N139ZV

Part: SENSE LINE — BROKEN (ZONE 400) · airframe 23,589 hrs · 31,817 cycles

ON SHORT FINAL, CREW NOTED A NR 2 ENGINE SURGE, THEN THE ENGINE SEEMED TO QUIT. THE PROP AUTOFEATHER SYSTEM WORKED CORRECTLY AND THE PROP FEATHERED. AFTER LANDING, THE CREW REPORTED THE ENGINE RESTARTED WITHOUT INPUT FROM THE CREW, BUT THE PROP REMAINED FEATHERED. THE CREW THEN SHUT DOWN THE ENGINE. THE P3 LINE FROM THE FCU TO THE P3 FILTER BOWL WAS FOUND BROKEN AT THE FERRULE ON THE FCU END. IT IS SURMISED THE ENGINE DIDN'T SHUT DOWN, BUT DECELERATED TO MIN FUEL FLOW ONCE THE P3 LINE BROKE, AND THE PROP AUTOFEATHERED. THE ENGINE CONTINUED TO RUN AND ONCE ON THE GROUND, THE ENGINE EGT AND RPM WERE NOTED. THE CREW THEN SHUT DOWN THE ENGINE AND TAXIED IN. THE CLAMP AND BRACKET AT THE MIDDLE OF THE LINE WA

Part: CONNECTOR — DISCONNECTED (CABIN PRESSURE) · airframe 23,289 hrs · 31,398 cycles

THE AIRCRAFT DID NOT PRESSURIZE & THE CABIN WARNING LIGHT CAB ALT HI DIDN'T COME ON WHEN THE CABIN ALTITUDE WENT ABOVE 10,000FT. ONE OF THE ELECTRICAL CONNECTORS ON THE CAB ALT HI PRESSURE SWITCH WAS FOUND DISCONNECTED. THE CONNECTOR WAS REINSTALLED. THE CREW HAD EXPERIENCED CONSIDERABLE TURBULENCE DURING CLIMBOUT. THE CONNECTORS ARE HELD ON BY FRICTION, WHICH ISN'T A POSITIVE LOCK SYSTEM. RESEARCH IS UNDERWAY TO INSTALL A REPLACEMENT POSITIVE LOCK CONNECTOR TO PREVENT A RE-OCCURRENCE.

Part: REGULATOR — MALFUNCTIONED (BLEED AIR SYS) · airframe 23,048 hrs · 31,088 cycles

DURING CLIMBOUT THE RIGHT BLEED AIR FAIL LIGHT CAME ON. CREW FOLLOWED PROCEDURES, AND SHUT DOWN RIGHT BLEED SYSTEM AND RETURNED TO THE STATION. MAINTENANCE FOUND THE RIGHT BLEED AIR VALVE AT TOO HIGH A PRESSURE AND REPLACED THE VALVE.

Part: PRECOOLER — MALFUNCTIONED (A/C BAY) · airframe 23,039 hrs · 31,073 cycles

DURING CRUISE, CREW NOTED A SMELL OF BURNING RUBBER, ACCOMPANIED BY LOW CABIN PRESSURE LIMITED TO 4 PSI AND THE CABIN TEMPERATURE WOULD ONLY WARM UP TO 45 DEGREES F. MAINTENANCE FOUND THE LEFT BLEED INOPERATIVE, AND FOUND BOTH LEFT ENGINE PRECOOLER VALVES STICKING. THE VALVES WERE CLEANED AND LUBRICATED. SYSTEM THEN OPERATED CORRECTLY, CABIN PRESSURIZED NORMALLY AND CABIN TEMP OPERATED CORRECTLY.

Part: FIRE DETECTOR — SHORTED (LT NACELLE) · airframe 22,670 hrs · 30,621 cycles

DURING CRUISE, LEFT FIRE DETECTOR LOOP LIGHT CAME ON AND STAYED ILLUMINATED, CREW LANDED WITH NO FURTHER INCIDENT. REPLACED FORWARD FIRE DETECTOR LOOP DUE TO FINDING CENTER WIRE SHORTED TO SHIELD. SYSTEM OPS CK GOOD.

Part: WIRE — OUT OF POSITION (NR 1 FIRE LOOP) · airframe 22,669 hrs · 30,620 cycles

NR 1 ENGINE FIRE WARNING LIGHT CAME ON BRIEFLY 3-5 SECONDS, WHILE IN CRUISE, AND WENT OUT AS CAPTAIN BEGAN TO REACH FOR THE EMERGENCY CHECKLIST. SYSTEM WAS CHECKED AFTER ARRIVAL, VISUAL AND OPERATIONAL INSPECTION REVEALED NO DEFECTS, WITH THE FIRE DETECTER WIRE SLIGHTLY MISPOSITIONED AT ONE SPOT. THE DETECTOR WIRE WAS REPOSITIONED TO THE OPTIMAL LOCATION, SYSTEM WAS RECHECKED, WITH ALL CHECKS NORMAL.

