N345HC

Part: CLOCK — INOPERATIVE (FLIGHT DECK) · airframe 7,600 hrs · 6,177 cycles

DURING POST FLIGHT CHECKS IT WAS DISCOVERED THAT THE PILOTS SIDE DIGITAL CLOCK WAS INOP. OPERATIONS WERE CONTINUED PER MEL 31-20-01 UNTIL MAINTENANCE WAS AVAILABLE TO REMOVE AND REPLACE WITH OVERHAULED UNIT. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE

Part: CONTROL CABLE — DEFECTIVE (NR 1 ENGINE) · airframe 7,600 hrs · 6,177 cycles

THE FLIGHT CREW REPORTED THAT THE NO1 ENGINE REQUIRES FIREWALL THRUST TO MAKE TAKEOFF POWER. SPLIT IN LEVERS AND AT IDLE N2 IS OVER 56%. THE MAINTENANCE VENDOR REMOVED AND REPLACED THE NO1 ENGINE AFT CONTROL CABLE (52" CABLE) WITH NEW CABLE. COMPLIED WITH ENGINE ADJUSTMENT AND POWER ASSURANCE RUNS. THE AIRCRAFT WAS RETURNED TO SERVICE

Part: INDICATOR — FALSE INDICATION (ITT) · airframe 7,600 hrs · 6,177 cycles

THE FLIGHT CREW REPORTED THE RIGHT ENGINE ITT INTERMITTENTLY READING 150 DEGREES HIGHER THAT THE LEFT AT HIGH POWER SETTINGS WITH NOW OTHER INDICATIONS OF ISSUES. THE MAINTENANCE VENDOR REMOVED AND REPLACED THE RIGHT TURBINE TEMP INDICATOR WITH OVERHAULED UNIT. OPERATIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ACTUATOR — INTERMITTENT (TRIM) · airframe 7,594 hrs · 6,171 cycles

THE MAINTENANCE TEAM REPORTED THAT THE RIGHT ROLL TRIM ACTUATOR WAS INTERMITTENT. THE DEFECTIVE TRIM ACTUATOR WAS REMOVED AND REPLACED WITH AN OVERHAULED UNIT. OPS CHECKS SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROL CABLE — OUT OF ADJUST (POWER LEVER) · airframe 7,584 hrs · 6,165 cycles

THE FLIGHT CREW REPORTED THAT BEFORE BRAKE RELEASE FOR TAKEOFF THAT THE NO1 ENGINE WAS NOT MAKING MINIMUM TAKEOFF POWER REQUIREMENTS. THE TAKEOFF ATTEMPT WAS ABORTED. THE MAINTENANCE VENDOR CONFIRMED THE POWER KNOB SPILT AND LACK OF N1 TARGET FOR THE DAY. THE ENGINE POWER CONTROL CABLE WAS ADJUSTED AS NEEDED. ENGINE POWER CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: CONTROL VALVE — DEFECTIVE (COCKPIT TEMP) · airframe 7,584 hrs · 6,164 cycles

THE FLIGHT CREW REPORTED THAT THE COCKPIT TEMP CONTROL SYSTEM WOULD NOT WARM WHEN TURNED FULLY HOT. ONLY BLOWS COLD AIR. THE MAINTENANCE TEAM FOUND THE COCKPIT TEMP CONTROL VALVE WAS DEFECTIVE AND WAS REPLACED WITH A NEW VALVE. OPS CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: SEAL — LEAKING (PAX DOOR) · airframe 7,457 hrs · 6,059 cycles

THE FLIGHT CREW REPORTED THAT WHEN LANDING THE DOOR SEAL STARTED LEAKING, DIFFERENTIAL PRESSURE WOULDN'T HOLD MORE THAN 7.0 PSI. BELOW 6.0 PSI SOUND OF LEAK SUBSIDED. THE MAINTENANCE VENDOR REMOVED THE INFLATABLE MAIN CABIN DOOR SEAL AND INSTALLED NEW INFLATABLE DOOR SEAL. OPS CHECK SATISFACTORY. THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: ASYMMETRY SWITCH — DEFECTIVE (FLAP SYSTEM) · airframe 7,278 hrs · 5,902 cycles

