Alpine Aviation, Inc.

Operated by Alpine Aviation, Inc. (per NTSB report)

Failure of the right main landing gear drag brace bolt for reasons that could not be determined based on the available information.

Operated by Alpine Air Inc (per NTSB report)

The pilot's inability to maintain directional control during takeoff in crosswind conditions on a contaminated runway, which resulted in a runway excursion.

Operated by Alpine Aviation Inc (per NTSB report)

The fatigue failure of the left main landing gear (MLG) actuator piston rod, which prevented the hydraulic system from producing pressure to control the MLG’s position and led to the right MLG collapsing during landing.

Operated by ALPINE AVIATION LLC (per NTSB report)

Abnormal ground contact during a 180 degree autorotation, resulting in a severed tail rotor driveshaft by a main rotor blade. A factor contributing to the accident was the rotor blowback condition due to the aft tilting of the main rotor disk.

Operated by Alpine Aviation (per NTSB report)

The pilot’s failure to maintain airplane control and to recover from an aerodynamic stall, which resulted in a spin.

Operated by ALPINE AVIATION INC (per NTSB report)

The pilot's failure to maintain aircraft control during the initial climb for undetermined reasons.

Operated by Alpine Aviation (per NTSB report)

The pilot's inadequate compensation for the wind conditions and failure to maintain directional control. Contributing to the accident was the crosswind was a factor.

The total failure of the nose landing gear actuator and the subsequent nose gear collapse during landing.

Operated by Alpine Aviation, Inc. (per NTSB report)

The certified flight instructor and the private pilot's failure to maintain adequate airspeed while attempting a return to runway maneuver, which resulted in an inadvertent stall.

Operated by ALPINE AIR (per NTSB report)

A loss of directional control due to a brake locked as a result of snow and ice contamination.

Failure of the left main landing gear actuator for undetermined reasons.

an in-flight collision with a bird.

Operated by ALPINE AVIATION (per NTSB report)

THE PILOT BECAME LOST AND DISORIENTED, RESULTING IN FUEL EXHAUSTION. FACTORS WERE THE LACK OF SUITABLE TERRAIN FOR A FORCED LANDING AND THE OPERATION OF THE AIRCRAFT WITH KNOWN DEFICIENCIES IN EQUIPMENT.

Operated by ALPINE AVIATION — On-demand air taxi (135) Operator Does Business As: (per NTSB report)

LANDING GEAR LOCKING MECHANISM OVERLOAD AND IMPROPER RIGGING.

Operated by ALPINE AVIATION (per NTSB report)

IMPROPER IFR PROCEDURE AND RESULTANT DISORIENTATION WHICH RESULTED IN A COLLISION WITH TERRAIN.

Operated by ALPINE AIR, INC. (per NTSB report)

A FALSE UNSAFE LANDING GEAR INDICATION DUE TO A FROZEN DOWN LOCK SWITCH. FACTORS WERE: ICING CONDITIONS AND LOW CEILINGS.

Operated by ALPINE AVIATION (per NTSB report)

FUEL EXHAUSTION DUE TO THE PILOT'S INATTENTION AND BECOMING LOST. A FACTOR TO THE ACCIDENT WAS THE NIGHT CONDITIONS.

Operated by ALPINE AVIATION (per NTSB report)

THE STUDENT PILOT IMPROPER RECOVERY FROM A BOUNCED LANDING WHICH RESULTED IN THE COLLAPSING OF THE NOSE GEAR. A FACTOR RELATED TO THE ACCIDENT WAS THE STUDENT PILOT'S LACK OF TOTAL FLIGHT EXPERIENCE.

Operated by ALPINE AVIATION (per NTSB report)

THE PILOT'S PREMATURE DESCENT. CONTRIBUTING TO THE ACCIDENT WAS THE PILOT'S FATIGUE AND POOR WEATHER.

Operated by ALPINE AVIATION INC. (per NTSB report)

IMPROPER INSTALLATION BY MAINTENANCE PERSONNEL AND FATIGUE FAILURE AND LEAKAGE OF THE LEFT INTERMEDIATE EXHAUST PIPE, WHICH RESULTED IN AN IN-FLIGHT FIRE IN THE ENGINE COMPARTMENT. CONTRIBUTING FACTORS WERE: INADEQUATE SERVICE BULLETIN PROVIDED BY THE MANUFACTURER AND INSUFFICIENT STANDARDS PROVIDED BY THE (FAA) AIRWORTHINESS DIRECTIVE.

Operated by ALPINE AVIATION (per NTSB report)

THE PILOT'S IMPROPER USE OF THE PARKING BRAKE AND HIS DELAY IN ABORTING THE TAKEOFF. FACTORS RELATED TO THE ACCIDENT WERE: THE FENCE & VEHICLE.

Operated by ALPINE AVIATION (per NTSB report)

Operated by ALPINE AVIATION (per NTSB report)

Operated by ALPINE AVIATION (per NTSB report)

Sanction: $50,000 · case closed 2025-07-16

Sanction: $19,000 · case closed 2023-03-23

Sanction: $4,500 · case closed 2015-04-30

Sanction: $15,000 · case closed 2014-12-31

Sanction: $17,000 · case closed 2013-09-27

Sanction: $12,500 · case closed 2010-11-24

Sanction: $45,000 · case closed 2011-01-10

Sanction: $5,000 · case closed 2010-10-07

Sanction: $1,500 · case closed 2009-11-25

Sanction: $228,250 · case closed 2016-09-20

Sanction: $5,000 · case closed 2009-10-20

Sanction: 750 · case closed 2005-11-23

Sanction: $15,000 · case closed 2006-09-27

Sanction: $1,000 · case closed 2005-05-02

Sanction: $750 · case closed 2006-04-18

Sanction: $3,000 · case closed 2001-12-27

Sanction: $2,500 · case closed 2003-06-10

Part: INDICATION SYS — FAULTED (ZONE 700) · airframe 29,392 hrs · 35,400 cycles

RIGHT LANDING GEAR DOWN LIGHT DIDN’T ILLUMINATE, APPROPRIATE CHECKLIST WAS PREFORMED, EMERGENCY GEAR EXTENSION WAS INEFFECTIVE AND THE AIRCRAFT WAS LANDED AS PRESCRIBED IN THE CHECKLIST

Part: LANDING GEAR — FAULTED (ZONE 700) · airframe 29,390 hrs · 35,399 cycles

ON DECENT WHEN GEAR WAS SELECTED DOWN ONLY THE NOSE AND LEFT GEAR DOWN LIGHTS ILLUMINATED, THE PRESS TO TEST WAS CHECKED AND THE BULB WAS NOT BURNT OUT SO ATC WAS ADVISED AND THE APPROACH WAS BROKEN OFF TO RUN THE APPROPRIATE CHECKLIST. EMERGENCY EXTENSION AS PRESCRIBED IN THE CHECKLIST WAS INEFFECTIVE IN ILLUMINATING THE RIGHT GEAR DOWN LIGHT SO CHIEF PILOT WAS CONTACTED TO ADVISE, THE DECISION WAS MADE TO DECLARE AN EMERGENCY AND LAND RUNWAY 17 AND HAVE ALPINE GROWN PERSONAL WAITING TO GET THE GEAR PINS IN ASAP. A SOFT LANDING WAS MADE WHILE PUMPING THE EMERGENCY GEAR HANDLE AS INSTRUCTED IN THE CHECKLIST. THANKFULLY THE GEAR NEVER COLLAPSED AND THE AIRCRAFT WAS BROUGHT TO A SAFE STOP. MX CLEANED DOWN LOCK SWITCH CONNECTOR AND ADJSUTED LOWN LOCK SWITH IAW BEECH KING AIR 200 MM 32-60-01. OPS CHECK GOOD.

