N221BH

ATA 3260

DURING FINAL APPROACH THE FLIGHT CREW ATTEMPTED TO LOWER THE LANDING GEAR NORMALLY, HOWEVER, THE RH MAIN GEAR LANDING SAFE LIGHT DID NOT ILLUMINATE. MAINTENANCE TROUBLESHOT THE SYSTEM AND FOUND A BROKEN WIRE TO THE LANDING GEAR POSITION INDICATOR LIGHTS WAS BROKEN. THE WIRE WAS REPAIRED, AN OPERATIONAL CHECK FLIGHT WAS FLOWN SUCCESSFULLY, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

ATA 2450

ON DESCENT INTO KBWD WHEN THE RT ENGINE OIL PRESSURE AND TEMPERATURE INDICATIONS BEGAN TO READ ZERO. FOLLOWED THE EMERGENCY PROCEDURES AND PERFORMED A PRECAUTIONARY SHUT DOWN OF THE RIGHT ENGINE. SELECTED THE LANDING GEAR TO THE DOWN POSITION THE LANDING GEAR DID NOT EXTEND, FOLLOWED THE EMERGENCY PROCEDURES AND PERFORMED A MANUAL GEAR EXTENSION OF THE LANDING GEAR. THE LANDING GEAR DOWN AND LOCKED INDICATOR LIGHTS WERE NOT ILLUMINATED. TO VERIFY THE GEAR WAS DOWN AND LOCKED THE PILOT PERFORMED THE GEAR WARNING HORN THROTTLE RETRACTION TEST NO LANDING GEAR WARNING HORN WAS PRESENT. AS A PRECAUTION, PERFORMED A FLYBY OF THE TOWER, CONTROLLER CONFIRMED THE LANDING GEAR APPEARED TO BE DOWN AND LOCKED. THE PILOT LANDED IN KBWD WITHOUT INCIDENT. MAINTENANCE INSPECTED THE AIRCRAFT ELECTRICAL SYSTEM AND FOUND THE LANDING GEAR INDICATOR LIGHTS AND RIGHT ENGINE OIL PRESSURE / OIL TEMP GAUGES THAT WERE INOP WERE ON THE RIGHT ELECTRICAL BUSS. FURTHER INSPECTION REVEALED THAT THE RIGHT BUSS NUMBER TWO FEEDER DIODE WAS INOP. MAINTENANCE REPLACED THE RIGHT BUSS NUMBER TWO FEEDER DIODE WITH A NEW UNIT. GROUND RUN AND OPS CHECK INDICATIONS WERE NORMAL.

ATA 3400

THE PILOT DEPARTED KLBB AND IMMEDIATELY AFTER TAKEOFF THE DME INDICATOR AND THE NUMBER 2 COMM HAD ABNORMAL INDICATIONS, RESET BOTH UNITS BY TURNING THEM OFF AND BACK ON AND THE UNITS READ NORMALLY FOR ABOUT FIVE MINUTES THEN THE DISPLAYS OF BOTH UNITS BEGAN TO FLICKER. BOTH CREW MEMBERS BEGAN TO SMELL ELECTRICAL SMOKE BUT DID NOT SEE ANY OR THE SOURCE OF IT. THE PILOT FOLLOWING PROCEDURES PULLED THE CIRCUIT BREAKERS FOR THE DME, COMM NR 2 AND NUMBER 2 NAV UNITS. THE PILOT REPORTED THE SMELL WENT AWAY AND THERE WERE NO FURTHER ISSUES FOR THE REMAINDER OF THE FLIGHT AND LANDED WITHOUT INCIDENT IN KPPA. MAINTENANCE WAS DISPATCHED, PRELIMINARY INSPECTION REVEALED THE NUMBER 2 NAV UNIT WAS NOT FULLY LOCKED INTO THE INSTRUMENT PANEL. PULLED THE DME INDICATOR AND NUMBER 2 NAV AND NUMBER 2 COMM FOR FURTHER INSPECTION. THE UNITS HAD MOISTURE ON THEM AND IN THE MOUNTING TRAYS. REMOVED THE MOISTURE AND DEFERRED THE DME, NAV NR 2 AND THE NR 2 COMM UNITS PER APPROPRIATE MEL’S AND THE AIRCRAFT WAS RETURNED TO FAR PART 91 SERVICE TO REPOSITION TO A MAINTENANCE BASE LOCATED IN KDFW. MAINTENANCE REMOVED THE DME AND NR 2 COMM AND NR 2 NAV UNITS FROM THE INSTRUMENT PANEL. INVESTIGATED THE SOURCE OF THE MOISTURE AND DETERMINED IT TO BE FROM THE WIND SHIELD WIPER SHAFTS AS THEY PASSED THRU THE FUSELAGE JUST ABOVE THE RADIO PANEL. MAINTENANCE SEALED THE SHAFTS TO THE WIND SHIELD WIPERS. THEN APPLIED WATER FOR LEAK CHECK AND IT WAS FOUND SATISFACTORY. THEN MAINTENANCE RE-INSTALLED THE NR 2 COMM RT AND THE NR 2 NAV RECEIVER AND THE DME INDICATOR AND PERFORMED GROUND OPERATIONAL CHECKS FOR EXTENDED HOURS WITH NO FAULTS NOTED. THE AIRCRAFT WAS THEN RETURNED TO SERVICE WITH NO SUBSEQUENT ISSUES REPORTED AT THIS TIME.

