N241DH

ATA 2910

Part: HYDRAULIC LINE — DAMAGED (ZONE 400) · airframe 29,668 hrs · 24,625 cycles

WHILE PREPARING TO EXTEND THE LANDING GEAR, THE FLIGHT CREW NOTED THAT BOTH HYDRAULIC LOW-PRESSURE LIGHTS WERE ILLUMINATED. QRH PROCEDURES WERE FOLLOWED AND THE LANDING GEAR WAS MANUALLY ACTUATED TO THE DOWN AND LOCKED POSITION. THE LANDING WAS UNEVENTFUL AND MAINTENANCE FOUND THE HYDRAULIC LINE FROM THE FIREWALL ON THE #2 ENGINE WAS DAMAGED AND CAUSED THE HYDRAULIC FLUID PRESSURE LOSS. THE LINE WAS REPLACED AND OPERATIONAL CHECKS WERE SUCCESSFUL. THE AIRCRAFT WAS THEN RETURNED TO SERVICE.

ATA 3600

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 28,956 hrs · 24,226 cycles

AFTER TAKEOFF FROM KDFW, A VERY STRONG ELECTRICAL BURNING SMELL WAS REPORTED BY THE FLIGHT CREW. PILOTS SWITCHED OFF BLEEDS, HEATING AND COOLING AND SMELL REMAINED. SMELL CAUSED NAUSEA AND HEADACHES FOR BOTH AIRCREW. THE AIRCRAFT RETURNED TO KDFW AND LANDED WITHOUT INCIDENT. MAINTENANCE REMOVED FLOORBOARDS AND INSPECTED BLEED LINES ON CARGO AREA AND COCKPIT. FOUND PLASTIC BAG MELTED ON CARGO AREA UNDER THE FLOOR. PLASTIC WAS REMOVED AND THOROUGHLY CLEANED AREA, AND ALSO BLEW OUT BLEED LINES. MAINTENANCE RAN ENGINES FOR APPROXIMATELY 30 MINUTES AT 85% WITH BLEEDS ON. OPERATED ALL LIGHTS INTERNALLY AND EXTERNALLY AND OPERATED LH AND RH DE-ICE PROP FOR POSSIBLE SHORT CIRCUITS. NO FURTHER SMELL WAS NOTED, AND ALL GROUND OPERATIONAL CHECKS FOUND SATISFACTORY. NO PARTS WERE REQUIRED TO BE CHANGED AND AIRCRAFT WAS RETURNED TO SERVICE.

ATA 7261

Part: CASE — LEAKING (ENGINE) · airframe 27,761 hrs · 23,628 cycles

ON CLIMB OUT, RIGHT ENGINE OIL TEMP GAUGE WENT TO THE RED LINE AND HELD. AFTER A FEW MINUTES THE OIL TEMPERATURE WENT PAST THE RED LINE AND PRESSURE BEGAN TO DROP. PILOT SHUT DOWN THE ENGINE PER AMF PROCEDURES AND INFORMED CANCUN APPROACH, RIGHT ENGINE WAS SHUT DOWN DUE TO OIL TEMP AND REQUESTED RETURNING TO THE AIRPORT. THE PILOT WAS GIVEN VECTORS FOR THE ILS AND SAFELY LANDED. INSPECTED AND FOUND THE OIL WAS LEAKING FROM ENGINE NOSE CASE AREA, RETORQUED THE CASE BOLTS, NO HELP STILL LEAKING OIL FROM THE FLANGE. THE ENGINE WILL REQUIRE REPLACEMENT.

ATA 7930

Part: OVERHEAT SENSOR — DEFECTIVE (ZONE 400) · airframe 27,580 hrs · 234,444 cycles

SHORTLY AFTER TAKEOFF FROM DFW, RIGHT ENGINE OIL TEMP EXCEEDED TOLERANCES OVER HIGH RED LINE. PILOT PERFORMED PRECAUTIONARY ENGINE SHUT DOWN, ATC DECLARED AN EMERGENCY. AIRCRAFT LANDED BACK AT DFW WITH NO INCIDENT. MAINTENANCE REMOVED AND REPLACED OIL TEMPERATURE SENSOR IAW SA227 MM 79-30-00. OPS CHECK GOOD. OIL TEMPERATURE REMAINED BETWEEN 75 AND 100 DEGREE C. LIMITS FOR CONTINUOUS GROUND AND FLIGHT OPERATIONS IS 55-110 DEGREES C.

ATA 2910

Part: HYDRAULIC LINE — CRACKED (LANDING GEAR) · airframe 27,543 hrs · 23,410 cycles

MAINTENANCE DISCREPANCY: THE PILOT REPORTED DURING CLIMB OUT FROM KCVG THAT BOTH LEFT AND RIGHT HYDRAULIC LOW PRESSURE ANNUNCIATORS ILLUMINATED. THE PILOT INFORMED ATC AND FOLLOWED PROCEDURE AND THEN CONTINUED TO KSUS. THEN PERFORMED A MANUAL LANDING GEAR EXTENSION, RECEIVING A (3 GREEN) DOWN AND LOCKED INDICATION. THE PILOT DECLARED AN EMERGENCY AND LANDED IN KSUS WITHOUT INCIDENT. MAINTENANCE CORRECTIVE ACTION: MAINTENANCE INSPECTED THE LANDING GEAR HYDRAULIC SYSTEM AND FOUND THE GEAR UP TUBE ASSEMBLY P\N 27-81006-001 CRACKED. MAINTENANCE REPAIRED THE TUBE ASSEMBLY BY PLACING A UNION IN THE LINE. MAINTENANCE SERVICED THE SYSTEM AND PERFORMED MULTIPLE GEAR SWINGS AND OPERATION OF THE LANDING GEAR WAS NORMAL.