Part: BLOWER MOTOR — INOPERATIVE (ZONE 100) · airframe 41,393 hrs · 49,016 cycles

WAS IN CRUISE FROM MKG TO IND FOR ABOUT 5 MINUTES. BEGAN TO SMELL ODOR. GOT SLIGHTLY STRONGER WITHIN ABOUT 2 MINUTES. CHOSE TO DIVERT TO SBN. ON APPROACH/FINAL RADIOS CUT IN AND OUT.

Part: ELECTRICAL BOX — CONTAMINATED (ZONE 200) · airframe 37,172 hrs · 52,153 cycles

WHILE IN CRUISE FLIGHT THE CIRCUIT BREAKER PANEL STARTED SMOKING. PILOT REQUESTED APPROACH FOR PRIORITY IN HELENA, MT. PILOT SAID THE SMOKE SHORTLY STOPPED AFTER 5 SECONDS. PILOT HAD A NORMAL LANDING IN KHLN AND CONTACTED MAINTENANCE. MAINTENANCE SAID THAT DE-ICE FLUID HAD LEAKED INTO THE PANEL.

Part: ENGINE — POWER LOSS (LEFT) · airframe 41,208 hrs · 49,359 cycles

AFTER LEVELING OFF AT 14000' LEFT FUEL PRESSURE ANNUNCIATION CAME ON, STNADBY PUMP TURNED ON, FUEL PRESSURE ANNUMC REMAINED ON, FLOW DROPPED, ENGINE ROLLED BACK. PUSHED PROPS/POWER UP, LEFT ENGINE REMINED ROLLED BACK (11%) N1. SHUTDOWN ENGINE CUTOFF, FEATHERED, FIREWALL, RAQN THROUGH QRH FIRE/FAILURE ABOVE 1500. NO FOD/FIRE/OIL LEAK, RAN QRH FOR AIR START RESTARTED NORMAL RAN WITH AND WITHOUT STANDBY PUPMP FOR REST OF FLIGHT. LANDED WITH L STANBY PUMP ON AS PRECAUTIN, TEMPS PRESSURES NORMAL.

Part: UNKNOWN — ODOR (CABIN) · airframe 39,174 hrs · 46,717 cycles

WHILE IN CRUISE FLIGHT AT 10,000FT PILOT BEGAN TO SMELL SOMETHING SUSPICIOUS. MOMENTS LATER THE PILOT EXPERIENCED A LEFT AC BUS FAILURE AND BEGAN TO SEE SMOKE COMING FROM UNDERNEATH THE CO-PILOTS SIDE OF THE AVIONICS PANEL. IMMEDIATELY PROCEEDED WITH THE MEMORY ITEM OF TURNING OFF THE LEFT AC BUS INVERTER. THE PILOT BEGAN TO STABILIZE THE AIRCRAFT USING STANDBY INSTRUMENTS AND SHORTLY AFTER DECLARED AN EMERGENCY. THEPILOT ALSO DONNED MY 02 MASK WHILE RUNNING THE QRH FOR THE AC BUS FAILURE AND RECEIVING VECTORS FOR THE ILS RWY32 INTO KHUF. UPON LANDING THE PILOT SAFELY VACATED THE RUNWAY AND IMMEDIATELY SHUT DOWN THE AIRCRAFT ON A TAXIWAY.

Part: INSTRUMENT PANEL — SHORTED (ZONE 200) · airframe 42,446 hrs · 50,847 cycles

OVER FFU VOR THE INSTRUMENT INDIRECT LIGHTS STARTED FLICKERING INTENSELY. SHORTLY AFTER THERE WAS A STRONG BUT DISTINCT SMELL OF BURNING ELECTRONICS. THEN THE POTENTIOMETER FOR THE INSTRUMENT INDIRECT LIGHTS BECAME AN “ON/OFF” SWITCH, AND THE SMELL BEGAN TO FADE.

Part: WINDSHIELD — CRACKED (ZONE 200) · airframe 28,670 hrs · 45,646 cycles

I WAS ON THE LARKS3 ARRIVAL IN LIGHT PRECIPITATION DESCENDING OUT OF 16,000 FEET. AIRSPEED WAS AT 190 KNOTS AND AS I WAS PASSING 15,500 FEET, HEARD A LOUD BANG AND SAW A BRIGHT FLASH OFF THE RIGHT HAND SIDE OF THE AIRCRAFT. LOOKED UP AND SAW THAT MY RIGHT HAND WINDSHIELD WAS CRACKED. IN IMC IN ICING CONDITIONS AND I ELECTED TO KEEP MY WINDSHIELD HEAT ON AND SLOW THE AIRCRAFT DOWN TO 140 KNOTS. I THEN DECLARED AN EMERGENCY AND PROCEEDED TO DENVER AS IT WAS 30 NAUTICAL MILES AWAY WITH MAINTENANCE AND FAMILIARITY. THE LITTLE I SAW OF THE BRIGHT FLASH SEEMED TO BE SAINT ELMO’S FIRE. NO LIGHTENING OR CONVECTIVE ACTIVITY WAS PRESENT.

Part: ENGINE — POWER LOSS (LEFT) · airframe 20,221 hrs · 28,228 cycles

ON DESCENT TO RWY 27, ON ABOUT AN 8 MILE FINAL I REDUCED POWER TO SLOW DOWN. WHEN I WENT TO ADD POWER ONCE AGAIN THE LH SIDE PRODUCED NO ADDITIONAL THRUST. UPON LOOKING AT THE ENGINE INDICATIONS I NOTICED N1 WAS AT 35%, AUTO IGNITION WAS ACTIVATED, AND AUTO FEATHER HAD BEGUN TO FEATHER THE PROP. SINCE I WAS ON APPROACH AND STABLE I ELECTED TO COMPLETE THE ENGINE FAILURE MEMORY ITEMS TO SECURE THE ENGINE. LANDING WAS UNEVENTFUL. HELENA AIRPORT IRE/RESCUE MET ME ON THE RAMP BUT NO ADDITIONAL ASSISTANCE WAS REQUIRED.

