT TORQUE. MX CONFIRMED ISSUE. MX PERFORMED GENERAL VISUAL INSPECTION OF ENGINE AND FOUND FOREIGN OBJECT DAMAGE TO 1ST STAGE COMPRESSOR OF UNKNOWN ORIGIN.

Part: WARNING MESSAGE — FALSE ACTIVATION · airframe 5,036 hrs · 4,125 cycles

CREW REPORTED A CHIP DETECTOR ANNUNCIATION ALONG WITH ENGINE INSTRUMENT DISPLAYS SHOWING RED X'S (INVALID DATA) THEN GOING BACK TO NORMAL AND THEN COMMS SHOWING RED X'S (INVALID DATA) ON BOTH PFD'S BEFORE GOING BACK TO NORMAL. MAINTENANCE CHECKED BOTH AGB AND RGB CHIP DETECTORS FOR DEBRIS WITH NONE FOUND. CHECKED ALL CONNECTIONS FOR PFD'S AND MFD WITH NO FAULTS. CHECKED DATA CARD AND FOUND NO LOSS OF DATA TO INDICATE AN ACTUAL FAILURE. CHECKED ALL DATA PATHWAYS AND FOUND NO FAULTS, COULD NOT DUPLICATE ISSUE.

Part: STARTER GEN — FAULTY (ENGINE) · airframe 10,672 hrs

CREW PERFORMED GATE RETURN DUE TO A BURNING ODOR. MAINTENANCE FOUND THE STARTER GENERATOR TO BE FAULTY. REPLACED THE STARTER GENERATOR WITH SERVICEABLE UNIT WITH NO FURTHER ISSUES.

Part: SELECTOR — DEFECTIVE (COCKPIT) · airframe 20,344 hrs

CREW REPORTED AIR RETURN TO STL AND REPORTED STANDBY ALT LIGHT COME ON AND ATTEMPTED TO RESET SEVERAL TIMES WITH NO RESULT. MX PERFORMED GROUND OPERATIONAL CHECK AND FOUND VOLT/AMMETER ROTARY SELECTOR TO BE DEFECTIVE. REPLACED SWITCH WITH ALL INDICATIONS NORMAL.

Part: SCREW — LOOSE (KICK PANEL) · airframe 7,744 hrs

THE SCREW THAT WAS LOOSE WAS THE FWD SCREW ON THE PILOT-SIDE KICK PANEL. IT HAD LAST BEEN REMOVED 138.2 HRS PRIOR TO THIS EVENT DURING NORMAL INSPECTION REQUIREMENTS AND WAS MOST LIKELY UNDER TORQUED DURING INSTALLATION.

Part: PUMP — UNKNOWN (ENGINE) · airframe 19,749 hrs

CREW REPORTED ABNORMAL ENGINE INDICATIONS. REPLACED ENGINE DRIVEN FUEL PUMP AND FCU.

Part: BRAKE SYS — CONTAMINATED (MLG) · airframe 12,995 hrs · 11,618 cycles

CREW REPORTED LOSS OF BRAKING DURING TAXI INTO THE GATE. AIRCRAFT WAS TOWED TO THE GATE. HAD CONTRACT MAINTENANCE PERFORM VISUAL INSPECTION OF SYSTEM WITH NO LEAKAGE OR OBVIOUS DEFECTS. CONTRACT MAINTENANCE PERFORMED BLEEDING OF BRAKE SYSTEM AND PERFORMED OPERATIONAL CHECK WITH CREW WITH SATISFACTORY RESULTS. NO REPORTED ISSUES WITH BRAKES REPORTED PRIOR TO OR SINCE THIS INCIDENT.

Part: ENGINE — STALLED · airframe 5,975 hrs · 5,660 cycles

CREW REPORTED ENGINE SHUTDOWN (STALL) DURING TAXI. PERFORMED GENERAL VISUAL INSPECTION OF ENTIRE ENGINE. PERFORMED BORESCOPE OF 1ST STAGE COMPRESSOR. PERFORMED POWER ASSURANCE RUN OF AIRCRAFT WITH ALL RESULTS NORMAL, NO DEFECTS FOUND. NO PREVIOUS REPORTS OF THIS PARTICULAR ISSUE WITH THIS ENGINE. RETURN FLIGHT NORMAL.

Part: INSULATOR — WORN (FIRE LOOP) · airframe 19,498 hrs · 18,215 cycles

CREW REPORTED FIRE WARNING DURING FLIGHT, NO EVIDENCE OF FIRE FOUND, PERFORMED GENERAL VISUAL INSPECTION OF FIRE DETECTION SYSTEM, REPLACED 6 WORN INSULATORS AND CLEANED CONNECTORS - PERFORMED SATISFACTORY SELF TEST OF SYSTEM.