THE FLIGHT CREW REPORTED RECEIVING AN INTERMITTENT CAUTION LIGHT FLAP ASYMMETRY ANNUNCIATOR IN ALL PHASES OF FLIGHT. YELLOW MASTER CAUTION ASSOCIATED. THE MAINTENANCE TEAM TROUBLESHOT AND DETERMINED THAT THE LEFT FLAP FOLLOW UP SWITCH WAS DEFECTIVE. THE DEFECTIVE SWITCH WAS REMOVED AND AN OVERHAULED UNIT WAS INSTALLED AND ADJUSTED. OPS CHECKS WERE SATISFACTORY THE AIRCRAFT WAS THEN RETURNED TO SERVICE

Part: VALVE — DEFECTIVE (CROSSFEED) · airframe 7,099 hrs · 5,769 cycles

DURING PREFLIGHT CHECKS THE FLIGHT CREW DETERMINED THE FUEL CROSS FEED VALVE FAILED TO CLOSE. THE MAINTENANCE TEAM VERIFIED THE DISCREPANCY. THE MAINTENANCE TEAM REMOVED THE DEFECTIVE VALVE WITH AN OVERHAULED CROSS FEED VALVE. OPERATIONAL CHECKS WERE SATISFACTORY AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: INVERTER — FAILED (NR 2) · airframe 6,261 hrs · 5,167 cycles

DURING FLIGHT THE CREW REPORTED THAT THE INVERTER NO2 FAIL ANNUNCIATOR ILLUMINATED. THEY COMPLETED RELATED CHECKLIST ITEMS. THE INVERTER WAS FOUND TO BE DEFECTIVE AND WAS REPLACED WITH AN OVERHAULED UNIT.

Part: LINE — CHAFED (HYD SYSTEM) · airframe 5,985 hrs · 4,951 cycles

DURING PREFLIGHT CHECKS, HYDRAULIC FLUID WAS DISCOVERED IN THE RT MAIN LANDING GEAR WHEEL WELL. ON FURTHER INVESTIGATION, A HYDRAULIC LINE IN A GROUPING OF FOUR LINES WAS FOUND TO BE CHAFED ON THE AIRCRAFT STRUCTURE, ROUGHLY AN INCH FROM THE B-NUT FITTING. SPI-WRAP WAS IN PLACE ON ALL THE HYDRAULIC LINES IN THIS AREA, BUT THE SPI-WRAP FOR THE HYDRAULIC LINE IN QUESTION WAS OUT OF POSITION CAUSING THE LINE TO CHAFE ON A GEAR WELL BRACKET. THE SUSPECT AREA CAN BE VIEWED THRU THE RIGHT MAIN LANDING GEAR WHEEL WELL BY OPENING THE INBD GEAR DOOR AND VIEWING AFT AND OUTBOARD.

Part: DUCT — BROKEN (RT BLEED AIR) · airframe 5,783 hrs · 4,802 cycles

THE FLIGHT CREW FOR THIS AIRCRAFT DESCRIBED HAVING AN UNEXPLAINABLE DISPLACE OF THE RIGHT RUDDER PEDAL. THEY INDICATED THAT THE PEDAL DISPLACED ABOUT HALF TRAVEL IN FLIGHT. THE CREW WAS ABLE TO TRIM OUT THE YAW MOMENT AND CONTINUE THE FLIGHT. THE CREW BELIEVED THAT THERE WAS AN ISSUE WITH THE AUTO-PILOT SYSTEM AT THE TIME. MAINTENANCE TROUBLESHOT THE PROBLEM AND DISCOVERED THAT A RUDDER BOOST BLEED AIR FITTING HAD BROKEN OFF OF A BLEED AIR TUBE IN THE RIGHT ENGINE COMPARTMENT AND THUS CAUSING A FAILURE OF THE RUDDER BOOST SYSTEM. THE BLEED AIR DUCT WAS REPLACED AND THE AIRCRAFT WAS RETURNED TO SERVICE.

Part: INDICATOR — FAILED (RIGHT ITT) · airframe 5,351 hrs · 4,446 cycles

THE RIGHT ITT GAUGE WAS REPLACED WITH AN OVERHAULED UNIT. THIS INDICATOR FAILED 11 HRS AFTER INSTALLATION.