Part: ENGINE — LOW TORQUE (LEFT) · airframe 42,349 hrs · 50,718 cycles

TAXIED FROM THE RAMP INTO THE RUN UP AREA, DID RUN UPS AS NORMAL NOTHING ABNORMAL DETECTED. TOOK OFF 16L REACHED V1 AND ROTATED AS I NOTICED THE PLANE WAS A LITTLE SLUGGISH TO LEAVE THE GROUND AS I GOT AIRBORNE I NOTICED THE TORQUE FOR THE LEFT ENGINE STARTING TO CLIMB I TRIED TO PULL IT BACK BUT IT CONTINUED TO CLIMB. I THEN SECURED THE ENGINE AS THE TORQUE WAS GOING PAST 4500 AND NOTICED I WAS HAVING A HARD TIME MAINTAINING ALTITUDE. I NOTICED THE PROBLEM HADN’T FEATHERED SO I FEATHERED IT AND GOT MY PERFORMANCE BACK. I DECLARED AN EMERGENCY AND TURNED LEFT FOR A DOWNWIND TO RETURN TO 16L. AS I TURNED BASE I NOTICED IT WOULD BE SAFER AND EASIER TO LAND 16R SO I SWITCHED TO 16R AND LANDED NO FLAPS WITHOUT ISSUE. I EXITED A5 AND SHUTDOWN THE PLANE AND WAITED FOR THE TUG TO TAKE ME BACK TO THE RAMP.

Part: NONE — NONE (NONE) · airframe 32,559 hrs · 39,272 cycles

DEPARTED VFR FROM GPI, CLIMBED TO 14000 VFR. SAW WEATHER ON GPS, DEVIATED LEFT/NORTH OF COURSE TO STAY AWAY FROM THUNDERSTORM AND LIGHTNING. ENTERED IMC AROUND 14500 AND ENCOUNTERED UPDRAFTS GREATER THAN 2800FPM, MOD RIME ICE, HAIL, CLOUD TO CLOUD LIGHTNING. SLOWED TO VA. DURING CLIMB COULD NOT ACCELERATE PAST 140KTS(600-700FPM CLIMB). AT ROUGHLY 17000 FEET ENCOUNTERED UPDRAFTS, POWER IDLE, NOSE 20DEGREES DOWN, AIRSPEED INCREASING PAST 190. ENCOUNTERED HAIL. ROUGHLY 20 SECONDS. VMC CONDITIONS BY FL210/55MI FROM GPI. REPORTED PIREP TO SLC 133.4.

Part: LANDING GEAR — FAULTED (ZONE 100) · airframe 40,337 hrs · 48,465 cycles

DURING FLINAL APPROACH, ALL THREE BUSS TIE ANNUCIATOR LIGHTS ILLUMINATED INDICATING A FAILURE OF THE CENTER BUS. I VERIFIED THE STATUS OF THE ELECTRICAL SYSTEM AND CONFIRMED NO VOLTAGE ON THE CENTER BUS. I REFERRED TO THE QRH DUE TO THE LOSS OF THE CENTER BUSS, THE GEAR WOULD NOT EXTEND NORMALLY. DECLARED AN EMERGENCY AND SUCCESSFULLY PUMPED THE GEAR DOWN MANUALLY. I GOT 3 GREEN BUT OPTED TO DO A LOW APPROACH TO HAVE THE TOWER VERIFY THE GEAR WAS DOWN. ENTERED THE TRAFFIC PATTERN AND LANDED UNEVENTFULLY. TAXIED TO PARKING TO OFFLOAD. I DEBRIEFED WITH ARFF AT SDF, COMPANY MOC. PILOT DID COMPLETE NORMAL SYSTEM CHECKS ON THE FIRST LEG TO LRD WITHOUT ANY ISSUES. THOSE CHECKS INCLUDED CHECKING THE BUS TIES AND BUS SENSE. ALL CHECKS WERE SATISFACTORY.

Part: ENGINE — FAULTED (NR 1) · airframe 28,487 hrs · 34,837 cycles

ON FIANL APPROACH TO LANDING PILOT GOAT A NUMBER 1 ENGINE FUEL PRESSURE LIGHT ON QUICKLY FOLLOWED BY THE SAME ENGINE RILLING BACK AND SHUTTING OFF. AT THIS POINT THE PILOT WAS ON FINAL SO THE PILOT CONTINUED TO LAND AND WAS ABLE TO TAXI BACK.

Part: ENGINE — LOW TORQUE (LEFT) · airframe 40,322 hrs · 48,460 cycles

AFTER DESCENDING AND LEVELING OFF LEFT ENGINE TORQUE NOT RISING PROPERLY AND INCORRECT ENGINE CONTROL / FEEL, PILOT NOTICED IMPROPER POWER OUT OF LEFT ENGINE AND DECLARED EMERGENCY DUE TO PARITIAL POWER ON LEFT ENGINE. PILOT WAS CLEARD TO LAND. LANDED SAFELY AND HOD NO OTHER ISSUES.

Part: ENGINE — POWER LOSS (LEFT) · airframe 40,322 hrs · 48,460 cycles

AFTER DESCENDING AND LEVELING OFF LEFT ENGINE TORQUE NOT RISISNG PROPERLY AND INCORRECT ENGINE CONTROL/FEEL, PILOT NOTICED IMPROPER PWOER OUT OF LEFT ENGINE AND DECLARED EMERGENCY DUE TO PARITAL POWER ON LEFT ENGINE. PILOT WAS CLEARED TO LAND. LANDED SAFELY AND HAD NO OTHER ISSUES.

Part: DIODE — FAILED (INSTRUMENT PNL) · airframe 28,566 hrs · 42,707 cycles

6 MILES FROM IAF OKAVE FOR RNAV 35 INTO KRXE SMELLED SOMETHING ACRID & LOOKED AROUND COCKPIT. SAW A SMALL BIT OF WHITE SMOKE COMING OUT FROM LOWER RT OF INSTRUMENT PANEL. SAW ANOTHER PUFF OF SMOKE & A FAINT FLICKERING LIGHT IN REFLECTION OF THE PNEUMATIC PRESSURE GAUGE. TURNED OFF PANEL LIGHTS & TURNED OFF OTHER ELECTRICAL SOURCES, LOOKED AT CIRCUIT BREAKER PANEL & VERIFIED NO TRIPPED BREAKERS. CONTINUED TO MONITOR PANEL & FIRE THERE WAS DID NOT APPEAR TO SPREAD OR WORSE. SMOKE STOPPED EMANATING FROM PANEL. TOLD ATC I HAD A POTENTIAL ELECT FIRE & THEY ASKED IF I WANTED TO DECLARE AN EMERGENCY & ASKED IF I NEEDED ANY ASSISTANCE. SINCE ISSUE APPEARED TO ME TO BE UNDER CONTROL, DIDN’T WANT TO DECLARE & DIDN’T NEED ANY ASSISTANCE SINCE WAS IN VMC SO CLOSE TO DESTINATION & SUFFERED NO LOSS OF SYSTEMS OR CONTROLS. ALREADY HAD CLEARANCE, CONTINUED APPROACH & LANDED IN VMC. AFTER LANDING, BROUGHT FLAPS UP & TURNED OFF AVIONICS & BATTERY MASTER SWITCHES, CALLED FLT SERVICES HAD LANDED SAFELY. AT NO POINT DID IT SEEM NECESSARY TO ENGAGE COCKPIT FIRE EXTINGUISHER. MECHANIC FOUND THAT A PANEL CONTAINING THE DIODES FOR INSTRUMENT BACKLIGHTING WAS THE CULPRIT. ONE OF THE DIODES HAD SHORTED & ARC CREATED FLASHING & SMOKE. THE LIGHT PANEL WAS REMOVED AND PANEL LIGHTS WERE DEFERRED.