ATA 2910

Part: LINE — CHAFED (HYD SYSTEM) · airframe 27,541 hrs · 23,409 cycles

MECHANICAL DISCREPANCY: THE PILOT REPORTED WHILE ON DESCENT INTO KCVG THAT BOTH LEFT AND RIGHT “HYDRAULIC PRESSURE” WARNING LIGHT ANNUNCIATORS ILLUMINATED. THE PILOT FOLLOWING PROCEDURES IN THE QRH PERFORMED MANUAL LANDING GEAR EXTENSION UNTIL A “THREE GREEN” GEAR DOWN LOCKED INDICATION WAS RECEIVED. THE PILOT NOTIFIED ATC FOR VECTORS TO COMPLETE CHECK LIST ITEMS AND LANDED WITHOUT INCIDENT IN KCVG AND TAXIED TO PARKING. MAINTENANCE CORRECTIVE ACTION: MAINTENANCE CLEANED AND INSPECTED THE HYDRAULIC SYSTEM. THEN REMOVED AND REPLACED WITH SERVICEABLE UNIT A CHAFFED HYDRAULIC LINE GOING TO THE HYDRAULIC POWER PACK, P\N 27-81032-225. MAINTENANCE ALSO REMOVED AND REPLACED BOTH LEFT AND RIGHT ENGINE DRIVEN HYDRAULIC PUMPS WITH SERVICEABLE UNITS. INSPECTED HYDRAULIC SYSTEM FOR CONTAMINANTS AND SERVICED WITH HYDRAULIC FLUID AND PERFORMED GROUND RUNS AND LEAK CHECKS, OPERATION OF THE HYDRAULIC SYSTEM WAS NORMAL.

ATA 2822

Part: PUMP — INTERMITTENT (RT WING) · airframe 26,269 hrs · 22,503 cycles

THE PILOT WAS EN-ROUTE WHEN THE RT FUEL TRANSFER LIGHT ILLUM. FOLLOWED THE QRH AND SWITCHED TO THE RT AUX FUEL BOOST PUMP FROM THE MAIN AND THE LIGHT EXTINGUISHED. MINUTES LATER THE LT FUEL TRANSFER LIGHT ILLUM AND FOLLOWING THE SAME PROCEDURES AND SWITCHED BOOST PUMPS BUT THE LT TRANSFER LIGHT DID NOT EXTINGUISH. VERIFIED THE QUANTITY OF FUEL REMAINING AND THE AMOUNT THAT WAS BURNED TO ESTABLISH THERE WAS FUEL AVAILABLE. DECLARED AN EMERGENCY AND DIVERTED LANDED WITHOUT INCIDENT. MAINTENANCE CONTINUED TROUBLE SHOOTING AND REMOVED AND REPLACED BOTH RIGHT MAIN AND AUXILIARY BOOST PUMPS WITH OVERHAULED UNITS.

ATA 2910

Part: HYDRAULIC LINE — LEAKING (HYDRAULIC SYS) · airframe 25,068 hrs · 21,706 cycles

DURING CRUISE FLIGHT, AT 21,000’ THE PILOT NOTICED THE RED LT & RT HYD PRESS WARNING LIGHTS ILLUMINATED. THE PILOT CHECKED HIS HYD PRESS GAUGE & IT WAS FLUCTUATING BETWEEN 500 & 1500 PSI FOR 5 SECONDS & THEN WENT TO 0. THE PILOT NOTIFIED THE TOWER OF THE SITUATION & DECLARED AN EMER, THE PILOT FOLLOWED THE EMER PROCEDURES IN THE PILOT OPERATING MANUAL. PERFORMED MANUAL EXTENSION OF LANDING GEAR. THE PILOT RETURNED & LANDED WITHOUT INCIDENT. INSPECTION REVEALED A LEAKING HYD LINE ON RT SIDE OF HYD POWER PACK. REPLACED LINE & PERFORMED FUNCTIONAL CHECK OF LANDING GEAR SYS. ALL CHECKS WERE NORMAL.

ATA 2742

Part: ACTUATOR — WEAK (HORIZ STAB) · airframe 23,067 hrs · 20,282 cycles

AFTER TAKEOFF, PILOT REPORTS THAT THE ELEVATOR TRIM FAILED IN THE PILOT, CO-PILOT AND AUX MODES. REDUCED POWER TO INCREASE CONTROLLABILITY OF THE AIRCRAFT AND RETURNED TO OPF. AFTER LANDING, THE TRIM BEGAN TO WORK AGAIN. MAINTENANCE FOUND THAT THE PITCH TRIM ACTUATOR WAS WEAK, AND REPLACED THE UNIT. AWAITING TEARDOWN REPORT ON TRIM ACTUATOR. TEARDOWN EVALUATION TO FOLLOW IN A SUPPLEMENTAL REPORT.