N1079D
Registered owner: GUARDIAN FLIGHT LLC, TX (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| GUARDIAN FLIGHT, LLC. (G1IA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
BOTH EFIS SCREENS FAILED IN FLIGHT AND DISPLAYED "DPU FAIL".
UPON START UP THE EFIS, BOTH THE EHSI, AND EADI WERE ZOOMED IN. THE INFORMATION AND ORIENTATION WERE CORRECT AND THERE WERE NO RED XâS OR ANY INDICATION THAT THE SYSTEM WAS NOT WORKING PROPERLY. I INITIALLY THOUGHT THAT THIS WAS A SETTING PREFERENCE SET UP BY THE PREVIOUS PILOT TO MAKE THE NUMBERS AND MARKINGS EASIER TO READ. WHILE CRUISING, I INITIATED A TURN OR APPROXIMATELY 30 DEGREES, BOTH INSTRUMENTS FLASHED, "SCALING" AND UPON WINGS LEVEL BOTH INSTRUMENTS RETURNED TO THEIR NORMAL SIZE. REMOVED DPU P/N 622-9682-004 , S/N 887 AND INSTALLED NEW DPU P/N 622-9682-004, S/N 230 IAW COLLINS EFIS-84 IM P/N 523-0775965 PAR 2.7.7.1, 2.7.7.2 AND 2.8.2. FUNCTION CHECKED GOOD. NO DEFECTS NOTED.
DISCREPANCY: THE RED GEAR HANDLE UNSAFE LIGHTS REMAINED ILLUMINATED AND THE RIGHT MAIN GEAR SAFE LIGHT REMAINED DARK WITH THE GEAR HANDLE IN THE DOWN POSITION. THE J HOOK WAS ALSO NOT VISIBLE. CYCLED THE LANDING GEAR ONE TIME AND THE SAME CONDITION CONTINUED UPON EXTENDING THE GEAR A SECOND TIME. COMPLETED THE EMERGENCY GEAR EXTENSION CHECKLIST AND UPON PUMPING THE MANUAL GEAR LEVER THREE TIMES THE RIGHT MAIN GEAR SAFE LIGHT ILLUMINATED. LANDING WAS UNEVENTFUL. CORRECTIVE ACTION: REPLACED LANDING GEAR ACTUATOR WITH NEW, LEAK AND FUNCTIONAL CHECK SATISFACTORY.
ON THE WAY BACK TO CHINLE FROM PHOENIX, BOTH OF MY EFIS SCREENS BEGAN TO FLICKER. THEY WOULD FLICKER FOR ABOUT TWO SECONDS THEN CORRECT THEMSELVES. ABOUT THE FIFTH TIME IT DID THIS IT FLASHED DPU FAILURE ON BOTH SCREENS FOR ABOUT 3 SECONDS THEN CORRECTED ITSELF. AFTER THAT IT WAS FINE FOR THE REST OF THE FLIGHT TO CHINLE THEN JUST BEFORE I STARTED THE RNAV APPROACH IT FLASHED DPU FAILURE AGAIN THEN CORRECTED. I ONLY SHOT ONE APPROACH INTO CHINLE AND THEN DIVERTED TO KFMN BECAUSE IT WAS VFR. I ALSO NOTIFIED CENTER I WAS HAVING DIFFICULTIES BUT NOT AN EMERGENCY AT THE TIME. REMOVED DPU PN 622-9682-004 SN DB6J. REPLACED WITH SERVICEABLE PN 622-982-004 SN 887. NO FURTHER DEFECT NOTED. ALL WORK DONE IAW COMPONENT MM COLLINS EFIS-84 IM. PERFORMED OPERATIONAL CHECK FLIGHT NO DEFECTS NOTED
ON LANDING IN FLAGSTAFF, AZ, RIGHT MAIN LANDING GEAR SHOWED UNSAFE (NO GREEN LIGHT). BULB TESTED OK. LANDING GEAR MANUAL EXTENSION QRH PROCEDURE WAS PERFORMED RESULTING IN GOOD LANDING GEAR CONFIGURATION (3 GREEN, NO RED LIGHT IN HANDLE). EMERGENCY WAS DECLARED AND LANDING ACCOMPLISHED WITHOUT INCIDENT. QRH PROCEDURE PERFORMED, EMERGENCY DECLARED. CORRECTIVE ACTION: CHECKED AND ADJUSTED LANDING GEAR DOWN-LOCK SWITCH AND ACTUATOR RIGGING. COMPLETED SATISFACTORY GEAR RETRACTION / EXTENSION CHECKS WITH NO DEFECT NOTED.