Part: INDICATION SYS — FALSE INDICATION (NLG) · airframe 41,852 hrs · 70,431 cycles

ON APPROACH TO 16L SLC, EXTENDED GEAR AND CONFIGURED FOR LANDING. NEGATIVE GEAR INDICATION FOR THE NOSE GEAR, WENT AROUND AND REQUESTED DELAY VECTORS TO TROUBLE SHOOT. CYCLED THE GEAR WITH NO CHANGE TO NOSE GEAR INDICATION. TESTED THE BULBS, WITH NO ILLUMINATION TO THE NOSE GEAR BULB. NO HORNS OR LIGHTS WITH GEAR EXTENDED. DECIDED TO EXECUTE THE EMERGENCY GEAR EXTENSION PROCEDURE AND DECLARE AN EMERGENCY JUST IN CASE OF A LANDING GEAR FAILURE. EXECUTED A LOW APPROACH OVER 16R TO HAVE ANOTHER AIRCRAFT VERIFY IF THE NOSE GEAR WAS EXTENDED AND THEY REPORTED THAT IT WAS EXTENDED. FLEW A NORMAL TRAFFIC PATTERN WITH THE LANDING GEAR EXTENDED AND LANDED ON 16R, TAXI’D TO NORTH CARGO WITHOUT INCIDENT.

Part: WIRE — SHORTED (CARGO DOOR) · airframe 43,222 hrs · 66,921 cycles

DURING CLIMB PILOT NOTICED BLUE SMOKE THAT SMELLED ELECTRICAL. HE CALLED IN FOR EMERGENCY LANDING, OPEDED HIS WINDOWS AND VENTS AND RETURNED BACK TO BIL FOR TROUBLE SHOOTING ON THE AIRCRAFT. MX FOUND WIRE FOR NOSE BAG DOOR WARNING SHORTED AND DEACTIVATED CABIN HEATER CIRCUIT LIMITING RESISTER. WIRES WERE REPAIRED AND AIRCRAFT WAS RETURNED TO SERVICE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 29,845 hrs · 37,320 cycles

DEPARTED THIS MORNING AS 5042 FOR KOLF. NO RUNWAY NOTAM, SO I CONTACTED CLINT AND HE SAID 1 INCH DRY SNOW. UPON ARRIVING TO OLF FOUND 2 INCH DRY SNOW OVER ICE, POOR BRAKING ACTION. LANDED AND SHUTDOWN UNEVENTFULLY. IN THE EVENING OPERATED AS 5041. I PREFLIGHTED AND VISUALLY INSPECTED BOTH TIRES AND BRAKES, AND DID NOT WITNESS ANY ISSUES VISUALLY AT THE TIME. AFTER UNEVENTFUL LOADING AND START, FOUND LEFT MAIN LANDING GEAR BRAKE TO BE FROZEN. WAS ABLE TO TAXI WITH HIGH POWER AND IT BEGAN ROLLING. CONTINUED TAXI ACROSS RAMP AND DOWN RUNWAY 29 WITH NO OTHER INDICATIONS OF AN ISSUE. UPON ROTATING AT 96 KIAS FELT THE LEFT MAIN GEAR “GRAB” AS IF BRAKES HAD BEEN APPLIED. I ENSURED I WAS NOT ON THE BRAKE PEDAL AND CONTINUED WITH THE FLIGHT. WITHOUT KNOWING THE CONDITION AND ONLY BEING ABLE TO ASSUME IT WAS LOCKED AGAIN, I DECLARED AN EMERGENCY WITH BIL APPROACH. AT THE TIME I HAD 1200 POUNDS OF FUEL, 883 POUNDS OF CARGO AND ONLY MYSELF ON BOARD. I ADVISED THEM IT WAS A BRAKE ISSUE, AND REQUESTED THE OPTION FOR 28R TOATTEMPT A TOUCH AND GO TO UNLOCK THE STUCK BRAKE. I ALSO INFORMED FLIGHT FOLLOWING AND AMANDA OF THE ISSUE. AFTER BEING CLEARED FOR THE OPTION I DID A FIRM TOUCH AND GO TO CONFIRM THE BRAKE WAS UNLOCKED. IT GRABBED SLIGHTLY IN THE BEGINNING THEN UNLOCKED AND ROLLED UNTIL I WAS AIRBORNE AGAIN. I MADE RIGHT TRAFFIC FOR 28R AND LANDED UNEVENTFULLY. AIRPORT OPS MET ME AT POSTAL, TOOK MY NAME NUMBER AND ADDRESS AND SAID I SHOULD NOT EXPECT ANYTHING FURTHER. I CONTACTED AMANDA, MAINTENANCE, AND FLIGHT FOLLOWING.

Part: UNKNOWN — ODOR (UNKNOWN) · airframe 41,208 hrs · 53,775 cycles

ON ROTATION SMELL OF SMOKE IN COCKPIT AND I REQUESTED IMMEDIATE TURN BACK TO THE APPROACH. FLAP CIRCUIT BREAKER WAS POPPED.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 30,459 hrs · 37,576 cycles

DURING CLIMB OUT OF SLC, PILOT NOTICED SMOKE COMING OUT FROM THE FUEL PANEL. DECLARED AND EMERGENCY AND REQUESTED RETURN TO SLC. SMOKE STOPPED ON ITS OWN AFTER ABOUT 5-10 SECONDS, STILL RETURNED TO SLC.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 28,149 hrs · 42,319 cycles

ELECTRICAL FAILURE IN FLIGHT RESULTING IN LOSS OF ALL AVIONICS/SOME FLIGHT INSTUMENTS, RETURNED TO KBIL AND DECLARED EMERGENCY USING CELL PHONE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 37,900 hrs · 47,865 cycles

NORMAL TAXI/RUN UP/TAKEOFF / CLIMB. AS I WAS LEVELING OFF FUEL PRESSURE LOW ON RH ENG ILLUMINATED, SWITCHED ON STANDBY PUMP AND LIGHT EXTINGUISHED LOOKED FOR AND FOUND NO SECONDARY INDICATIONS OF IMPENDING FAILURE. REDUCED POWER TO CRUISE SETTING AND SCANNED INSTRUMENTS AGAIN. THIS TIME THE OIL PRESSURE BEGAN TO FLUCTUATE AND VERY SLOWLY START TO DECREASE. REDUCED POWER FURTHER ON THE RH ENGINE TO OBSERVE THE RESULT. OIL PRESSURE CONTINUED TO DROP. ONCE THE OIL PRESSURE FLUCTUATIONS REACHED LOWER REDLINE THE OIL PRESSURE LOW LIGHT ILLUMINATED (TOOK ABOUT 2 MINUTES FOR OIL PRESSES TO DROP TO REDLINE). IMMEDIATELY SECURED ENGINE USING THE IMMEDIATE ACTION ITEMS AND THEN COMPLETED APPROPRIATE CHECKLISTS. REQUESTED RETURN TO KBIL AND LANDED SINGLE ENGINE UNEVENTFULLY. SWAPPED OUT AIRCRAFT AND COMPLETED LATE TO BZN.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 41,953 hrs · 53,607 cycles