Part: MASTER CYLINDER — DAMAGED (BRAKE SYSTEM) · airframe 20,956 hrs · 28,541 cycles

ALL FOUR BRAKE PEDALS SPONGY ON LANDING. REMOVED AND REPLACED RT SIDE OUTBOUND MASTER BRAKE CYCLINDER. P/N 90-380001-33 (OFF), S/N 7984 (ON), P/N 90-380001-33 (OFF), S/N 3119 (OFF).

Part: BRAKE ASSY — MALFUNCTIONED (MLG) · airframe 20,585 hrs · 28,021 cycles

CREW REPORTED CAPT'S RIGHT BRAKE SPONGY ON LANDING. PRESSURE RT BLEED RT BRAKES.

Part: MASTER CYLINDER — FAILED (BRAKES) · airframe 20,538 hrs · 27,960 cycles

UPON TAXI IN, CAPT EXPERIENCED RT BRAKE PERFORMANCE SPONGY, A/C CONTINUED TO GATE/HANGAR WITH NO FURTHER INCIDENT. REMOVED AND REPLACED CAPT'S RT BRAKE MASTER CYLINDER AND BLED BRAKES. OPS CK NORMAL P/N 90-380001-33 S/N 3273 P/N 90-380001-33 (OFF) S/N 3123 (OFF)

Part: BRAKE — MALFUNCTIONED (MLG) · airframe 20,538 hrs · 27,960 cycles

CAPT REPORTS RT BRAKE SPONGY. BLED RT BRAKES.

Part: ROD END — OUT OF ADJUST (PAX DOOR) · airframe 20,253 hrs · 27,538 cycles

WHEN CREW WENT TO CLOSE AIRSTAIR DOOR, DOOR WOULD NOT CLOSE PROPERLY PASSENGERS WHERE DEPLANED AND MAINTENANCE CALLED. ADJUSTED ASD COUNTER BALANCE RODENDS, CK GOOD.

Part: CABLE — OUT OF ADJUST (AIRSTAIR DOOR) · airframe 19,712 hrs · 26,723 cycles

UPON FIRST FLIGHT OF THE DAY INITIAL WALK AROUND INSPECTION, CAPTAIN NOTICED PAX MAIN DOOR SLIGHTLY LOOSE WHEN FULLY CLOSED WITH INDICATOR FULLY IN VIEW. PAX NEVER BOARDED. AIRCRAFT DID NOT LEAVE GATE. RE-ADJUSTED UPPER, FWD AIRSTAIR DOOR CABLE, OPS CHECK NORMAL.

Part: RIB — CRACKED (VERTICAL STAB) · airframe 18,661 hrs · 25,290 cycles

DURING INSPECTION, ONE CRACK FOUND ON THIS RIB ON THE LT SIDE AT STRINGER TO RIB INTERSECTION STRINGER. P/N 101-640000-39.

Part: RIB — CRACKED (VERTICAL STAB) · airframe 18,661 hrs · 25,290 cycles

DURING INSPECTION FOUR CRACKS FOUND ON THIS RIB, TWO ON THE LT SIDE AND TWO ON THE RT SIDE LOCATED ON STRINGER TO RIB INTERSECTION ON THE FIRST RIVET HOLE. RT STRINGER P/N 101-640000-46 & 101-640000-38. LT STRINGER P/N 101-640000-39 & 101-640000-45.

Part: RIB — CRACKED (VERTICAL STAB) · airframe 18,661 hrs · 25,290 cycles

DURING INSPECTION, FIVE CRACKS FOUND IN THIS RIB, THREE ON THE RT SIDE AND TWO ON THE LT SIDE LOCATED ON THE STRINGER TO RIB INTERSECTION ON THE FIRST RIVET HOLE. RT STRINGER P/N 101-640000-45, 101-640000-42 & 101-640000-38. LT STRINGER P/N 101-640000-43, 101-640000-37.

Part: RIB — CRACKED (VERTICAL STAB) · airframe 18,661 hrs · 25,290 cycles

DURING INSPECTION, ONE CRACK FOUND ON THIS RIB ON RT SIDE ON STRINGER TO RIB INTERSECTION ON THE FIRST RIVET HOLE. RT STRINGER P/N 101-640000-46.

