Tulip City Air Service, Inc.

Operated by Tulip City Air Service (per NTSB report)

The pilot's decision to take off in known instrument meteorological conditions without instrument currency or recent instrument experience, which led to spatial disorientation resulting in an inadvertent spin. Contributing to the accident was the pilot's lack of adequate rest prior to the flight.

Operated by TULIP CITY AIR SERVICE, INC. (per NTSB report)

THE PILOT'S FAILURE TO MAINTAIN CONTROL OF THE AIRPLANE DURING THE TOUCHDOWN AND LANDING ROLL ON A SOD RUNWAY. FACTORS IN THE ACCIDENT ARE THE UNEVEN TERRAIN AT THE RUNWAY INTERSECTION, AND THE PILOT'S IMPROPER RECOVERY FROM A BOUNCED LANDING.

Operated by TULIP CITY AIR SERVICE, INC. (per NTSB report)

DIRECTIONAL CONTROL NOT MAINTAINED BY THE PIC.

Part: ENGINE — SHUTDOWN (RIGHT) · airframe 7,661 hrs · 7,442 cycles

ON DESCENT FROM UGN TO ARB HEARD POP, AIRCRAFT YAWED, NOTICED RIGHT ENGINE FUEL FLOW AND ITT DIMINISHING TO 0. VISUAL OF ENGINE COWL NO DEFECTS NOTED. FOLLOWED FLIGHT MANUAL PROCEDURES FOR ENGINE RESTART USING ISOLATION SWITCH NO FUEL FLOW OR ITT REGISTERED AND ENGINE DID NOT START. SECURED ENGINE AND FEATHERED PROP. NOTIFIED LAN APPROACH (NEAREST SUITABLE AIRPORT) OF INTENTION TO LAND UNDER SINGLE ENGINE POWER. LANDED WITHOUT INCIDENCE SECURED AIRCRAFT PERFORMED WALK-AROUND NO DEFECTS NOTED. AIRCRAFT IS PARKED AWAITING MAINTENANCE ACTION TO DETERMINE CAUSE.

Part: PUMP — INOPERATIVE (RT ENGINE) · airframe 7,435 hrs · 7,401 cycles

ENROUTE FROM APN TO MKG, DURING CRUISE AT 8,000 FT APPROXIMATELY 20 MINUTES FROM MKG, FUEL SYSTEM AUTOMATICALLY SWITCHED TO CROSSFEED TO SUPPLY FUEL TO RT ENGINE, INDICATING THAT THE RT ENGINE HAD A FUEL PRESSURE DROP. THIS IS NORMAL SEQUENCE OF EVENTS FOR AIRCRAFT FUEL SYSTEM. PILOT CONTACTED CONTROLLER DECLARED EMERGENCY AND DIVERTED TO CLOSEST AIRPORT, FFX, FOR LANDING DUE TO DUE TO LOSING ACCESS TO HALF OF THE REMAINING FUEL ONBOARD AIRCRAFT. SAFELY LANDED AND SECURED AIRCRAFT. OPS CHECK OF RIGHT BOOST PUMP SHOWED INOPERATIVE.

Part: UNKNOWN — UNKNOWN (ENGINE) · airframe 13,121 hrs

SHORTLY AFTER TAKE-OFF AT APPROXIMATELY 200 FT AGL, PILOT NOTICED PARTIAL LEFT ENGINE POWER LOSS WITH ENGINE FUEL FLOW SURGING FROM MINIMUM TO MAXIMUM. DECLARED AN EMERGENCY RETURNED AND LANDED . NOTICED WHEN PULLING POWER BACK TO LAND PROBLEM LEFT. VISUAL INSPECTION FOR OBVIOUS DEFECTS SHOWED NONE, SUMPED AIRCRAFT NO WATER NOTED, PERFORMED GROUND RUN AND NOTICED ABOVE 1700 RPM ALL THE WAY TO MAXIMUM RPM, FUEL FLOW SURGING. ENGINE DIDN'T SOUND OR FEEL RIGHT. NEXT DAY MAINT ATTEMPT START THE ENGINE FOR TROUBLESHOOTING AND NOTED FUEL FLOW ON PRIMING VERY LOW. ENGINE WOULD NOT START. SUMPED AGAIN NO WATER NOTED, PULLED FUEL SERVO SCREEN INSPECTED AND INSTALLED, EXERSIZED FUEL SELECTOR VALVE PRIMED AGAIN SYSTEM APPEARED NORMAL, STARTED AND GROUND RAN ENGINE, ALL CHECKS NORMAL WITH NO DEFECTS NOTED. AIRCRAFT WAS RETURNED TO SERVICE. UPON RETURN, INSPECTED FUEL CAP O-RINGS, SELECTOR VALVE DETENTS, SUMPED AIRCRAFT AGAIN WITH NO WATER FOUND. ALL CHECKED NORMAL.