ABOUT 15 MINUTES PRIOR TO LANDING DURING DESCENT INTO SLC, NOTICED A BAD SMELL. ABOUT A MINUTE AFTER I NOTICED THE SMELL THERE WAS SMOKING COMING UP FROM BEHIND THE DASH. DUMPED THE CABIN, THREW THE MASK ON, DECLARED AN EMERGENCY. I WAS OVER TVY AND ORIGINALLY ASKED TO LAND THERE, BUT AFTER DUMPING THE CABIN, TURNING MY HEATS AND LIGHTS OFF, AND GETTING FRESH AIR IN IT SEEMED THE SMOKE STOPPED SO I CONTINUED TO SLC.GOT OFF THE RUNWAY WITH NO SMOKE, SO TAXIED TO THE RAMP AND SHUTDOWN

Part: TRANSDUCER — UNKNOWN (UNKNOWN) · airframe 47,552 hrs · 48,441 cycles

AFTER TAKEOFF WHILE CLIMBING THROUGH ROUGHLY 6000 FEET THE TORQUE AND ITT BEGAN TO SLOWLY FALL. AFTER PILOT NOTICED THE DECREASE HE REQUESTED TO GO BACK TOWARD THE AIRPORT AND BEGAN TO TROUBLE SHOOT. HE INCREASED AND DECREASED THE POWER LEVERS AND NOTICED VERY LITTLE CHANGE. THE TORQUE KEP SLOWLY DECREASING. HE CYCLED THROUGH INVERTERS TO ENSURE IT WASN'T A GAUGE. AT THAT TIME HE REQUESTED A CLEARANCE BACK TO THE AIRPORT AT WHICH TIME HE EXECUTED A VISUAL APPROACH TO RUNWAY 28R.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 41,927 hrs · 42,989 cycles

THE LEFT BLEED AIR FAILURE WARNING LIGHT CAME ON IN CRUISE. THE SMELL OF SMOKE, POSSIBLY FROM ELECTRICAL INSULATION, WAS ALSO PRESENT IN THE COCKPIT. WE MOVED THE LEFT BLEED AIR SWITCH TO INSTRUMENT AND ENVIRO OFF. AFTER CONSULTING 21-1-3 IN THE MEL WE DETERMINED THAT WE WOULD NOT BE ABLE TO DEFER THE BLEED AIR WARNING LIGHT IF WE CONTINUED TO KRWL AND LANDED THERE BECAUSE WE COULD NOT CONFIRM ALL GYRO INSTRUMENTS EXCEPT FOR THE COPILOT’S RATE OF TURN INDICATOR WE’RE ELECTRICALLY DRIVEN AND ALSO BECAUSE WE WERE FLYING THROUGH ICING CONDITIONS WHEN THE ANOMALY WITH THE LIGHT OCCURRED AND EXPECTED TO FLY BACK THROUGH THOSE SAME ICING CONDITIONS ON THE WAY BACK TO KDEN. KRWL HAS NO MAINTENANCE FACILITIES, NOR DOES IT HAVE AN A&P AT THE AIRPORT, . WE DIVERTED BACK TO KDEN. AFTER WE LANDED AT KDEN, THE MECHANIC TOOK A LOOK UNDER THE FLOORBOARDS AND TOLD US THAT ONE OF THE CONNECTIONS IN THE BLEED AIR LINES FROM THE LEFT ENGINE APPEARED TO HAVE PARTIALLY COME APART.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 42,910 hrs · 80,845 cycles

BOTH COMES STUCK ON TRANSMIT APPROXIMATELY 29NM NORTH OF CORINN. CYCLED RADIOS AD AVIONICS, COULD NOT GET COMMS TO STOP TRANSMITTING. SQUAWKED 7600, CALLED ATC ON A CELL PHONE WITH INTERMITTENT SUCCESS. EXCITED VISUAL APPROACH 34L. LANDED SAFELY, TAXIED BACK COMMUNICATING WITH GROUND VIA CELL PHONE.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 27,898 hrs · 44,678 cycles

PILOT GOT FUEL IN MORNING AND L WENT TO GO CHECK ON MECHANIC THAT WAS WORKING ON A SEPERATE ISSUE. PILOT NOTICED A FUEL TRUCK PULLNG AWAY SO PILOT WALKED OVER TO WINGS AND DID A CHECK OF THE CAPS AND THEY BOTH SEEMED TO BE IN PLACE. WHEN PILOT CAME BACK IN THE EVENING HE DID HIS NORMAL PREFLIGHT WALK ARAOUND AND AGAIN EVERYTHING SEEMED TO BE IN PLACE. PILOT LOADED CARGO AND TAXIED TO THE RUNWAY FOR TAKEOFF. AFTER LIFT OFF HE WAS CONTACTED BY THE FBO WHO SAID THEY SAW SOMETHING COMING OUT OF HIS RIGHT ENGINE/WING. PILOT LOOKED AND SAW THAT THE FUEL CAP WAS MISSING AND TURNED BACK TO THE AIRPORT AND LANDED AGAIN. AIRPORT OPS CHECKED THE RUNWAY AND FOUND THE CAP ON THE APPROACH END OF A SMALLER RUNWAY HE USED TO TAXI.

Part: NONE — NONE · airframe 29,594 hrs · 37,005 cycles

STARTED TRAINING FLIGHT, DID TRIM RUNAWAY, STEEP TURNS, CRUISE STALL, APPROACH TO LAND STALL. ON APPROACH TO LAND STALL RECOVERY, NOSE GEAR INDICATOR STAYED GREEN, BOTH MAIN INDICATORS WENT OUT BUT IN TRANSIT RED HANDLE LIGHT STAYED ON. RECYCLED GEAR AFTER 2 MINS TO SEE IF IT WOULD GO UP OR DOWN. NO CHANGE. TESTED INDICATOR WITH POWER LEVER HORN AND FLAP HORN, BOTH WENT OFF SAYING GEAR WAS NOT DOWN/LOCKED. DECIDED TO PUMP GEAR DOWN AND END LESSON EARLY TO RETURN TO LAND. WENT THROUGH EMERGENCY GEAR EXTENSION CHECKLIST, GOT 3 GREEN LIGHTS AFTER APPROX 6 PUMPS OF HANDLE SUGGESTING GEAR WAS BARELY UNLOCKED AND HAD NOT STARTED TO REALLY RETRACT AT ALL. HAD APPROACH ROLL TRUCKS AT BIL JUST IN CASE, LANDED AND TAXIED TO PARK WITHOUT INCIDENT.

Part: WIRE — BROKEN (NOT REPORTED) · airframe 29,572 hrs · 36,984 cycles

AFTER DEPARTING SLC WHILE PILOT SMELLED BURNING ELECTRICAL FUMES DURING THE CLIMB TO 10,000 MSL. HE TURNED OFF THE NON-ESSENTIAL ELECTRONIC AND RAN THE EMERGENCY CHECKLIST FOR ELECTRICAL FIRES. THIS DID NOT PRODUCE ANY CHANGE SO HE CANCELLED THE FLIGHT AND RETRUNED TO KSLC IMMEDIATELY.