Part: MOTOR — OVERHEATED (COMPRESSOR) · airframe 5,154 hrs · 4,284 cycles

CREW REPORTED AFTER THE AIRCRAFT WAS SHUT DOWN AND OPENING THE BAGGAGE DOOR, THE PILOT NOTED PRESENTS OF SMOKE IN THE TAILCONE WITH THE AIR CONDITIONING SYSTEM OPERATING. THE AIRCRAFT WAS SHUT-DOWN AND INVESTIGATED THE SOURCE OF THE SMOKE. CONFIRMED NO FIRE. FOUND THE COMPRESSOR MOTOR OVERHEATED. A NEW COMPRESSOR MOTOR WAS INSTALLED.

Part: OXYGEN MASK — DEFECTIVE (COCKPIT) · airframe 4,647 hrs · 3,911 cycles

REPORTED THAT DURING THE POST FLIGHT CHECKS, THAT THEY WERE UNABLE TO EXHALE THROUGH THE PILOT'S OXYGEN MASK. THE DEFECTIVE MASK WAS R & R WITH AN OVERHAULED UNIT. OPERATIONS CHECKED OK.

Part: FIRE LOOP — OUT OF POSITION (LT ENGINE) · airframe 4,451 hrs · 3,759 cycles

THE CREW REPORTED THAT AFTER TAKEOFF & CLIMBING OUT THROUGH 2000 FT MSL THE LT ENG FIRE WARNING SYS ACTIVATED. THE LT ENG WAS BROUGHT BACK TO IDLE IAW THE CHECKLIST & AFTER 3 - 4 SECONDS THE FIRE WARNING EXTINGUISHED. THE CREW COMPLETED THE CHECKLIST ITEMS & REQUESTED TO RETURN BACK TO THE AIRPORT FOR LANDING & REPAIRS. THE RETURN FOR LANDING WAS UNEVENTFUL. INVESTIGATED FOR DAMAGE BUT NONE WAS NOTED, NO BLEED AIR LEAKS WERE NOTED. FURTHER INVESTIGATION FOUND THE FIRE LOOP DETECTOR ON THE INBD SIDE OF THE LT ENG WAS RESTING ON THE BLEED AIR CONNECTION COMING OFF ENG. THE FIRE DETECTOR WAS REPOSITIONED IAW THE AMM & FUNCTIONAL CHECKS WERE SATISFACTORY. THE ACFT WAS RETURNED TO SERVICE.

Part: PRESSURE SWITCH — FAULTY (NR 1 ENGINE) · airframe 4,293 hrs · 3,643 cycles

FLIGHT CREW REPORTED THAT THE NR 1 ENG OIL BYPASS LIGHT ILLUMINATED DURING FLIGHT WITH NO SECONDARY INDICATIONS. TROUBLESHOOTING CHECKED THE ENG OIL FILTER FOR BLOCKAGE, NO BLOCKAGE FOUND. FURTHER TROUBLESHOOTING REVEALED THAT THE OIL BYPASS PRESS SWITCH WAS DEFECTIVE. THE DEFECTIVE SWITCH WAS REMOVED PN 45AS42011-001 SN 2826 & A NEW CONDITION SWITCH WAS INSTALLED. OPERATIONS & LEAK CHECKED SATISFACTORY.

Part: AHRS — DEFECTIVE (COCKPIT) · airframe 4,070 hrs · 3,479 cycles

THE FLIGHT CREW REPORTED THAT DURING CRUISE FLIGHT THAT THE AHRS NR 1 & NR 2 DISAGREED & KICKED THE AUTO PILOT OFF. TROUBLESHOOTING FOUND THE AHRS UNIT PN 622-9336-400 SN 1VYVB DEFECTIVE. THIS UNIT WAS AN OVERHAULED UNIT THAT WAS INSTALLED 17 HRS TT PRIOR TO THIS FAILURE. SN 1VYVB WAS REMOVED FROM SERVICE & AN OVERHAULED EXCHANGE UNIT WAS INSTALLED.