Part: LUG — FAILED (ENGINE) · airframe 12,350 hrs

APPROXIMATELY 1.5 HRS INTO FLIGHT, PILOT NOTED RT ENGINE MANIFOLD PRESSURE DROPPED AFTER SWITCHING FUEL TANKS ADJUSTED POWER, ENGINE MANIFOLD PRESSURE DROPPED AND SURGED, PILOT NOTICED OIL ON TOP OF RT ENG COWL AND OIL PRESSURE LOW AND SURGING, REDUCED POWER. IN DESCENT, DUE TO LOW & SURGING OIL PRESSURE AND ENGINE POWER, SECURED ENGINE AND FEATHERED PROP, & LANDED. ON INSPECTION, FOUND THE IDLER GEAR SUPPORT ON AFT ENGINE CASE HAD DEPARTED ENG CAUSING OIL LOSS. TWO STUDS THAT MOUNT IT WERE INTACT ON ENG CASE AND THE ATTATCHING HARDWARE TWO NUTS AND TWO LOCKWASHERS WERE FOUND IN ENG COMPARTMENT. REMOVED ENGINE FOR DISASSEMBLY AND INSPECTION DUE TO IDLER GEAR SUPPORT LOSS AND POSSIBLE DAMAGE FROM LOW & SURGING OIL PRESSURE.

Part: CONTROL CABLE — BROKEN (TE FLAP) · airframe 12,032 hrs

ON APPROACH PILOT SELECTED FULL FLAPS, HEARD LOUD POP AIRCRAFT WANTED TO ROLL RIGHT. CORRECTED WITH AILERON, DECLARED EMERGENCY AND LANDED WITHOUT INCIDENCE. INSPECTED AIRCRAFT FOUND THAT A FLOOR PANEL CLIP NUT HAD BECOME CAUGHT IN FLAP DRIVE GEAR/CHAIN CAUSING INCREASED TENSION ON CABLE CAUSING IT TO SNAP. REPLACED CABLE WITH NEW AND RIGGED FLAPS.

Part: TORQUE TUBE — BROKEN (LT RUDDER ASSY)

DURING RETURN FLIGHT, PILOTS NOTICED SLOPPY RUDDER CONTROL, THEY INVESTIGATED AND FOUND VERY LITTLE RUDDER INPUT FROM LT PEDAL ON BOTH PILOT AND CO-PILOTS SIDE. USING RUDDER TRIM FOUND THEY COULD CONTROL RUDDER. THEY FOUND CLOSEST AIRPORT ENROUTE WITH WINDS CLOSE TO RUNWAY HEADING AND LANDED. WENT TO AIRPORT TO INSPECT ACFT, FOUND THAT THE LT RUDDER PEDAL TORQUE TUBE (CONNECTS BOTH LT PEDALS) ARM FOR LT RUDDER CABLE ATTACH HAD PARTIALLY TORN FROM TORQUE TUBE.

Part: VALVE SPRING — BROKEN (NR 3 CYLINDER)

ENGINE VIBRATION PROMPTED INFLIGHT SHUTDOWN OF ENGINE.

Part: ENGINE — VIBRATION (RIGHT)

AT CRUISE ENGINE DEVELOPED VIBRATION. REQUESTED DESCENT AND TURN TO NEAREST SUITABLE FIELD. REDUCED ENGINE POWER TO IDLE ON DOWNWIND, FELT A JOLT AND SAW RIGHT ENGINE ACCESS PANEL PUSH OUT. FEATHERED AND SECURED RIGHT ENGINE AND LANDED.

Part: WINDOW — FAILED (PILOT)

AIRCRAFT CRUISING AT 17,000 FEET. CABIN PRESSURIZED TO 4.4. PILOTS SIDE WINDOW BLEW OUT. AD 85-01-01 IS NOT APPLICABLE PER AIRCRAFT SERIAL NUMBER.