Part: ENGINE — FAULTED · airframe 30,118 hrs · 45,567 cycles

DEPARTED DENVER. EVERY INDIRECTION ON TAKEOFF & CLIMB WAS NORMAL UNTIL 10 MINUTES INTO CRUISE AT 16,000FT, WHEN TORQUE GAUGE BECAME ERRATIC, PILOT WATCHED GAUGE FOR ABOUT A MINUTE & TAPPED GAUGE A FEW TIMES TO CHECK IF IT WAS GETTING STUCK. THE LOW OIL PRESSURE LIGHT CAME ON FOR LT ENGINE. PRESSURE ON ENGINE WAS 50PSI. DECIDED TO RETURN TO DIA , ADVICED ATC NEEDED TO RETURN BUT DID NOT DECLARE AN EMERGENCY. LANDED WITHOUT INCIDENT. ENTIRE WAY BACK, THE ENGINE CONTINUED TO LOSE OIL PRESSURE DOWN TO BELOW REDLINE ENGINE WAS OPERATING NORMALLY & FELT PERFECTLY NORMAL WITH NO INDICATIONS THAT WOULD SUGGEST A FAILURE. ELECTED TO KEEP THE ENGINE RUN. ONCE SAFELY ON THE GROUND, SHUTDOWN ENG AND TAXIED TO RAMP.

Part: CONTROL CABLE — BROKEN (RUDDER) · airframe 41,652 hrs · 49,871 cycles

CONTROL CHECK PRIOR TO FLIGHT NORMAL. FLIGHT KBIL - KGPI. NOTHING NOTICED UNTIL ON LAST 1/4 OF APPROACH, NO RESPONSE FROM RUDDER PEDALS. LANDED THE PLANE UNEVENTFUL.ONCE WEIGHT ON WHEELS NOSE STEERING OPERATED NORMALLY. TAXIED, PARKED AND NOTIFIED MOC. GLACIER JET SERVICE OPENED UP PLANE, FOUND LEFT RUDDER CABLE BROKEN.

Part: NONE — NONE · airframe 45,946 hrs · 66,308 cycles

WE WERE SCHEDULED FOR AN AIRCRAFT SWAP IN KBTM. I TOOK OFF OUT OF KRXE AT 10AM ON OUR IFR FLIGHT PLAN. ON THE WAY INTO KBTM WE ENCOUNTED SOME WEATHER, WE DID THE ILS 15 INTO KBTM. INBOUND ON THE ILS WE PUT THE GEAR DOWN AND NOTICED WE DIDN'T HAVE THE RIGHT GEAR INDICTION SO WE WENT MISSED AND FLEW THE HOLD AND NOTIFIED SALT LAKE CENTER. WE TROUBLE SHOOTED IN THE HOLD AND COULDN'T GET THE LIGHT TO INDICATE WE HAD ENOUGH FUEL TO FLY BACK TO SALT LAKE CITY, SO WE DIVERTED THERE. ONCE ON WITH SALT LAKE APPROACH WE PUMPED THE GEAR DOWN AND DID A VISUAL LOW APPROACH TO VERIFY THE GEAR WAS DOWN. AFTER WE GOT TOLD THE GEAR APPEARED TO BE DOWN WE LANDED 35 SAFELY.

Part: NONE — NONE · airframe 42,679 hrs · 80,600 cycles

LOSS OF OIL PRESSURE RIGHT ENGINE. AIRCRAFT PREFLIGHT SHOWED NO INDICATIONS OF MAJOR OIL LEAKS AND OIL QUANTITY WAS AT 2 ON THE DIP STICK. NORMAL ENGINE INDIDCATIONS DURING TAXI, RUN UP, TAKE OFF AND CLIMB. AFTER CRUISE AND BEFORE TREND MONITORING, RIGHT ENGINE "LOW OIL PRESSURE" LIGHT ILLUMINATED AND IOL PRESSURE GAUGE SHOWED .2 DECLINE. PILOT DOUBLE CHECKED OIL PRESSURE LIGHT AND CONFIRMED LOSS OF OIL PRESSURE THEN PERFROMED THE EMERGENCY ENGINE SHUT DOWN MEMORY ITEMS. PIKOT CALLED ATC AND DECLARED AN EMERGENCY. LINED UP WITH RNWAY 34R APPOXIMATELY 10 MILES OUT AND FOLLOWED THE REST OF THE EMERGENCY CHECKLIST. TIME FROM LOW OIL PRESSURE LIGHT TO ENGINE SHUT DOWN WAS APPROXIMATELY 1 MINUTE. PILOT LANDED SINGLE ENGINE AND TAXIED TO THE RAMP WITH NO FURTHER DIFFICULTIES OR PROBLEMS. UPON INSPECTION OF THE RIGHT ENGINE, THE OIL CAP WAS PROPERLY SECURED AND THERE WAS NO OIL LEFT IN THE ENGINE. THE ENGINE SEEMS TO HAVE SEIZED, BUT SHOWED NO INDICATIONS OF SEIZING DURING ENGINE SHUT DOWN IN FLIGHT. LOSS OF OIL OCCURED INTERNALLY IWTH NO EXTERNAL INDICATIONS OF OIL LEAK.

Part: ENGINE — LOW TORQUE (ZONE 500) · airframe 41,945 hrs · 51,617 cycles

NORMAL START, NORMAL RUNNUP. ADVANCED POWER ON RWY 28R AND MANIPULATED POWER LEVERS TO MATCH TORQUES. ROTATED AT VR AND NOTICED AN ABNORMAL SPLIT IN THE POSITION OF THE POWER LEVERS. SCANNED THE ENGINE INSTRUMENTS FOR ANY ABNORMALITIES AND FOUND THE LEFT ENGINE ITT TO BE SLIGHTLY HIGHER THAN THE RIGHT ENGINE, THE TORQUE ON THE LEFT ENGINE WAS LOWER THAN THE RIGHT ENGINE AND THE TURBINE RPM WAS SIGNIFICANTLY HIGHER THAN THE RIGHT ENGINE. CONTINUED CLIMB TO PATTERN ALTITUDE AND UTILIZING BOTH ENGINES. INFORMED TOWER OF INTENT TO RETURN TO THE FIELD FOR ENGINE ABNORMALITY. IN THE DOWNWIND AND AT OR ABOVE PATTERN ALTITUDE, AGAIN CONFIRMED THE ABNORMAL ENGINE CONDITIONS AND REDUCED THE POWER ON THE LEFT ENGINE IN LEVEL FLIGHT. EXECUTED ENGINE SHUTDOWN IN FLIGHT TO PREVENT FURTHER DAMAGE TO LEFT ENGINE AND COMPLETED THE REMAINDER OF THE NON-MEMORY ITEMS IN THE CHECKLIST. COMPLETED AN UNEVENTFUL LANDING WITH THE LEFT ENGINE SECURED AND FEATHERED. MADE A LEFT TURN OFF ON TAXIWAY ECHO AND SHUT THE AIRCRAFT DOWN AFTER THE HOLD SHORT LINE.SHUT DOWN THE AIRCRAFT AND EDWARDS JET CENTER TOWED THE AIRCRAFT BACK TO THE UPS RAMP TO OFF-LOAD CARGO ONBOARD.

