N34SJ
Registered owner: GAMMA2 INC, CA (owner ≠ operator)
Operators of this aircraft
Who operated this tail, and how firmly we know it.
| Operator | Role | Period | Basis |
|---|---|---|---|
| LATITUDE 33 AVIATION, LLC (2PIA) | Certificate holder | — | Matched by certificate designator |
Accident & incident history
Maintenance disclosures
FILED ALTITUDE FL 410, WHILE DESCENDING FROM FL 410 TO JOIN LEGOZ 4 ARRIVAL. WE HAD LEVELED OFF AT FL 370 PRIOR WITH NO ISSUE, THEN FLAMEOUT AT FL 330. AT APPROXIMATELY 0900 ON 22 NOVEMBER, 2025 THE CREW EXPERIENCED A NR 1 ENGINE FLAMEOUT. IT OCCURRED AS WE LEVELED OFF AT 33,000 FT AND & WERE PUSHING THRUST LEVERS FWD TO MAINTAIN AIRSPEED. FIRST INDICATION OF AN ISSUE WAS THE NR 1 GEN OFF LIGHT & ASSOCIATED WARNING/CAUTION LIGHT. LT ENGINE OIL PRESSURE WARNING CAME ON PROMPTING US TO LOOK AT N1, N2 AND ITT GAUGES SHOWING 0 ITT & TURBINE SPIN DOWN. DECLARED AN EMERGENCY IMMEDIATELY DUE TO NEED TO GET TO OUR DRIFT DOWN ALTITUDE & LOOK FOR CLOSEST SUITABLE AIRFIELD TO LAND. ONCE ESTABLISHED ON A VECTORS & DESCENT PROFILE, PM BROKE OUT PCL TO A2 & RAN CHECKLIST. PF BEGAN SLOWING ACFT TO GET WITHIN THE 200 KIAS LIMIT FOR RESTART. ATTEMPTED RESTART ENGINE 1, UNSUCCESSFUL, ABORTED START. ENGINE RE-LIT ON IT'S OWN AND APPEARED TO BE FUNCTIONING NORMALLY; DID NOT INCREASE POWER IN A CONTINUOUS DESCENT. CONTINUED DESCENT , DESCENDING THOUGH ICING CONDITIONS AT 12,000 MSL WHICH TURNED ENGINES & WINGS ON FOR, UNTIL CLEAR. NR 1 ENG CONTINUED TO APPEAR NORMAL ALL THE WAY TO FINAL & MADE THE DECISION TO MAKE A TWO ENGINE APPROACH WITH PM READY TO ADJUST FLAPS IN THE EVENT THE ENGINE FAILED AGAIN. DUE TO THE STRONG GUSTING WINDS, DETERMINED A DUAL ENGINE APPROACH WOULD BE SAFEST IN THESE CONDITIONS, WITH THE PM CLOSELY MONITORING ENGINE FUNCTION TO TOUCHDOWN. LANDING WAS UNEVENTFUL AND WE TAXIED TO THE FBO WITHOUT FURTHER INCIDENT.
DURING DESCENT OUT OF APPROXIMATELY 35000â THE AIRCRAFTâS ANNUNCIATORS BEGAN ILLUMINATING SHOWING GEN-R OFFLINE AND THEN LOW OIL PRESSURE IN THE RIGHT ENGINE. N1 SPUN DOWN TO APPROXIMATELY 15-17% WITH NO INDICATIONS OF FIRE OR SEIZURE. CHECKLISTS WERE RUN AND THE ENGINE WAS SECURED. ONCE IN THE ALTITUDE/AIRSPEED ENVELOPE, A SUCCESSFUL ENGINE RESTART WAS CONDUCTED WITH AN EVENTUAL LANDING TO MMSD. THERE IS NO APPARENT EXTERNAL DAMAGE TO THE ENGINE AND OIL LEVELS ARE NORMAL. AIRCRAFT FUEL LEVELS ARE NORMAL AND BALANCED WITH APPROXIMATELY 1550 POUNDS ONBOARD AT SHUTDOWN AFTER LANDING.
DURING APPROACH, PILOT MOVE LANDING GEAR SELECTOR TO DOWN POSITION, LANDING GEAR IN TRANSIT ILLUMINATE BUT THE THREE GREEN LIGHTS FOR LANDING GEAR DOWN AL LOCK DIDNâT. PILOT ASSUMED LANDING GEAR WAS NOT DOWN AND LOCKED. AIRCRAFT FLEW CLOSE TO CONTROL TOWER TO HAVE A VISUAL STATUS OF LANDING GEAR, CONTROL TOWER CONFIRMED LANDING GEAR WAS DOWN AND LOOKS LOCKED. PILOT RETRACTED AND EXTENDED LANDING GEAR TWICE AND STILL NO INDICATION OF GEAR DOWN AND LOCK. PILOT DECIDED DIVERT FOR A LONGER RUNWAY AND USE THE EMERGENCY LANDING GEAR EXTENSION. AIRCRAFT FLEW NEXT TO THE DIVERSION CONTROL TOWER FOR A VISUAL STATUS. ALSO CONFIRMED LANDING GEAR WAS DOWN AND LOCK. AIRCRAFT LANDED WITHOUT ISSUES. TECHNICIANS PUT AIRCRAFT ON JACKS FOR LANDING GEAR INSPECTION AND TEST, ALL INSPECTIONS AND OPERATIONAL CHECKS WERE SATISFACTORY. TEAM SUGGESTED REPLACING THE GEAR MONITORING PCB AS A PRECAUTIONARY ACTION. LANDING GEAR OPERATIONAL TEST WAS SATISFACTORY AT THIS TIME AND AIRCRAFT WAS RETURNED TO SERVICE.