Part: ENGINE — FIRE (LEFT) · airframe 18,037 hrs · 24,451 cycles

FIRE STARTED IN LEFT ENGINE. FIRE WAS EXTINGUISHED BY MOTORING OF ENGINE.

Part: BULKHEAD — CRACKED (FUSELAGE) · airframe 157 hrs · 17,786 cycles

WHILE TROUBLESHOOTING A PRESSURIZATION DISCREPANCY USING A PRESSURE CART, AIR FLOW WAS NOTED COMING FROM UNDER THE RIGHT AVIONICS SHELF. FURTHER INVESTIGATION REVEALED A CRESENT SHAPED CRACK IN THE FWD PRESSURE BULKHEAD AT FS 84 BELOW THE SHELF. THE CRACK RUNS LATERALY 4 INCHES, ON RT LOWER WEB, UNDERNEATH STIFFENER P/N 114-410026-55.

Part: PRESSURE BLKHD — CRACKED (FUSELAGE)

WHILE TROUBLESHOOTING A PRESSURIZATION DISCREPANCY USING A PRESSURE CART, AIR FLOW WAS NOTED COMING FROM UNDER THE RIGHT AVIONICS SELF. FURTHER INVESTIGATION REVEALED A CRESENT SHAPED CRACK IN THE FORWARD PRESSURE BULKHEAD AT FS. 84, BELOW SELF. THE CRACK RUNS LATERLY 4 INCHES, ON RT LOWER WEB, UNDERNEATH STIFFENER P/N 114-410026-55 (REF BEECH IPC ATA 53-11-00-13 ITEM 240.)

Part: TRUSS — CRACKED (ENGINE) · airframe 16,638 hrs · 22,711 cycles

WHILE PERFORMING AN "H" CHECK ON THE RT ENGINE TRUSS, MAINTENANCE FOUND A CRACK LOCATED ON THE TRUSS. THE CRACK IS YET TO BE DETERMINED OF THE LOCATION. MAINTENANCE REMOVED AND REPLACED IT WITH ANOTHER ENGINE TRUSS. TEARDOWN REPORT WILL BE AVAILABLE AT A LATER DATE.

Part: VALVE — OUT OF ADJUST (LT PROPELLER) · airframe 16,528 hrs · 22,501 cycles

ON TAXI, THE LEFT PROPELLER FAILED TO FEATHER MANUALLY. THE AIRCRAFT RETURNED TO THE GATE WITH NO FURTHER INCIDENT. MAINTENANCE ADJUSTED THE FEATHER VALVE. NO PARTS WERE USED. TEARDOWN REPORT WILL NOT BE REQUIRED.

Part: DOOR — OUT OF RIG (EMERGENCY EXIT)

FOUND DURING PREFLIGHT CHECK, THE RAMP AGENT FOUND THE HANDLE TO THE EMEGENCY EXIT DOOR NOT FLUSH, MAINTENANCE FOUND THE DOOR TO BE OUT OF RIG, WAS FERRIED TO PFN FOR REPAIR WITH NO FURTHER INCIDENT. (M)

Part: SKIN — CRACKED (TE FLAP)

DURING ACCEPTANCE INSPECTION ICT MAINTENANCE, FOUND THE OUTBOARD ATTACH POINT INBOARD ACCESS HOLE ON THE RT INBOARD FLAP HAD SMALL CRACK FROM IT. REPAIRED CRACK IAW AMWA TO 1900-27-00-0001. (M)

Part: GEAR — COLLAPSED (NLG)

FLT 5326 - FLT CREW ABORTED TAKEOFF, ON LANDING, THE NOSE GEAR COLLAPSED CAUSING DAMAGE TO THE PROPELLERS AND FUSELAGE. AIRCRAFT DAMAGE WAS REPAIRED. GROUND OPS CHECK WAS PERFORMED NO DISCREPANCIES WERE NOTED. TEST FLIGHT WAS PERFORMED SATISFACTORILY AND AIRCRAFT WAS FERRIED TO MENA FOR A PAINT JOB. AIRCRAFT IS CURRENTLY IN MENA BEING PAINTED AND WILL BE RETURNED TO SERVICE UPON COMPLETION. (M)

Part: FUEL FLOW GAUGE — INOPERATIVE (COCKPIT)

FUEL FLOW INDICATOR ON RT SIDE INOPERATIVE. SUGGEST IMPROVEMENT OF INTERNAL COMPONENTS TO INCREASE RELIABILITY.