Part: DOOR — UNSECURE · airframe 42,648 hrs · 80,555 cycles

AFTER LOADING THE AIRCRAFT PILOT DID A FINAL WALK AROUND WHERE HE COMPLETED HIS CHECKLIST THAT ALL LATCHES WERE PUSHED IN AND LOCKED TO THE BEST OF MY KNOWLEDGE. AFTER A RUN UP THE TOOK OFF RUNWAY AND CLIMBING OUT OF 200 FEET PILOT FELT WHAT HE THOUGHT WAS TURBULENCE AND SOME SLIGHT DRAG ON THE RIGHT SIDE BUT NOTHING THAT FELT TOO OUT OF THE ORDINARY. OUR OF 400AGL PILOT MADE A RIGHT TURN AND THAT IS WHEN HE HEARD A LOUD BANG. AT FIRST HE DID NOT KNOW WHAT HAPPENED AND LOOKED AT HIS GUAGES AND EVERYTHING LOOKED NORMAL AND THAT'S WHEN THE CO-PILOT CADEN NOTICED THAT THE BAGGAGE DOOR WAS OPEN AND PILOT ASSUMED A PACKAGE HAD HIT THE PROP AND THE RIGHT SIDE WAS SOUNDING FUNNY. PILOT DECLARED AN EMEREGENCY AND MADE VERY SMALL TURNS AND LANDED 16R WITHOUT USING REVERSE AND TAXIED BACK TO THE NORTH CARGO RAMP.

Part: GENERATOR — INOPERATIVE · airframe 29,329 hrs · 36,695 cycles

LEFT BOTH STARTERS ON AFTER START UP ( FLEW A B MODEL FOR 2 WEEKS AND GOT USED TO THE NON LOCKING TOGGLE SWITCH), COUPLE MINUTES AFTER TAKE OFF I NOTICED THE GENERATOR FAIL. TOLD SLC I WAS RETURNING AND LOST POWER. MADE THE DECISION TO FLY INTO KPVU. MADE ATTEMPTS TO CALL SLC AND PVU TOWER BUT I HAD INSUFFICIENT SERVICE. WHILE DOING SO I RAN GEN INOP CHECKLIST, CHECKED BREAKERS, AND DID THE E GEAR EXTENSION. I WAS TEXTING THE FAA AND HAD PVU TOWER VERIFY MY GEAR WAS DOWN. LANDED AT PVU, TAXIED TO THE ALPINE HANGAR, AND CALLED SLC TRACON.

Part: ENGINE — SHUTDOWN · airframe 42,939 hrs · 51,029 cycles

PS NORMAL THROUGH 10,000 FT. CLIMBING THROUGH ABOUT 10500 FT THE PILOT NOTICED THE RH TORQUE GAUGE BEGIN TO FALL, THEN THE RH OIL PRESSURE LIGHT CAME ON. PILOT FELT A YAW, WAITED ABOUT THIRTY SECONDS TO CONFIRM FAILURE, SECURED THE ENGINE AND RETURNED BACK TO BIL.

Part: ENGINE — SHUTDOWN · airframe 26,127 hrs · 30,713 cycles

LIGHT WAS FROM KHDN TO KCYS THEN KDEN. PILOT PICKED UP CLEARANCE FOR KCYS AT THE END OF THE TAXIWAY. PILOT DID A REDUCED POWER TAKEOFF FROM RWY 10. UPON REACHING 1,500' AGL PILOT RAISED THE FLAPS REDUCED TORQUE A FEW 1000"/LBS THEN HE BROUGHT THE PROPS BACK TO 1550 RPM. WHILE REDUCING THE PROP RPM'S THE RIGHT PROP RPM GAUGE WENT TO 0. THE ENGINE GAUGES SHOWED ENGINE STILL RUNNING. PILOT REALIZED THAT THE RIGHT ENGINE WAS NOT PRODUCING POWER TO THE PROP. WITH THE RIGHT ENGINE OUT PILOT TURNED BACK TO KHDN. HE DECLARED AN EMERGENCY ON CTAF FREQUENCY AND OVER THE RADIO THEY RECONFIRMED PILOT WAS DECLARING AN EMERGENCY. PILOT WENT THROUGH PROCEDURES OF SHUTTING DOWN ENGINE AND PROCEEDED TO LAND. THERE WAS NO INDICATION OF FIRE. AC WAS TOWED OFF OF RUNWAY.

Part: SMOKE DETECTOR — INOPERATIVE · airframe 41,582 hrs · 49,794 cycles

EN ROUTE FROM IDA TO SLC PILOTS SMELLED SMOKE ABOUT 20 MILES SOUTH OF MALAD. THEY VISUALLY INSPECTED THE PLANE AND DID NOT SEE SMOKE OR POPPED BREAKERS OR ANYTHING ABNORMAL. THEY CONTINUED ON AND 10 MILES FROM BEARR SMOKE STARTED BY THEIR FEET. THEY OPTED TO DIVERT SINCE THEY HAD SMOKE. THEY DIVERTED TO OGB. THEY DAWNED OXYGEN, ASSESSED THE SITUATION, RAN CHECKLISTS, COMMUNICATED WITH ATC. ONCE EVERYTHING WAS SHUT DOWN AND DESCENDED THE SMOKE APPEARED TO HAVE STOPPED. SINCE THE SMOKE STOPPED THEY REQUESTED TO CONTINUE TO SLC AND LANDED WITHOUT INCIDENT.

Part: DEICE SYSTEM — FAILED · airframe 29,846 hrs · 45,212 cycles

PON RUN UP A THE 16L DEICE PAD PILOT HAD 4 AIRCRAFT AHEAD OF HIM SO HE WAITED TO TURN THE WINDSHIELD HEAT ON. WHEN LANDING TRAFFIC STOPPED AND HE WAS NUMBER 3 TO GO HE FLIPPED ON THE WINDSHIELD HEAT. HE IMMEDIATELY NOTICED THE ARC AND SUBSEQUENT FIRE SO HE TURNED OFF THE HEAT IMMEDIATELY. HE THEN CALLED TOWER TO REQUEST A TAXI TO THE DEICE PAD TO ASSES THE SITUATION. THE FIRE WAS OUT SO HE CALLED GROUND TO REQUEST TAXI BACK TO THE RAMP. HE ALERTED MAINTENANCE MANAGEMENT OF THE FIRE. AFTER A THOROUGH INSPECTIONS THE RIGHT WINDSHIELD HEAT WAS DEFERRED AS AN MEL.

Part: NONE — NONE · airframe 26,994 hrs · 33,954 cycles

ON FINAL APPROACH INTO BILLINGS, TURNING ONTO THE BASE LEG AND INTO THE SUN, THE RIGHT FIRE DETECT LIGHT ILLUMINATED TWICE. BOTH TIMES IT EXTINGUISHED WITHIN ONE SECOND.