THE PILOT REPORTED DURING A FLIGHT, DURING CRUISE PORTION OF FLIGHT, AN ELECTRICAL BURNING ODOR AND FUMES WERE NOTED IN THE COCKPIT, WITH LIGHT SMOKE OBSERVED. DIVERTED AND MADE AN UNSCHEDULED LANDING WITH NO FURTHER ISSUES. MAINTENANCE REPLACED THE BLOWER MOTOR AND RETURNED THE AIRCRAFT TO SERVICE.
CRUISING AT 16000 FEET, THE CABIN TEMP KNOB BECAME LOOSE & WAS UNUSABLE. PULLED THE KNOB OFF SO WOULDN'T LOSE IT. MOVED THE CABIN TEMP MODE SELECTOR SWITCH TO MAN HEAT & INCREASED THE TEMP BY HOLDING UP ON THE MANUAL TEMP SWITCH. CONTINUED TO ADJUST THE CABIN TEMP USING THIS SWITCH UNTIL THE TEMP WAS COMFORTABLE. AFTER A BIT OF TIME MOVE THE CABIN TEMP MODE SELECTOR SWITCH BACK TO THE AUTO POSITION. THE CABIN TEMP SWITCH WAS NO LONGER MOUNTED, USED MY FINGERS TO TURN THE SILVER CONTROL STEM TO WHERE I THOUGHT THE TEMP WOULD BE COMFORTABLE. AFTER A FEW MINUTES, THE TEMP ROSE VERY QUICKLY IN THE CABIN SO TURNED THE SILVER CONTROL STEM TO THE COOLEST SETTING. AFTER A FEW MINUTES OF THIS, THE TEMP STILL REMAINED HIGH IN THE CABIN & A FLIGHT CREW MEMBER ALERTED ME THAT THERE WAS SMOKE IN THE BACK OF THE CABIN. DID NOT NOTICE THE SMOKE IN THE COCKPIT BECAUSE OF THE LOW LIGHT SETTING. TURNED AROUND & SAW THE SMOKE IN THE CABIN & ASKED THE FLIGHT CREW TO GET THEIR OXYGEN MASKS READY JUST IN CASE THEY WERE NEEDED. TURNED THE CABIN TEMP MODE SWITCH OFF & POSITIONED THE VENT BLOWER SWITCH TO HIGH. AFTER A FEW MINUTES, THE SMOKE DISSIPATED. THE ENTIRE TIME, THE ELECTRIC HEAT SWITCH WAS IN THE NORM POSITION. TOWARDS THE END OF THE FLIGHT, MOVED THE CABIN TEMP MODE SWITCH TO MAN HEAT & ADJUSTED THE CABIN TEMP USING THE MANUAL TEMP SWITCH. THE CAUSE OF THE SMOKE IS NOT YET KNOWN. UNABLE TO DUPLICATE, TROUBLESHOOTING THE PROBLEM.
TAXI TO RWY, , ADDING POWER FOR TAKEOFF, AT 1000 FT TORQUE ITT WAS AT 670 LE AND 680 RE. AT ROTATION, 95 KNOTS EXPERIENCED STRONG VIBRATION FROM THE SEAT NOT YOKE. AIRPLANE WASNâT PERFORMING NORMALLY, IT COULD BARELY CLIMB, STALL WARNING WAS GOING ON AND OFF, LANDING GEAR DOWN. DIDNâT HAVE SUFFICIENT RUNWAY TO LAND AND STOP, DECIDED TO CONTINUE CLIMB. EXPERIENCED THE VIBRATION FOR 10 SECONDS AFTER LIFT OFF. AFTER THAT THE AIRPLANE CLIMBED SLOWLY, 300-500 FPM. MADE A LEFT TRAFFIC PATTERN AND LANDED ON RWY. FROM TAKEOFF TO LANDING THE ENGINE INSTRUMENTS WERE NORMAL.
LANDING GEAR FAILED TO DEPLOY DURING FINAL APPROACH PHASE OF LANDING, AN EMERGENCY WAS DECLARED AND MANUAL EXTENSION OF GEAR WAS ACCOMPLISHED SUCCESSFULLY.