ATA 2450

DURING CRUISE FLIGHT PILOT NOTICED COCKPIT LIGHTS & SOME GAUGES STARTED TO FLICKER. MOMENTS LATER ALL GAUGES FOR LT ENG WENT 0, PILOT ALSO NOTICED THERE WAS NO WARNING OR CAUTION LIGHTS ASSOCIATED WITH GAUGE FAILURE. NOTIFIED ATC OF CONDITION & DECLARED AN EMER. PERFORMED A PRECAUTIONARY SHUTDOWN OF LT ENG. DIVERTED & LANDED WITHOUT FURTHER INCIDENT. TROUBLESHOOTING REVEALED NR 1 INVERTER BUSS CONTROL CB POPPED, RESET CB & PERFORMED OPERATIONAL CHECKS OF RELATED SYS IAW MM CHAPT 24-52-00, ALL SYS CHECKS WERE NORMAL. THE ACFT WAS REPOSITIONED BACK. ALL SYS OPERATED NORMALLY DURING THE REPOSITIONING FLIGHT. PERFORMED THE DUAL BUSS FEEDER CHECK IAW THE MM CHAPT 25-50-00, PERFORMED A GND RUN OF THE ACFT ALL SYS TESTED NORMALLY. TO CONFIRM ALL SYS WERE OPERATING NORMALLY THE NR 2 50 AMP CB FOR THE NR 1 BUSS WAS PULLED, THE NR 1 INVERTER WAS FOUND TO BE INOPERATIVE. FOUND THE FEEDER DIODE’S FOR THE NR 1 BUSS & NR 4 BUSS WERE INTERMITTENT. REPLACED BOTH DIODES, TESTED THE BUSS SYS IAW THE MM CHAPT 24-50-00, SYS TESTED NORMALLY. PULLED THE NR 2 50 AMP CB FOR THE NR 1 BUSS, THE NR 1 INVERTER FUNCTIONED NORMALLY.

ATA 2612

DURING APPROACH TO KESC THE LT T HANDLE FIRE WARNING LIGHT ILLUMINATED, PERFORMED EMER CHECKLIST ITEMS. AFTER COMPLETING THE CHECKLIST ITEMS THE FIRE WARNING T HANDLE LIGHT REMAINED ON, PILOT DECIDED TO SHUT DOWN LT ENG & OPERATED ENG FIRE EXT AS A PRECAUTION IAW EMER PROC. THE PILOT NOTIFIED ATC OF SITUATION RETURNED TO KESC & LANDED WITHOUT INCIDENT. COULD NOT DUPLICATE THE DISCREP. TESTED THE FIRE DETECTION SYS ON THE LT ENG NO DISCREP FOUND. SUSPECT FALSE FIRE WARNING INDICATION WAS DUE TO FLYING IN HEAVY RAIN & REFLECTING THE RED BEACON LIGHT INTO THE COWLING SETTING OFF THE SENSOR. R & R ENG FIRE BOTTLE IAW MM 26-20-00 SECTION 3A STEPS 1-6 & SECTION 3B STEPS 1-7, LT ENG FIRE BOTTLE SYS CHECKS WERE NORMAL.