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Pilot of BE10 fails to take apparent inverter failure seriously and encounters a dual inverter failure on subsequent departure.
| Attributes | |
| ACN | 761471 |
| Time | |
| Date | 200711 |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : zjx.artcc |
| State Reference | FL |
| Altitude | msl single value : 10000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zjx.artcc |
| Operator | common carrier : charter |
| Make Model Name | King Air 100 A/B |
| Operating Under FAR Part | Part 135 |
| Flight Phase | cruise : enroute altitude change |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : charter |
| Function | flight crew : single pilot oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 17000 flight time type : 7000 |
| ASRS Report | 761471 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Events | |
| Anomaly | aircraft equipment problem : critical airspace violation : entry maintenance problem : improper documentation maintenance problem : improper maintenance non adherence : far |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : diverted to another airport |
| Consequence | other |
| Factors | |
| Maintenance | contributing factor : schedule pressure performance deficiency : repair performance deficiency : inspection |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance Aircraft |
| Primary Problem | Aircraft |
Narrative:
I had an inverter failure on my king air that resulted in the autoplt cutting off and allowed the airplane to turn approximately 50 degrees right of course. ATC called me on it and I corrected back. The #2 inverter was switched on and the flight continued on to destination. At the destination airport; both inverters were checked again and found to be operational. We elected to continue the flight back to ssj. After takeoff; both inverters failed along with the mode C on the transponder. I contacted orlando approach and they were unable to give clearance with no mode C. I explained the situation and after about 10 mins; they were able to give the clearance with no mode C. I am not sure if I violated the orlando class B airspace. ATC did not say. Next time I am having inverter problems; I will check inverters more carefully; before heading into class B airspace.
Original NASA ASRS Text
Title: PLT OF BE10 FAILS TO TAKE APPARENT INVERTER FAILURE SERIOUSLY AND ENCOUNTERS A DUAL INVERTER FAILURE ON SUBSEQUENT DEP.
Narrative: I HAD AN INVERTER FAILURE ON MY KING AIR THAT RESULTED IN THE AUTOPLT CUTTING OFF AND ALLOWED THE AIRPLANE TO TURN APPROX 50 DEGS R OF COURSE. ATC CALLED ME ON IT AND I CORRECTED BACK. THE #2 INVERTER WAS SWITCHED ON AND THE FLT CONTINUED ON TO DEST. AT THE DEST ARPT; BOTH INVERTERS WERE CHKED AGAIN AND FOUND TO BE OPERATIONAL. WE ELECTED TO CONTINUE THE FLT BACK TO SSJ. AFTER TKOF; BOTH INVERTERS FAILED ALONG WITH THE MODE C ON THE XPONDER. I CONTACTED ORLANDO APCH AND THEY WERE UNABLE TO GIVE CLRNC WITH NO MODE C. I EXPLAINED THE SITUATION AND AFTER ABOUT 10 MINS; THEY WERE ABLE TO GIVE THE CLRNC WITH NO MODE C. I AM NOT SURE IF I VIOLATED THE ORLANDO CLASS B AIRSPACE. ATC DID NOT SAY. NEXT TIME I AM HAVING INVERTER PROBS; I WILL CHK INVERTERS MORE CAREFULLY; BEFORE HDG INTO CLASS B AIRSPACE.
Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.