Part: NONE — NONE · airframe 27,035 hrs · 34,964 cycles

EXITING RUNWAY ONTO TAXIWAY AIRCRAFT ENCOUNTERED A PATCH OF ICE NEAR THE EDGE OF THE PAVEMENT SURFACE DURING LEFT HAND TURN. AS TURNING REQUIRED BRAKING ACTION TO COMPLETE, LEFT BRAKE WAS INEFFECTIVE. PLACED POWER LEVERS IN REVERSE AND DEPRESSED RIGHT BRAKE TO SLOW AIRPLANE. NOSE OF AIRPLANE VEERED RIGHT AND EXITED THE TAXIWAY SURFACE BY ROUGHLY 5 FEET. PERFORMED GROUND PROP STRIKE MEMORY ITEMS. AIRPLANE CAME TO REST AND INFORMED GROUND CONTROLLER OF SITUATION. AIRPLANE SUFFERED NO DAMAGE. EDWARDS JET CENTER CAME OUT AND TOWED AIRPLANE TO THE UPS RAMP.

Part: FIRE WARNING — FALSE ACTIVATION · airframe 32,023 hrs · 20,558 cycles

IN CRUISE HAD FIRE T HANDLE LIT UP. WAITED 15-20 SECONDS TO BE SURE HANDLE WAS ON. SECURED ITEMS THEN CHECKLIST. SECURED ENGINE, CONTINUES TO BUTTE (WAS OVER HIA). CALLED CENTER AND LANDED WITHOUT INCIDENT, TAXIED CLEAR OR ALL RUNWAYS, WAS TOWED INTO HANGAR. CALLED CP. FLIGHT LINE MECHANICS INSPECTED ENGINE, SIGNED OFF NO ISSUES. RETURNED TO BILLINGS WITHOUT INCIDENT. INSPECTED FOR ANY INDICATION OF FIRE NOTHING INDICATING INSIDE COWLING. OPS CHECKED ENGINE FIRE DETECTOR. NO DEFECTS NOTED.

Part: NONE — NONE · airframe 31,994 hrs · 20,522 cycles

PILOT PHYSICALLY TOUCHED THE CREW HATCH HANDLE TO ENSURE THAT IT WAS IN THE LOCKED POSITION AND BEFORE DEPARTURE HE VISUALLY VERIFIED BOTH LATCHES WERE IN PLACE PER THE BEFORE TAKEOFF CHECKLIST. DURING CLIMB OUT HE WAS PICKING UP AMBIENT NOISE ON A HEADSET HE WAS USING FOR THE FIRST TIME. UPON REACHING CRUISE HE BEGAN TO HEAR NOISE AGAIN AND HE REACHED UP TO ADJUST THE HEADSET. THIS IS WHEN THE CREW HATCH DEPARTED THE PLANE. HE DID NOT RECALL COMING INTO CONTACT WITH THE HANDLE BUT BECAUSE OF ITS POSITION IN THE COCKPIT THE MOST LOGICAL EXPLANATION IS THAT HIS ELBOW HIT, RELEASING THE LATCH. HE ASSESSED THE EVENT, CALLED APPROACH, AND RETURNED TO KBIL WITHOUT FURTHER INCIDENT.

Part: ENGINE — ACTIVE (ZONE 500) · airframe 31,498 hrs · 37,968 cycles

FLYING DOWN WHEN AT SLC ENGINE POWER SET APPROXIMATELY 1700 POUNDS ICE VEINS DEPLOYED. AIRCRAFT FLEW THROUGH BUILD UP AND LEFT ENGINE WAS SEARCHING APPROXIMATELY 500 POUNDS OF TORQUE. PILOT BROUGHT PROPS FORWARD AND STARTED ADDING POWER AND NOTICED ITT IN LEFT ENGINE JUMPED TO 950 DEGREES. PILOT IMMEDIATELY REDUCED POWER. A VERY BRIGHT LIGHT WAS NOTICED OUT OF THE LEFT SIDE OF THE AIRCRAFT PILOT LOCKED AND FLAMES WERE COMING OUT OF THE EXHAUST OF THE ENGINE AND APPEARED TO HAVE THE UPPER ENGINE OWING ENCASED IN FLAMES. PILOT EXECUTED PRECAUTIONARY ENGINE SHUT DOWN. FIRE EXTINGUISHED. EMERGENCY WAS DECLARED AIRCRAFT WAS LANDED SAFELY AND AIRCRAFT WAS TUGGED TO THE RAMP AFTER PILOT CLEARED THE RUNWAY AND SHUT DOWN.

Part: UNKNOWN — UNKNOWN · airframe 42,669 hrs · 50,692 cycles

GOT SMOKE/HAZE IN THE COCKPIT ONCE LEVELED IN CRUISE. TURNED BACK TO BIL AND SHUT OFF THE BLEED VALVES. ONCE BLEED VALVES WERE OFF THE COCKPIT CLEARED. LANDED AND TAXIED WITH NO ISSUES.

Part: UNKNOWN — UNKNOWN · airframe 27,266 hrs · 41,247 cycles

PILOT HATCH BROKE OFF IN FLIGHT. ONE LATCH WAS SECURED BUT THE OTHER WAS NOT. PILOT TRIED TO RELATCH IT IN FLIGHT AND THE WIND TOOK IT AWAY.

Part: CURRENT LIMITER — INOPERATIVE (MLG) · airframe 26,532 hrs · 43,107 cycles

ON FINAL APPROACH INTO KSLC 34R, PILOT ATTEMPTED TO LOWER THE GEAR ABOUT 4 NM FROM 4-5 NM FROM TOUCHDOWN. PILOT NOTICED THE GEAR TRANSITION LIGHT DID NOT ILLUMINATE AND THAT THE CONTROL CB HAD POPPED. PILOT RESET THE CB, AND RECYCLED THE LANDING GEAR HANDLE TO WHICH THERE WAS STILL NO TRANSITION LIGHT, NOR ANY OTHER LIGHT FOR THE LANDING GEAR. PILOT RADIOED THE TOWER ON 119.05, AND INFORMED THEM OF PROBLEM, ALSO INITIATING A GO-AROUND. PILOT FOLLOWED VECTORS FROM TOWER AND THEN DEPARTURE WHILE WORKING THE PROBLEM FOLLOWING THE CHECKLIST MANUALLY PUMPING THE GEAR DOWN. WHEN THE GEAR SHOWED 3 GREEN AND LOCKED PILOT NOTIFIED ATC AND CAME BACK IN LANDING ON 34R. THE LANDING OCCURRED SUCCESSFULLY AND WITHOUT DAMAGE OR INJURY. NO EMERGENCY WAS EVER DECLARED.

Part: GOVERNOR — LEAKING (#2 ENGINE) · airframe 38,729 hrs · 48,182 cycles

LEVELED OFF IN CRUISE AT 14000' STARTED CRUISE CHECKS AND NOTICED OIL PRESS ON NR 2 ENGINE AT 60 PSI. PRESSURE EVENTUALLY DROPPED BELOW 60, SHUT DOWN ENGINE, MADE EMERGENCY LANDING IN BIL.