Part: AHRS — DEFECTIVE (NR 2) · airframe 4,053 hrs · 3,467 cycles

THE CREW REPORTED THAT DURING THE CLIMB AFTER TAKEOFF AT 28,000 FT THE COPILOTS AHRS SYS FAILED ALONG WITH THE AUTO PILOT SYS & YAW DAMPENER. THE CREW DIVERTED & LANDED. MX FOUND THE NR2 AHRS UNIT AS DEFECTIVE. THE UNIT WAS REPLACED WITH AN OVERHAULED UNIT, FUNCTIONAL CHECKS WERE OK & THE ACFT WAS RETURNED TO SERVICE.

Part: CONTROLLER — FAILED (CABIN PRESSURE) · airframe 4,002 hrs · 3,431 cycles

PILOTS REPORTED THAT THEY WERE UNABLE TO CONTROL PRESSURIZATION RATE OF CLIMB WITH RATE CONTROL KNOB. THE CABIN AIR PRESS CONTROLLER FOUND TO BE FAULTY & WAS REPLACED WITH A REPAIRED UNIT.

Part: OXYGEN MASK — DEFECTIVE (COCKPIT) · airframe 4,002 hrs · 3,431 cycles

CREW REPORTED THAT THE CO-PILOTS O2 MASK DONNING BUTTON WOULD NOT WORK. FOUND CREW O2 MASK TO BE DEFECTIVE PN 174262-12, SN 01384. AN OVERHAULED CREW MASK WAS INSTALLED.

Part: STARTER GEN — FAILED (RIGHT) · airframe 3,887 hrs · 3,350 cycles

RIGHT STARTER GEN FAILED. TROUBLESHOOTING FOUND IT TO BE DEFECTIVE. THE STARTER GEN R & R WITH OVERHAULED UNIT.

Part: STARTER GEN — FAILED (RT ENGINE) · airframe 3,882 hrs · 3,347 cycles

THE FLIGHT CREW REPORTED THAT THE RT ENG WOULD NOT ROTATE DURING START. TROUBLESHOOTING IDENTIFIED THAT THE STARTER GEN WAS DEFECTIVE & REQUIRED REPLACEMENT. THE DEFECTIVE STARTER GEN WAS REMOVED SN P96008 & AN OVERHAULED STARTER GEN WAS INSTALLED IAW 400A AM 80-10-00. FUNCTIONAL CHECKS WERE SATISFACTORY.

Part: INVERTER — FAILED (NR 1) · airframe 3,890 hrs · 3,351 cycles

THE FLIGHT CREW REPORTED THAT THE NR 1 INVERTER FAILED IN FLIGHT. TROUBLESHOOTING IDENTIFIED THE INVERTER AS DEFECTIVE. THE INVERTER WAS REMOVED & AN OVERHAULED INVERTER WAS INSTALLED IAW AMM 24-20-00. FUNCTIONAL CHECKS SATISFACTORY.

Part: WHEEL — OUT OF BALANCE (NLG) · airframe 3,880 hrs · 3,346 cycles

THE FLIGHT CREW REPORTED EXCESSIVE NOSE WHEEL VIBRATION ON TAKEOFF ROLL & AFTER GEAR RETRACTION. THE NOSE WHEEL WAS REMOVED, NO VISIBLE DEFECTS WERE NOTED ON TIRE OR WHEEL. THE WHEEL ASSEMBLY WAS REBALANCED & REINSTALLED. THE SHIMMY DAMPENER SERVICE WAS CHECKED & NO DISCREPANCIES WERE NOTED. NO OTHER FAULTS WERE REPORTED.

Part: INDICATOR — DEFECTIVE · airframe 3,769 hrs · 3,267 cycles

FLIGHT CREW REPORTED THAT THE STANDBY HORIZON INDICATOR INDICATES A 5 DEGREE BANK IN STRAIGHT AND LEVEL FLIGHT. REMOVED THE STANDBY HORIZON INDICATOR. INSTALLED AN O/H INDICATOR IAW MM.

Part: SEAL — LEAKING (NLG STRUT) · airframe 2,366 hrs · 2,177 cycles

NOSE STRUT WOULD NOT EXTEND, FOUND SEAL LEAKED PRESSURE OUT.