Part: DOOR — UNSECURE · airframe 19,413 hrs · 18,130 cycles

ON TAKEOFF ROLL THE FLIGHT CREW REPORTED VISUALLY SEEING THE DOOR WARNING ANNUNCIATOR APPEAR AND ABORTED THE TAKEOFF ROLL AS A PRECAUTION. ONCE ON THE TAXIWAY THE FLIGHT CREW CHECKED AND SECURED THE DOOR FROM INSIDE THE CABIN AND THE LIGHT EXTINGUISHED AND DID NOT APPEAR AGAIN. THE FLIGHT CREW THEN TAXIED BACK TO THE RUNWAY AND WAS ABLE TO TAKEOFF AGAIN WITH NO FURTHER ISSUE. NO ISSUES WERE REPORTED BY ANY FLIGHT CREWS PRIOR TO OR SINCE THIS EVENT.

Part: BRAKE — UNSERVICEABLE (LT MLG) · airframe 5,069 hrs · 4,892 cycles

CREW REPORTED BRAKE FAILURE AND WAS TOWED BACK TO HANGAR. MAINTENANCE PERFORMED VISUAL INSPECTION OF BRAKE SYS AND FOUND NO LEAKS OR OBVIOUS MECHANICAL DEFECTS. REPLACED LT BRAKE AT WHEEL WITH SERVICEABLE UNIT AND REPLACED LT MLG BRAKE LININGS AS A PRECAUTIONARY MEASURE. PERFORMED OPS AND TAXI CHECKS WITH NO ABNORMALITIES.

Part: FCU — MALFUNCTIONED (ENGINE) · airframe 2,192 hrs · 2,761 cycles

FLIGHT CREW STATED THAT WHILE IN CRUISE THEY LOST 300 LBS OF TORQUE & FELT JOLT IN ACFT. THEY CONTINUALLY HAD A DEGRADATION OF POWER UNTIL LANDING. THE BEST THEY COULD OBTAIN WAS 1,100 LBS OF TORQUE UPON LANDING. ACFT WAS INSPECTED AT SITE OF EMER LANDING & RAN ACCORDING TO MFG MANUALS & FUEL WAS SUMPED TO ENSURE NO WATER WAS IN SYS. ENG MADE APPROPRIATE POWER WITH NO LOSS OF TORQUE, WHILE TEST RUN ON THE GND & SUBSEQUENT TEST FLIGHT. PART WAS REPLACED, FOLLOWING TEST FLIGHT.

Part: WIRE HARNESS — DAMAGED (PROPELLER) · airframe 8,513 hrs · 8,065 cycles

PROPELLER DE-ICE SYS TO BE OPERATING AT 10 AMPS WITH SWITCH SHORTED & CAUSING FUMES. OPERATED SYS & FOUND TO BE RUNNING AT 10 AMPS. PERFORMED TROUBLESHOOTING PROCEDURE IAW 208 MM. REPLACED PROP DE-ICE BRUSHES WITH NEW UNITS, FOUND ONE PROP DE-ICE HARNESS TO BE OPEN. REPLACED ALL THREE DE-ICE HARNESS LEADS WITH NEW UNITS. SYS FUNCTIONS NORMALLY WITH NO DIFFICULTIES. REPLACED PROP DE-ICE SWITCH AS A PRECAUTIONARY MEASURE. SYS OPERATIONS CHECKED GOOD.

Part: BRAKE CALIPER — LEAKING (RT MLG) · airframe 3,153 hrs · 4,410 cycles

RIGHT MAIN WHEEL BRAKE CYLINDER HAD PUCK LEAKING HYDRAULIC FLUID CAUSING THE BRAKE PEDAL TO GO TO THE FLOOR AND FAIL TO STOP AIRCRAFT.

Part: WIRE HARNESS — CHAFED (DIRECTIONAL GYRO) · airframe 20 hrs

OPERATOR NOTED NR 2 DIRECTIONAL GYRO CIRCUIT BREAKER POPPING. MAINTENANCE DETERMINED A WIRE BUNDLE ROUTED AROUND THE DATA TRANSFER UNIT (DTU) WAS CHAFING AGAINST THE OUTBOARD CONNECTOR PLUG ON THE DTU. ONE WIRE IN THE BUNDLE WAS FOUND SHORTED AGAINST THE CONNECTOR PLUG. THE WIRE WAS REPAIRED BY INSTALLING AN ENVIRONMENTAL SPLICE IN THE DAMAGED AREA. SPIRAL WRAP WAS INSTALLED AROUND THE WIRE BUNDLE AND THE WIRE BUNDLE WAS RELOCATED AS MUCH AS POSSIBLE TO PREVENT A RECURRENCE OF THE PROBLEM. FUNCTION TEST REVEALED NO FURTHER DEFECTS.