N247CW

ATA 2120

Part: ODOR — UNKNOWN · airframe 3,630 hrs · 2,763 cycles

WHILE EN ROUTE, A STRONG BURNING ODOR WAS DETECTED BY BOTH CREW MEMBERS. THERE WAS NO SMOKE, NO CIRCUIT BREAKERS HAD POPPED, AND THERE WERE NO ABNORMAL COCKPIT INDICATORS. ALL NON ESSENTIAL ELECTRONICS WERE SHUT OFF, BLEED AIR SOURCE WAS SELECTED TO LT SIDE. WHILE BLEED AIR SOURCE WAS BEING SELECTED ODOR BEGAN TO DISSIPATE. AFTER ODOR WAS GONE AIR SOURCE SELECTED TO BOTH AND ELECTRONICS WERE SLOWLY TURNED BACK ON. ODOR DID NOT RETURN. THIS EVENT LASTED APPROX 4 MINS. ACFT WAS DIVERTED. MX OPERATIONALLY CHECKED AIR DISTRIBUTION SYS AC & DC GENERATION SYS, VISUALLY CHECKED ACFT BLEED AIR DUCTING & AIR CONDITIONING SYS. NO BURNING ODORS NOTED. ACFT RETURNED TO SERVICE.

ATA 3260

Part: LIGHT — INOPERATIVE (COCKPIT) · airframe 3,563 hrs · 2,697 cycles

GEAR WAS EXTENDED FOR LANDING, CREW DID NOT RECEIVE THE RIGHT MAIN GEAR INDICATION. THE SAME INDICATION OF 2 GREEN, AND NO RED WAS RECEIVED WHEN LANDING GEAR CYCLED. WHILE IN HOLDING PATTERN CREW CONFIRMED GEAR CONTROL CIRCUIT BREAKER WAS IN, AND THE GEAR LIGHTS WERE TESTED. ONLY 2 GREEN AND 1 RED INDICATION WERE OBSERVED DURING THE TEST. AN EMERGENCY WAS DECLARED, AND A REQUEST FOR EMERGENCY RESCUE VEHICLES WAS MADE. DURING A LOW APPROACH THE LANDING GEAR WERE VISUALLY CONFIRMED TO BE IN THE DOWN POSITION. THE CREW MADE AN UNEVENTFUL LANDING IN KSSI. MAINTENANCE REPLACED THE 327 LAMP FOR THE GEAR INDICATION, AND PERFORMED A SATISFACTORY OPERATIONAL TEST. THE AIRCRAFT WAS RETURNED TO SERVICE.

ATA 2120

Part: UNKNOWN — FUMES (CABIN) · airframe 3,220 hrs · 2,420 cycles

THE CREW REPORTED THAT WHILE IN FLIGHT, BLEED AIR WAS LEAKING INTO THE CABIN AND CREATING NOXIOUS FUMES. MAINTENANCE RAN BOTH ENGINES WITH THE BLEED AIR SOURCE IN ALL POSSIBLE CONFIGURATIONS. NO DEFECTS WERE FOUND. THE VAPOR CYCLE SYSTEM WAS CHECKED FOR OPERATION AND DRAINAGE, AND THE FRESH AIR DUCT AND FAN WERE CHECKED WITH NO NOTED DEFECTS. BOTH ENGINES WERE RAN AGAIN WITH THE COWLING REMOVED, AND NO DEFECTS WERE FOUND. ALL OPERATIONAL CHECKS WERE GOOD, AND THE AIRCRAFT WAS RETURNED TO SERVICE.

ATA 2910

Part: LINE — SCORED (HYDRAULIC SYS) · airframe 2,999 hrs · 2,223 cycles

DURING FLIGHT, THE LT AND RT HYDRAULIC LOW LEVEL LIGHTS ILLUMINATED ALONG WITH A MASTER CAUTION LIGHT. AFTER A SAFE LANDING, THE ENTIRE TAIL OF THE AIRCRAFT WAS FOUND TO BE SOAKED WITH HYDRAULIC FLUID. FURTHER INVESTIGATION FOUND THAT HYDRAULIC LINE HAD RUPTURED AT ONE OF THE BENDS. IT APPEARS THAT THE RUPTURE POINT WAS AT A SCORE MARK THAT WAS LEFT WHEN THE LINE WAS FABRICATED. EACH END OF THIS LINE IS BENT AT NEARLY A 90 DEGREE ANGLE. EACH END DISPLAYED THE SAME TYPE OF SCORE MARKS. LINE WAS REPLACED WITH NEW. SUGGEST A ONE TIME INSPECTION OF THIS LINE. IF IT IS DETERMINED THAT ANY SCORE MARKS SEEM EXCESSIVE, RECOMMEND REPLACEMENT OF THE LINE. PROCUREMENT OF NEW LINES SHOULD BE INSPECTED FOR THE SAME

ATA 2910

Part: LINE — LEAKING (HYDRAULIC SYS) · airframe 2,999 hrs · 2,223 cycles

DURING FLIGHT, THE LT AND RT HYDRAULIC LOW LEVEL LIGHTS ILLUMINATED ALONG WITH A MASTER CAUTION LIGHT. AFTER A SAFE LANDING, THE ENTIRE TAIL OF THE AIRCRAFT WAS FOUND TO BE SOAKED WITH HYDRAULIC FLUID. FURTHER INVESTIGATION FOUND THAT HYDRAULIC LINE HAD RUPTURED AT ONE OF THE BENDS. IT APPEARS THAT THE RUPTURE POINT WAS AT A SCORE MARK THAT WAS LEFT WHEN THE LINE WAS FABRICATED. EACH END OF THIS LINE IS BENT AT NEARLY A 90 DEGREE ANGLE. EACH END DISPLAYED THE SAME TYPE OF SCORE MARKS. LINE WAS REPLACED WITH NEW. SUGGEST A ONE TIME INSPECTION OF THIS LINE. IF IT IS DETERMINED THAT ANY SCORE MARKS SEEM EXCESSIVE, RECOMMEND REPLACEMENT OF THE LINE. PROCUREMENT OF NEW LINES SHOULD BE INSPECTED FOR THE SAME.

ATA 2910

Part: HYDRAULIC SYSTEM — LEAKING · airframe 2,999 hrs · 2,223 cycles

AFTER TAKEOFF CREW REPORTED HEARING A CAVITATION SOUND FROM THE REAR OF THE AIRCRAFT. AROUND 10,000 FT HYDRAULIC FLOW LOW LEFT AND RIGHT ANNUNCIATORS AND MASTER CAUTION LIGHTS WERE FLICKERING ON AND OFF. AFTER APPROXIMATELY 30 SECONDS, THE HYDRAULIC FLOW AND MASTER CAUTION LIGHTS WERE ON STEADY. THE CREW DIVERTED THE AIRCRAFT TO KAZO AND BLEW THE GEAR DOWN FOR LANDING. A ZERO DEGREE FLAP LANDING WAS PERFORMED WITH NO OPERATIONAL HYDRAULIC SYSTEM ON THE AIRCRAFT. FOLLOWING LANDING THE CREW HAD FOUND A SUBSTANTIAL AMOUNT OF HYDRAULIC FLUID ON THE REAR OF THE AIRCRAFT.